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Transcript of Feasibility Study of New Four Lane Motorway Starting from ...
Environmental Impact Assessment
(EIA)
March 2017
National Highway Authority (NHA)
Feasibility Study of New Four Lane
Motorway Starting from Yarak on Indus
Highway N–55 to Hakla on M–1
Feasibility Study of New Four Lane Motorway Starting from Yarak on Indus Highway N–55 to Hakla on M–1
Environmental Impact Assessment (EIA)
March 2017
MM Pakistan (Pvt.) Ltd.
2nd
Floor, CTI Building
27-Empress Road Lahore
042-36300440, 36300460
36363234, 36292525-7
042-36292528, 36360267
http://www.mmpakistan.com
Issue and Revision Record
Disclaimer
This document is issued for the party which commissioned it and for specific purposes connected with the above-captioned project only. It should not be relied upon by any other party or used for any other purpose.
We accept not responsibility for the consequences of this document being relied upon by any other party, or being used for any other purpose, or containing any error or omission which is due to an error or omission in data supplied to us by other parties
Rev Date Originator Checked Approved Description
01 March 2016 Omer Rasheed Ihsan-ul-Haq Farooqi Muhammad Hanif Meraj Ihsan
Azmat Beg Pervez Anjum Rizwan Baig
First draft.
02 June 2016 Omer Rasheed Ihsan-ul-Haq Farooqi Muhammad Hanif Meraj Ihsan
Azmat Beg Pervez Anjum Rizwan Baig
Final draft after addressing NHA comments.
03 March 2017 Omer Rasheed
Azmat Beg Pervez Anjum Rizwan Baig
Final incorporating Pb–EPA comments.
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment March 2017
Contents
List of Abbreviations ............................................................................................................................. i
Glossary of National Terms ................................................................................................................ iii
Executive Summary ............................................................................................................................. iv
1 Introduction............................................................................................................................... 1-1
1.1 Overview ....................................................................................................................................... 1-1 1.2 China Pakistan Economic Corridor (CPEC) .................................................................................. 1-1 1.3 Background of the 4–Lane Motorway Project ............................................................................... 1-2 1.4 Proponent of the Project ............................................................................................................... 1-2 1.5 Proposed Packages ...................................................................................................................... 1-3 1.6 Purpose of this Document ............................................................................................................. 1-3 1.7 Project Categorization ................................................................................................................... 1-3 1.8 Scope of EIA ................................................................................................................................. 1-4 1.9 Project EIA Study Area ................................................................................................................. 1-4 1.10 Approach & Methodology .............................................................................................................. 1-5
1.10.1 Approach ........................................................................................................................ 1-5 1.10.2 Methodology ................................................................................................................... 1-5
1.11 Organization of the Report ............................................................................................................ 1-8 1.12 EIA Team ...................................................................................................................................... 1-8
2 Project Description .................................................................................................................. 2-1
2.1 Overview ....................................................................................................................................... 2-1 2.2 Objectives of the Proposed Project ............................................................................................... 2-1 2.3 Proposed Alignment of the 4–Lane Motorway .............................................................................. 2-1 2.4 Project Administrative Jurisdiction ................................................................................................ 2-1 2.5 Project Implementation Schedule ................................................................................................. 2-3 2.6 Components of the Project, Land-Use and Vegetation Features along each Package Site ......... 2-3
2.6.1 Road Access to Project Site ........................................................................................... 2-4 2.7 Geometric Design of the Proposed Road Project ......................................................................... 2-7
2.7.1 Design Criteria ................................................................................................................ 2-7 2.8 Civil Works .................................................................................................................................... 2-8
2.8.1 Pavement Design: .......................................................................................................... 2-8 2.9 Traffic Forecast ........................................................................................................................... 2-10
2.9.1 Traffic Count Survey ..................................................................................................... 2-10 2.9.2 Categorization of Origin/ Destination into Zones .......................................................... 2-11 2.9.3 Package wise Diverted Traffic ...................................................................................... 2-12 2.9.4 Generated Traffic for 4–Lane Motorway ....................................................................... 2-12 2.9.5 Total Traffic (Diverted + Generated) for the 4–Lane Motorway .................................... 2-12 2.9.6 Future Traffic Growth Estimates ................................................................................... 2-13
2.10 Construction Materials ................................................................................................................ 2-15 2.10.1 Borrow Soil for Embankment ........................................................................................ 2-15 2.10.2 Borrow Material for Sub Base ....................................................................................... 2-15 2.10.3 Asphalt, Reinforcement and Cement ............................................................................ 2-16
2.11 Construction Camps ................................................................................................................... 2-16 2.11.1 Solid and Liquid Waste Generation .............................................................................. 2-16
2.12 Manpower Requirements ............................................................................................................ 2-16 2.13 Construction Equipment .............................................................................................................. 2-18 2.14 Cost of the Project and Magnitude of Works Involved in Each Package..................................... 2-18 2.15 Schedule of Implementation ....................................................................................................... 2-19
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment March 2017
2.16 Analysis of Alternatives ............................................................................................................... 2-19 2.16.1 Overview....................................................................................................................... 2-19 2.16.2 Alternative - I (No Project) ............................................................................................ 2-19 2.16.3 Alternative - II (With Project) ......................................................................................... 2-20 2.16.4 Alternative Routes ........................................................................................................ 2-20 2.16.5 Alternative between Four-Lane Expressway and Four-lane Motorway ......................... 2-21 2.16.6 Alternative Mode of Transportation (Environmental Perspective – Carbon Emission/
footprint Parameter) .................................................................................................................... 2-21 2.16.7 Use of Existing Roads vs. 4–Lane Motorway ............................................................... 2-21 2.16.8 Construction of Railway vs. Existing Roads.................................................................. 2-21 2.16.9 Construction of Railway vs. 4–Lane Motorway ............................................................. 2-21 2.16.10 Conclusion .................................................................................................................... 2-22
3 Legal and Institutional Framework ......................................................................................... 3-1
3.1 Overview ....................................................................................................................................... 3-1 3.2 Environment Regulatory Authorities .............................................................................................. 3-1
3.2.1 Pakistan Environmental Protection Council .................................................................... 3-1 3.2.2 Ministry of Environment, Local Government and Rural Development ............................ 3-1 3.2.3 Pakistan Environmental Protection Agency (Pak–EPA) ................................................. 3-1 3.2.4 Provincial Environment Protection Agencies .................................................................. 3-2
3.3 Environmental Legislation ............................................................................................................. 3-2 3.3.1 Pakistan Penal Code, 1860 ............................................................................................ 3-2 3.3.2 Pakistan Explosives Act, 1884 ........................................................................................ 3-2 3.3.3 Land Acquisition Act, 1894 ............................................................................................. 3-2 3.3.4 Factories Act, 1934 (Amendment) Act 2012 ................................................................... 3-2 3.3.5 Forest Act, 1927 ............................................................................................................. 3-3 3.3.6 Protection of Trees Act, 1949 ......................................................................................... 3-3 3.3.7 Motor Vehicle Ordinance, 1965 and Rules 1969 ............................................................ 3-3 3.3.8 Antiquity Act, 1975 .......................................................................................................... 3-3 3.3.9 Labour Laws ................................................................................................................... 3-3 3.3.10 Employment of Child Act, 1977 ...................................................................................... 3-3 3.3.11 Highway Safety Ordinance, 2000 ................................................................................... 3-4 3.3.12 Local Government Ordinance, 2001 ............................................................................... 3-4 3.3.13 Pakistan Environmental Protection Act, 1997 (Pak–EPA; 1997) .................................... 3-4 3.3.14 Pak–EPA, Review of IEE and EIA Regulations, 2000 .................................................... 3-5 3.3.15 National Environmental Quality Standards (NEQS) ........................................................ 3-5 3.3.16 Eighteenth Amendment to Constitution of Pakistan Act, 2010........................................ 3-6
3.4 National Environmental Guidelines and Policies ........................................................................... 3-6 3.4.1 National Conservation Strategy (NCS), 1992 ................................................................. 3-6 3.4.2 Guidelines for the Preparation and Review of Environmental Reports, 1997 ................. 3-6 3.4.3 Guidelines for Public Consultation, 1997 ........................................................................ 3-7 3.4.4 Guidelines for Sensitive and Critical Areas, 1997 ........................................................... 3-7
3.5 International Treaties and Conventions ........................................................................................ 3-7 3.6 EIA Approval Procedure ............................................................................................................... 3-7
4 Baseline Description ................................................................................................................ 4-1
4.1 Overview ....................................................................................................................................... 4-1 4.2 Physical Environment ................................................................................................................... 4-1
4.2.1 Topography and Drainage Patterns ................................................................................ 4-1 4.2.2 Land Use ........................................................................................................................ 4-2 4.2.3 Geology and Soil ............................................................................................................ 4-4 4.2.4 Climate ........................................................................................................................... 4-5 4.2.5 Surface Hydrology ........................................................................................................ 4-13 4.2.6 Groundwater Resources ............................................................................................... 4-14 4.2.7 Air Quality ..................................................................................................................... 4-15 4.2.8 Noise ............................................................................................................................ 4-16 4.2.9 Seismology ................................................................................................................... 4-16
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment March 2017
4.2.10 Traffic and Transport .................................................................................................... 4-17 4.3 Biological Environment ............................................................................................................... 4-21
4.3.1 Fauna of the Area ......................................................................................................... 4-21 4.3.2 Flora of the Area ........................................................................................................... 4-25 4.3.3 Wetlands....................................................................................................................... 4-28 4.3.4 Game Reserve and Protected Areas ............................................................................ 4-31
4.4 Socio–Economic Baseline .......................................................................................................... 4-31 4.4.1 Secondary Data ............................................................................................................ 4-32 4.4.2 Primary Data ................................................................................................................. 4-43 4.4.3 Gender Issues in the project area ................................................................................. 4-49
5 Stakeholders Consultations .................................................................................................... 5-1
5.1 Introduction ................................................................................................................................... 5-1 5.2 Specific Objectives of Consultation Process ................................................................................. 5-1 5.3 Identification of Stakeholders ........................................................................................................ 5-1
5.3.1 Primary Stakeholders ..................................................................................................... 5-2 5.3.2 Secondary Stakeholders................................................................................................. 5-2
5.4 Stakeholder Consultation during Scoping Stage ........................................................................... 5-2 5.5 Stakeholder Consultation during EIA Preparation Stage .............................................................. 5-2
5.5.1 Consultation with Primary Stakeholders ......................................................................... 5-3 5.5.2 Consultation with Secondary Stakeholders .................................................................... 5-4
5.6 Women Stakeholders Consultation ............................................................................................... 5-5
6 Impact Assessment and Mitigation Measures ...................................................................... 6-1
6.1 Overview ....................................................................................................................................... 6-1 6.2 Potential Positive Impacts ............................................................................................................. 6-2 6.3 Potential Negative Impacts ........................................................................................................... 6-3
6.3.1 Preparation of Site-specific EMP (SSEMP) and Associated Plans ................................. 6-3 6.3.2 Physical Impacts ............................................................................................................. 6-3 6.3.3 Impacts on Biological Environment ............................................................................... 6-18 6.3.4 Impacts on Socio–Economic Environment ................................................................... 6-21
6.4 Summary of Impacts and Mitigation Measures ........................................................................... 6-26
7 Environmental Management and Monitoring Plan................................................................ 7-1
7.1 Environmental Management Plan ................................................................................................. 7-1 7.2 Environmental Monitoring ............................................................................................................. 7-1
7.2.1 Compliance Monitoring ................................................................................................... 7-1 7.2.2 Effects Monitoring ........................................................................................................... 7-1
7.3 Organisational Responsibilities ..................................................................................................... 7-4 7.3.1 Inclusion of the EMP in Contract Documents ................................................................. 7-4 7.3.2 Implementation Responsibility ........................................................................................ 7-4 7.3.3 Establishment of Environmental and Social Management Unit ...................................... 7-5 7.3.4 Chance finds procedures ................................................................................................ 7-7
7.4 Monitoring Schedule ..................................................................................................................... 7-7 7.4.1 Photographic Record of Project Area ............................................................................. 7-7 7.4.2 Storage of Information .................................................................................................... 7-8 7.4.3 Meetings ......................................................................................................................... 7-8 7.4.4 Reports ........................................................................................................................... 7-8 7.4.5 Complaints Register ....................................................................................................... 7-9 7.4.6 Training Plan .................................................................................................................. 7-9 7.4.7 Environmental Audit ....................................................................................................... 7-9 7.4.8 Environmental and Social Cost Estimates .................................................................... 7-10
8 Conclusion and Recommendation ......................................................................................... 8-4
8.1 Baseline Conditions ...................................................................................................................... 8-4 8.2 Project Impacts ............................................................................................................................. 8-4
8.2.1 General ........................................................................................................................... 8-5
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment March 2017
8.2.2 Positive Impacts ............................................................................................................. 8-5 8.2.3 Adverse Impacts ............................................................................................................. 8-5
8.3 Conclusions .................................................................................................................................. 8-6 8.4 Environmental and Social Costs ................................................................................................... 8-6 8.5 Recommendation .......................................................................................................................... 8-6
9 References ................................................................................................................................ 9-1
Annexure – I: Rapid Environmental Assessment (REA) Checklist .............................................. a
Annexure – II: Performa’s used for Focus Group Discussions ................................................ c
Annexure – III: Engineer’s Estimate ............................................................................................... i
Annexure – IV: National Environmental Quality Standards (NEQS) .......................................... q
Annexure – V: List of Women Participants .................................................................................. u
Annexure – VI: Detail of Public Consultations ............................................................................. v
Annexure – VII: Consultations with Departments ....................................................................... aa
Annexure VIII: Contingency Plans .............................................................................................. ee
Annexure IX: Pictorial Presentation .............................................................................................qq
Annexure – XII: Lab Reports of Water Quality, Air Quality and Noise Level .......................... ccc
List of Figures
Figure 1.1: Proposed alignment of 4–Lane Motorway ...................................................................................................... 1-2 Figure 2.1: Proposed Alignment of the 4–Lane Motorway. ............................................................................................... 2-2 Figure 2.2: Roads Access to Various Location of Proposed 4–Lane Motorway. ............................................................... 2-6 Figure 2.3: Typical cross–section of proposed 4–Lane Motorway .................................................................................... 2-9 Figure 2.4: Traffic survey locations ................................................................................................................................ 2-10 Figure 2.5: Package wise Traffic Projection on Proposed 4–Lane Motorway .................................................................. 2-14 Figure 4.1: The Starting Point of Proposed 4–Lane Motorway (Indus Highway (N55) Crossing Village Yarak) ................. 4-1 Figure 4.2: Topographic map of Pakistan ......................................................................................................................... 4-2 Figure 4.3: Project area marked on Agriculture and Land use map of Pakistan ................................................................ 4-4 Figure 4.4: Project area marked on geological map of Pakistan ....................................................................................... 4-5 Figure 4.5: Project Location with Reference to Temperature Regimes ............................................................................. 4-8 Figure 4.6: Dera Ismail Khan Rainfall Data (1–day annual max) ...................................................................................... 4-9 Figure 4.7: Mianwali Rainfall Data (1–day annual max).................................................................................................... 4-9 Figure 4.8: Attock Rainfall Data (1–day annual max) ..................................................................................................... 4-10 Figure 4.9: Project location and different precipitation regimes of Pakistan .................................................................... 4-10 Figure 4.10: Jinnah Barrage the major irrigation structure near to proposed 4–Lane Motorway ....................................... 4-14 Figure 4.11: Hydrogeological map of Pakistan ................................................................................................................. 4-15 Figure 4.12: Project area marked on Seismic map of Pakistan ........................................................................................ 4-17 Figure 4.13: Local roads crossing proposed 4–Lane Motorway. ....................................................................................... 4-18 Figure 4.14: Average Daily Traffic on existing roads crossing proposed 4–Lane Motorway. ............................................. 4-20 Figure 4.15: Migratory Birds Flyway Number 7. ............................................................................................................... 4-24 Figure 4.16: Wet Lands, Protected Areas, Game Reserves and Historical Places ........................................................... 4-33 Figure 5.1: Places of Public Consultation Located in the Map .......................................................................................... 5-6 Figure 7.1: Organogram illustrating interface between the Project environmental and social teams ................................. 7-4
List of Tables
Table 1.1: Project proponent contact details ................................................................................................................... 1-3 Table 1.2: Key Environmental and Social Aspects Studied during the Project EIA .......................................................... 1-5 Table 1.3: EIA Team ....................................................................................................................................................... 1-8 Table 2.1: Phasing of physical implementation for proposed 4–Lane Motorway .............................................................. 2-3 Table 2.2: Land Use and Vegetation Features of all Packages Sites .............................................................................. 2-5
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment March 2017
Table 2.3: Traffic survey type and locations .................................................................................................................. 2-11 Table 2.4: Origin/destination zones ............................................................................................................................... 2-11 Table 2.5: Total Annual Average Daily Traffic likely to Divert ........................................................................................ 2-12 Table 2.6: Generated traffic .......................................................................................................................................... 2-12 Table 2.7: Total traffic for the 4–Lane Motorway ........................................................................................................... 2-13 Table 2.8: Traffic Projection (Package 1 to 5) ............................................................................................................... 2-14 Table 2.9: Manpower requirements during construction phase ..................................................................................... 2-16 Table 2.10: Manpower requirement of NHA (operation/maintenance of the 4–Lane Motorway) ...................................... 2-17 Table 2.11: Manpower requirement of consultant (for construction) ................................................................................ 2-18 Table 2.12: Machinery and equipment requirement for the proposed project .................................................................. 2-18 Table 2.13: Detail of project cost along with its financial phasing .................................................................................... 2-18 Table 2.14: Carbon Dioxide Intensity per Unit of Mobility of different Transport alternatives............................................ 2-22 Table 4.1: Land use of the District Dera Ismail Khan. ..................................................................................................... 4-3 Table 4.2: Land use of the District Mianwali .................................................................................................................... 4-3 Table 4.3: Land use of the District Attock. ....................................................................................................................... 4-3 Table 4.4: Month wise 30 Years Mean Temperature, Precipitation and Relative Humidity recorded at Dera Ismail Khan
Stations. 4-6 Table 4.5: Month wise Mean Temperature, Precipitation and Relative Humidity recorded at Mianwali Stations. ............. 4-6 Table 4.6: Month wise Mean Temperature and Precipitation recorded at Attock Stations................................................ 4-7 Table 4.7: 1–day annual maximum rainfall (mm) of districts lies in 4–Lane Motorway ................................................... 4-11 Table 4.8: Extreme values for different return period .................................................................................................... 4-12 Table 4.9: Surface Water Quality of Project Area .......................................................................................................... 4-13 Table 4.10: Ambient air quality of the area ...................................................................................................................... 4-15 Table 4.11: Noise level observed in the project area ....................................................................................................... 4-16 Table 4.12: Seismology data of Pakistan ........................................................................................................................ 4-16 Table 4.13: Traffic count survey locations ....................................................................................................................... 4-19 Table 4.14: Average daily traffic on existing roads crossing proposed 4–Lane Motorway. .............................................. 4-19 Table 4.15: Mammal Species found in the project area................................................................................................... 4-21 Table 4.16: Avifauna of the District Dera Ismail Khan ..................................................................................................... 4-21 Table 4.17: Avifauna of the District Mianwali................................................................................................................... 4-22 Table 4.18: Avifauna present in the District Attock .......................................................................................................... 4-23 Table 4.19: Reptiles in the three districts of project area ................................................................................................. 4-24 Table 4.20: Fish species present in three districts of 4–Lane Motorway .......................................................................... 4-25 Table 4.21: Flora of district Dera Ismail Khan ................................................................................................................. 4-26 Table 4.22: Flora of the District Mianwali ........................................................................................................................ 4-27 Table 4.23: Flora of the District Attock ............................................................................................................................ 4-27 Table 4.24: Game reserves of Mianwali and Attock districts ........................................................................................... 4-31 Table 4.25: Population of all districts .............................................................................................................................. 4-32 Table 4.26: Livestock data of all three districts ................................................................................................................ 4-37 Table 4.27: Health facilities in all three districts ............................................................................................................... 4-39 Table 4.28: Education facilities in all three districts ......................................................................................................... 4-39 Table 4.29: Estimated households and population in the project area ............................................................................. 4-44 Table 4.30: Availability of health facilities in the project area ........................................................................................... 4-47 Table 4.31: Availability of Education facilities in the project area ..................................................................................... 4-47 Table 4.32: Social Amenities and their status in the surveys villages .............................................................................. 4-49 Table 4.33: National level gender analysis ...................................................................................................................... 4-49 Table 4.34: Level of formal education of respondents ..................................................................................................... 4-50 Table 4.35: Occupational status of women respondents ................................................................................................. 4-50 Table 4.36: Health facilities availed by women in last year .............................................................................................. 4-52 Table 4.37: Most common diseases prevailing in the project area .................................................................................. 4-52 Table 5.1: Location of FGDs ........................................................................................................................................... 5-3 Table 5.2: Main points raised by local communities during consultation meetings ........................................................... 5-3 Table 6.1: Environmental Impact Checklist ..................................................................................................................... 6-1 Table 6.2: The key positive impacts of the proposed project ........................................................................................... 6-2 Table 6.3: Summary of Impacts .................................................................................................................................... 6-26 Table 7.1: Environmental Management and Monitoring Plan (EMMP) ............................................................................ 7-3 Table 7.2: Members of the EST–C .................................................................................................................................. 7-6 Table 7.3: Preparation of Periodic Reports ..................................................................................................................... 7-8 Table 7.4: Indicative Training Program ........................................................................................................................... 7-9 Table 7.5: Environmental Management and Monitoring Cost ........................................................................................ 7-10
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (i) March 2017
List of Abbreviations
Acronym Definition
AASHTO American Association of State Highway and Transportation Officials
ASTM American Society for Testing and Materials
ADB Asian Development Bank
BHU Basic Health Unit
BOD Biological Oxygen Demand
BOQ Bill of Quantities
CBD United Nations Convention on Biological Diversity
CITES Convention on International Trade of Endangered Species of Wild Fauna and Flora
CMS Convention on the Conservation of Migratory Species of Wild Animals
CO Carbon Monoxide
COI Corridor of Impact
CUP Community Uplift Program
CPEC China Pakistan Economic Corridor
CSC Construction Supervision Consultants
DCO District Coordination Officer
DFO Divisional Forest Officer
FIDA Foundation for Integrated Development Action
EDOs Executive District Officers
EST–C Environment and Social Team of Contractor
EST–CSC Environment and Social Team of Construction Supervision Consultants
EST–NHA Environment and Social Team of National Highway Authority
EIA Environmental Impact Assessment
EMF Electromagnetic Fields
ESA Environmental and Social Assessment
ESHS Environmental, Social and Health & Safety
ESMU Environmental and Social Management Unit
EMMP Environmental Management and Monitoring Plan
EMP Environmental Management Plan
EPRP Emergency Preparedness and Response Plan
FGD Focus Group Discussion
GDP Gross Domestic Product
GHG Greenhouse Gases
GOP Government of Pakistan
GRM Grievance Resolution Mechanism
H&S Health and Safety
HSE Health, Safety and Environment
Ha Hectare
HTV Heavy Travelling Vehicles
IEE Initial Environmental Examination
IUCN International Union for Conservation of Nature and Natural Resources
KP Khyber Pakhtunkhwa
KPEPA; 2014 Khyber Pakhtunkhwa Environmental Protection Act 2014
KP-EPA Khyber Pakhtunkhwa Environmental Protection Agency
LTV Light Travelling vehicles
M–1 Motorway from Peshawar to Islamabad
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (ii) March 2017
Acronym Definition
M–2 Motorway from Lahore to Islamabad
MICS Multiple Indicator Cluster Survey
MMP MM Pakistan (Private) Limited
MOM Minutes of Meeting
NEQS National Environmental Quality Standards
NESPAK National Engineering Services Pakistan
NGO Non-governmental Organisation
NHA National Highway Authority
NOC No Objection Certificate
NO2 Nitrogen Dioxide
NOx Nitrogen Oxides
NRSP National Rural Support Program
Pak-EPA Pakistan Environment Protection Agency
PAP Project-Affected Person/People
Pb-EPA Punjab Environment Protection Agency
PbEPA; 2012 Punjab Environment Protection Act 2012
PEPA Pakistan Environmental Protection Act 1997
PM10 Respirable particulate matter 10
PM2.5 Respirable particulate matter 2.5
PPE Personal Protective Equipment
PRSP Punjab Rural Support Program
RAMSAR Wetlands of International Importance
RAP Resettlement Action Plan
RHC Rural Health Centre
ROW Right of Way
SPO Strengthening Participatory Organization
S.R.O Statutory Notifications
SCA Sensitive and Critical Areas
SIA Social Impact Assessment
SDFO Sub-Divisional Forest Officer
SO2 Sulphur Dioxide
TDS Total Dissolved Solids
TMP Traffic Management Plan
WAPDA Water and Power Development Authority
WHO World Health Organisation
WHS World Heritage Sites
WWF World Wildlife Fund for Nature
WMP Waste Management Plan
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (iii) March 2017
Glossary of National Terms
Term Definition Term Definition
Pacca House constructed with bricks and cement etc.
Katcha Road Earthen road
Semi-Pacca
Part of the house constructed with bricks and cement while some part is constructed with un-burnt bricks and mud, or temporary wooden poles etc.
Otaq Formal sitting arrangements for Guests in rural areas.
Kacha House constructed with un-burnt bricks and mud, or temporary wooden poles etc.
Tehsil/Taulka A sub- division of a district generally a district comprises of 3 to 5 Tehsils /Taulkas
Definitions of Terms
The following terms and definitions have been used in this report:
Term Definition
Affected Person/People Any person affected by Project-related changes in use of land, water, natural resources, or income losses.
Corridor of Influence (COI) The corridor of 4–Lane Motorway where the impact of project activities could extend.
Compensation Payment in cash or in kind of the replacement cost of the acquired assets.
Shops Commercial structures, like groceries, vulcanizing shops, tailoring shops, beauty parlour, market stalls, hotels, CD stalls, and similar establishments.
Indigenous People Refers to ―ethnic minorities‖, ―cultural minorities‖, ―tribes‖, ―natives‖, ―indigenous cultural minorities‖, and ―aboriginals‖ whose social or cultural beliefs and practices are distinct from the mainstream society and are, therefore, at greater risk of being disadvantaged in the development process.
Land Acquisition The process whereby a person is compelled by a government agency to acquire all or part of the land a person owns or possesses to the ownership and possession of the government agency for public purpose in return for compensation.
Participation A process that allows other stakeholders to influence and share control over development initiatives, decisions and the use of resources that affect them.
Project Manager (PM) The officer selected by the NHA, responsible for execution of the project.
Rehabilitation Compensatory measures provided on involuntary resettlement other than payment of the replacement cost of acquired assets.
Stakeholders Any and all individuals, groups, organizations, and institutions interested in and potentially affected by a project or having the ability to influence a project.
Vulnerable The marginalized or those distinct people who might face the risk of marginalization and suffer disproportionately from resettlement affects, including the women, children, destitute persons, Encroacher / Informal Settlers; those with historical or cultural usufruct rights; and landless groups. Generally, people who are below the poverty line are called vulnerable persons, people / family.
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (iv) March 2017
Executive Summary
E.1. Introduction
The Government of Pakistan through National Highways Authority (NHA) has appointed National
Engineering Services Pakistan (NESPAK) and MM Pakistan (MMP) as (joint venture) consultants for
preparation of feasibility report and detail design including Environmental Impact Assessment (EIA)
report of 4–Lane Motorway Project. This Motorway starting from N–55 near Yarak- Dera Ismail Khan
will terminate at Hakla on M–1 near Islamabad covering a total length of 285Km.
The EIA has been conducted using a standard methodology prescribed by the federal and provincial
EPAs. Various steps of the EIA cover screening, scoping, data collection, data compilation, public
consultation, impact assessment, mitigation measure and report compilation.
E.2. Project Background
The National Highways Authority (NHA) has planned to construct this 4–Lane Motorway, as a part of
China Pakistan Economic Corridor (CPEC). The Road will pass close to different towns and villages in
Dera Ismail Khan (Khyber Pakhtunkhawa Province), Mianwali and Attock districts (Punjab Province).
The main towns falling on the proposed route are Dera Ismail Khan, Yarak, Paniala, Abdul–Khel,
Essa–Khel, Rokhri, Daud–Khel, Iskandarabad, Pindi–Gheb and Fatehjang. The road will provide new
and fast connection for upper Punjab, Khyber Pakhtunkhwa (KP) and Gilgit Baltistan. Later on after
completion of remaining roads under CPEC, it will serve as main artery of communication between
Gwadar port in Pakistan to China and other Central Asian countries. The existing connection from
Dera Ismail Khan to Motorway (M–1) is through M-2 via Chashma, Mianwali, Talgang and Balkasar.
The new proposed road will be shortest route as compared to the existing road from Dera Ismail Khan
to Islamabad.
The proposed 4-Lane Motorway has been planned to be constructed with bridges, culverts and other
structures as per NHA standards. Cost of the project is estimated around Rs. 129,781 million. The
project objectives are as under:
The planned 4–lane Motorway will largely contribute to the economic and social development
of the central Punjab and south KP.
It will bring more population into the stream of benefits, which in turn will change the social
complexion of people around this road.
Apart from the usual benefits of saving in time this link will transform the entire pattern of
transportation in the surrounding areas resulting in uplift of economic condition of local
community
This link will bring about further revolution in 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.
The proposed 4–Lane Motorway between Dera Ismail Khan and Islamabad will be a new hub
of business for the central Punjab, southern KP and Afghanistan.
E.3. Proponent of the Project
NHA is the proponent of the Project and all planning and execution activities will be accomplished
through a designated Project Director. Contact details are provided in table below.
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Project proponent contact details
Project Proponent Information
Name National Highway Authority (NHA)
Address 27 Mauve Area, G–9/1, Islamabad
Telephone 051–9260565
Web page http://nha.gov.pk/
E.4. EIA Team
The study has been carried out by a team comprising experts of various concerned disciplines and
technical support staff who assisted in the field work and preparation and review of this EIA. The full
team is provided below in table below.
EIA Team
Name Designation/ Specialization Organization
Rizwan Baig Team Leader NESPAK
Pervez Anjum Environmental Engineer MM Pakistan
Azmat Beg Principal Environmentalist MM Pakistan
Omer Rasheed Sr. Environmentalist MM Pakistan
Ihsan ul Haq Farooqi Sociologist MM Pakistan
Muhammad Hanif Environmentalist MM Pakistan
Meraj Ahsan Qureshi Environmentalist MM Pakistan
E.5. Legislative Framework
Under Pakistan Environmental Protection Act 1997 (PEPA; 1997), Punjab Environmental Protection
Act 2012 (PbEPA; 2012) and Khyber Pakhtunkhwa (KP) Environmental Protection Act 2014 (KPEPA;
2014) no proponent of any project shall commence construction or operation unless he has filed with
the concerned Environmental Protection Agency, an Initial Environmental Examination (IEE) for
general cases and Environmental Impact Assessment (EIA) for sensitive cases. This Environmental
and Social Impact Assessment (EIA) report has been prepared to comply with the requirements of
federal and provincial EPAs. Mitigation measures of significant environmental impacts anticipated
during construction and operation phases are provided in the environmental management and
monitoring plan (EMMP) in the EIA.
E.5.1. Project Categorization
According to federal and provincial Environment Protection Agencies ―Review of IEE and EIA
regulations 2000‖, all federal and provincial highways or major roads with total cost of Rs.50 million
and above fall in schedule–II, projects requiring EIA. Therefore, EIA report of this project has been
prepared.
E.5.2. Project Area
Before start of the EIA studies first step is to delineate the project area required to develop baseline
and impact assessment of the project. The defined Project Area for this Motorway project is a 285km
length of road with 100m width. The EIA study area is named as Corridor of Impact (COI) and is
delineated according to two criteria right of way (ROW) and length of the road. The proposed Project
corridor have a well-defined ROW that is 100m for the road and 80m (260 ft.) for service areas. All
construction sites, spoil disposal areas and related infrastructure (including worker accommodation)
will generally remain confined within the ROW. Thus, COI for the proposed 4–Lane Motorway project
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is defined as area within ROW. All private and public structures and infrastructure within the proposed
ROW need to be relocated and have direct impact of the Project.
E.6. Description of the Project
The starting point of the 4–Lane Motorway alignment lies in KP Province (Dera Ismail Khan District)
but main part passes in Punjab Province (Mianwali and Attock Districts). It is located in mostly
flat/rolling and partly hilly terrain. The project has been divided in five packages for construction
purpose and will be executed package wise. The period of implementation for the project is 24
months May 2016 to April 2018. For facilitation of local commuters at route of new alignment, clover
leaf (Partial/Full) and Diamond Type Interchanges arrangement will be provided for traversing
between new alignment and existing road network. For toll operations, toll plaza structure fully
equipped as per NHA M–2 standards aided with weigh stations will be used. Bridge structure will be
constructed as six lane for crossing existing streams and river crossing (Soan, Indus & Koram), while
six flyover structure will be accommodated on existing roads, railways and canal crossings at different
locations.
Underpasses and cattle creeps will also be provided for passage of existing roads beneath the new
alignment where necessary. Box & pipe culverts (where required) will be provided on the
steams/water courses. Plum concrete & RCC type retaining walls will be provided as per site
requirement where necessary, while RCC breast walls will be provided mostly in hilly terrain. The
proposed Project is envisaged to be implemented in five packages as under:
Package No.
Package Location Approximate Length (Km)
Important villages & Towns falling along the alignment
01 Yarak to Rehmani Khel (District Dera Ismail Khan)
55 Yarak, Moazam, Paniala, Abdul–Khel and Rehmani–Khel
02 Rehmani Khel to Kot Balian (District Dera Ismail Khan and Mianwali)
55 Essa–Khel, Rohari, Beruli, Kundal, Kot Balian and Wanda
03 Kot Balian to Tarap (District Mianwali and Attock
55 Kuch, Pai–Khel, Daud–Khel, Mari Indus, Dher Umaid Ali Shah, Iskandarabad, Ghari Shah Mardan, Mochh, Dilewali and Tarap
04 Tarap to Pindi–Gheb (District Attock)
60 Kharapa, Maira, Kani, Sanga, Thatti, Toot, Haddowali and Pindi–Gheb
05 Pindi–Gheb to Hakla (District Rawalpindi)
60 Kot Fateh Khan,Khunda, Rawal, Nathial, Lund, Burj, Bhal Syadaan, Neka and Hakla
The design of 4–Lane Motorway is based on a set of design criteria (AASHTO) that represents the
best internationally accepted engineering practice. At the same time, the specific local site conditions
are also considered in the interpretation of these criteria. The ultimate objective of this process is to
achieve the desired performance in the constructed facility. Sum up detail of structures to be
constructed is given below:
Major Bridges (6 Lane): 03 (At Indus, Soan & Koram Rivers)
Interchanges: 11 Nos.
Bridges (Four Lane): 15 Nos.
Flyovers (Six Lane): 19 Nos.
Underpasses: 74 Nos.
Culverts: 259 Nos.
E.6.1. Future Traffic Growth Estimates
Traffic forecasts have been made for all the five packages for 25 years (2015–2040) period by using
the growth rates based on the following macro as well as regional level factors affecting traffic growth.
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Growth of registered vehicles in Pakistan, KP, Punjab Province, Mianwali, Dera Ismail Khan
and Attock.
Rate of increase in fuel consumption by the transport sector in Pakistan.
Trend in growth in GDP.
Average Annual Daily Traffic of all packages indicate that number of vehicles will increase every year
and will result in more road density. The fuel consumption due to reduced traffic speed, traffic jams
and accidents will result in the absence of the proposed road project. The design of the proposed 4–
Lane Motorway will be carried out on the basis of latest traffic counts. Therefore, it is imperative to
construct the proposed 4–Lane Motorway Project so that the future traffic and road safety problems
could be resolved.
E.6.2. Construction Materials
The materials used in construction of this 4–Lane Motorway would include coarse aggregates (crush),
fine aggregates (sand), soil, water, asphalt, reinforcement, cement etc. Almost all these raw materials
are locally available in the adjacent areas. The construction material will be procured locally from
existing quarries and no new quarry will be required by the contractor.
E.6.3. Construction Camps
Camp sites would 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 villages and other sensitive areas. Final locations would be selected by the
contractor after approval from NHA and Construction Supervision Consultants (CSC). The area
requirement for construction camps may depend upon the deployed manpower and the type and
quantity of machinery mobilized. The contractor will lease the land required to establish construction
camps from private landowners.
E.6.4. Cost of the Project
PC–1 cost of the project is amounting to Rs. 129,781 Million. Cost is worked out based on NHA CSR–
2014 considering district Dera Ismail Khan, Mianwali and Attock.
E.7. Baseline Description
Baseline data on physical, biological and socio-economic aspects of the Project Area was collected
from both primary and secondary sources, summarised as below.
E.7.1. Physical Environment
The temperature, precipitation and relative humidity data of the district Dera Ismail Khan,
Mianwali and Attock data was obtained from meteorological department.
o January is considered to be the coldest month, while June is the hottest month.
Temperature during Summer reaching to mean maximum 41oC and extreme
maximum 49oC and during Winter down to mean minimum 5oC and extreme
minimum 2oC.
o Relative humidity in the project area varies between 31.9 % during June to 69%
during August. The higher humidity during summer due to higher rates of evapo–
transpiration as the monsoon rain, irrigation and Kharif cropping pattern favours its
rise.
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o The prevalent wind velocity at the project area is 10–25 km/hr., mostly the summers
are windy, and sometime the winter winds can blow above 25 km/hr. and cause
extreme cold.
Water quality along road alignment in general is expected to be within the range of NEQS.
The Motorway will cross three rivers Kuram, Indus and Soan
Presently the main source of noise is the project area is vehicular traffic which is considered
to be sufficiently below the NEQS.
Air quality of the area is expected to be within NEQS as there is no big city and big industrial
estate along the route of the road.
As regards Seismic Risk the Motorway alignment falls in the 2B region except Dera Ismail
Khan which lies in 2A region, which is low to medium seismic area.
E.7.2. Biological
The natural vegetation along the proposed 4–Lane Motorway is mostly composed of shrubs,
planted trees but jungle at few places. The most common plants are Keekar, Masquit,
Tamarix, Phulai, Ber, Sanatha, Kangan, Kaho or wild olive, Dhaman, Khabari or Wild Fig tree,
Toot or Mulberry, Bohar and Jand.
No wetland, national park, wildlife sanctuary game reserve or protected area exist along the
road alignment.
Major natural habitats of the fish species near to the project area are the Indus River, Jinnah
Barrage and Chashma Barrage, where main species found are Rahu, Mori, Silver and Grass.
Manmade fishery farms are common in districts Dera Ismail Khan and Mianwali.
The reptiles of the project area include lizards, snakes and Geckos. Many species of snakes
and lizards are now endangered due to increased population, by the predator prey relation
and increased use in medical and education field.
Avifauna (Bird Species) in the project area is mainly found along the Indus River and hilly
areas of Salt Range.
E.7.3. Socio-Economic
In the project area main ethnic communities are Jat, Pathan, Malik, Syed, Awan and Niazi.
The people in the project area have two options available for conflict resolution. First is the
government judiciary system and second is tribal Jirga (Council of Tribal elders) system.
Tribal Jirga system is common in Dera Ismail Khan, whereas government judiciary system is
common in Mianwali and Attock districts.
Main occupation of the project area is agriculture. Tenure system includes non–cultivating
owners, cultivating owners, tenants and agricultural labourers.
Farming is widely practiced in the project area, farmers face challenges because mainly the
area is rain fed.
Average household monthly income ranges between Rs.5000 to 7000, which implies that
majority of people in the project area are living below poverty line.
Livestock rearing is common in the project area and is an important source of income for the
rural population. According to survey on average every household keeps livestock in small
herd of 2 to 5.
All villages in the Project Area have electricity facility.
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Health facilities are inadequate in the project area. Although dispensaries and hospitals
prevail but there is shortage of staff, medicine and equipment‘s.
The women consultation group indicates that about half of the consulted women are
housewives and remain engaged on a full time basis in household chores including food
preparation, cleaning / housekeeping, caring and rearing of children and taking care of old
and sick members of the family.
Forty percent (40%) of the women possessed skills including embroidery and stitching, which
are minor household income generating activities. These numbers are likely indicative of the
roles women play in the project area. Women are also engaged in the informal rural economy
through the rearing of animals.
Of the total women involved in the focus groups, 51.2% were involved in decision making
process regarding important issues of sale and purchase of property, for schooling and
marriages of their children.
E.8. Stakeholders Consultations
Project stakeholders to be consulted were identified and categorized as primary or secondary
stakeholders. Primary stakeholders are individuals or groups of people who will be directly impacted
by the Project‘s activities. Secondary stakeholders are individuals, groups of people and institutions
which are indirectly affected but have a prominent role in the successful implementation of the Project.
Primary stakeholders were consulted during informal and formal meetings which were held in the
Project area. Secondary stakeholder consultations were more formal as it involved government
representatives and local organizations and NGO‘s
Primary stakeholders were first briefed about the project objectives, proposed route alignment, main
design parameters and major interventions associated with the project construction. Afterward, people
were asked to express their views regarding the proposed project. Women were also consulted and
their main concerns were generally related to the existing hardships they are facing. The consultant
environmental and social team visited various organizations and offices located in Dera Ismail Khan,
Mianwali and Attock districts for information disclosure and to get feedback.
In general all stakeholders appreciated the project and offered comments & suggestions to enhance
the expected environmental and social benefits which have been addressed in the EIA.
E.9. Impact Assessment and Mitigation Measures
Like all development project the 4–Lane Motorway Project is expected to deliver both positive and
negative impacts. Summary of impacts identified during construction and operational phase of 4–Lane
Motorway are summarised in below. Mitigation measures have been provided in EMMP to offset or
reduce to negative impact.
The EIA identifies both positive and adverse impacts likely to arise during construction and
operational phases of the project. The adverse impacts identified include impacts, which can be
ameliorated or mitigated to well within normally acceptable levels through practicable control and
management measures. The adverse impacts are likely to occur mainly during construction phase.
Many of these will be temporary in nature and are expected to vanish with the completion of the
construction phase of the project. Mitigation measures for all these impacts have been proposed in
the EMP. These are considered to be limited given the size of the project and it is considered that the
impacts can be ameliorated or mitigated within normally acceptable levels through practicable control
proposed EMMP.
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E.9.1. General
Human and economic displacement is not foreseen on substantial scale as route identified
has been planned to pass at the reasonable distance from the villages, towns and other
populated areas, therefore.
Limited land acquisition and displacement will take place from the people living in the ROW
(100m) of 285 km long Motorway, for which Resettlement Action Plan (RAP) will be prepared
by NHA.
There will be no short term or long term adverse impact on surface and ground water quality.
E.9.2. Positive Impacts
Enhanced economic growth is anticipated due to improved road connectivity, economic and
social value addition in the area of influence. The project is anticipated to open the hidden
areas of Dera Ismail Khan, Mianwali and Attock districts.
The planned 4–Lane Motorway being part of CPEC will largely contribute to the economic and
social development of the China, Pakistan, Afghanistan and central Asian countries.
It will bring more population of remote areas of Dera Ismail Khan, Mianwali and Attock
districts in to the stream of benefits, which in turn will change the social complexion of people
around this road by creation of jobs and employment opportunities.
Apart from the usual benefits of saving in time this link will transform the entire pattern of
transportation in the surrounding areas resulting in uplift of economic condition of local
community.
This link will bring revolution in road transport and time saving journey for passengers. There
will be enhanced productivity, reduced travel times and less stress to road users.
It will also contribute to ensure smooth and efficient movement of trade, goods and traffic in
relatively shorter time. Less transport costs for transport companies because of reduced
distance and good quality road.
Unemployment, poverty, lacks of educational and health facilities are among the major social
constraints of the settlements and villages located near to project COI. The construction work
could offer employment opportunities to thousands of local semi–skilled and unskilled
workers. The construction work could offer employment opportunities to hundreds of local
semi-skilled and unskilled workers as labourers, drivers, electricians, plumbers, or guards,
etc.
E.9.3. Adverse Impacts
Typical construction related impacts such as dust from vehicles should not be a major
problem in most areas, except from off-road access routes passing close to settlements.
During construction there could be a tendency to dispose sewage from the offices, labour
camps and other such places in open areas and ditches causing nuisance to adjoining areas.
During operational phase, unscientific disposal of used water generated from offices and
service areas will pose threat to ground water. This will have to be strictly avoided by
including a proper disposal scheme (treatment plant) in the design.
Deterioration in air quality (air and noise) is envisaged due to the movement of large numbers
of vehicles, operation of construction machinery in the project COI especially during
construction phase.
Some manageable traffic hazards are anticipated during construction activities.
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Flora and fauna habitat in project COI is expected to be affected significantly due to project
interventions. It is estimated that clearance of COI will require removal or cutting of 11050
trees with girth exceeding from 150mm.
Disturbance to the human and traffic movement in the vicinity of the project area especially on
the connecting roads and intersections is foreseen. The impact will be mitigated through
adoption of designed Traffic Management Plan (TMP) for each intersection.
Division of village land in different segments, resulting in inconvenience to the people for
approaching the resources. It will be mitigated by providing bridges and culverts at all
required places.
Blockage of natural drainage channels. The impact will be mitigated by providing proper
drainage arrangements at all required places.
Deterioration of air quality in the surrounding of the project site because of induced vehicles
and construction machinery exhaust release/emission. Appropriate mitigation measures have
been proposed in EMMP.
Increased particulate matters concentration in the air because of project operations like traffic
movement, excavation, filling and compaction activities for which suitable mitigation measures
have been proposed in EMMP.
Enhanced noise pollution expected to be generated from construction machinery and
equipment. The impact will be mitigated by implementing the measures proposed in EMMP.
Cutting of 11050 trees (although road alignment has not dense vegetation), log of all trees cut
will be maintained and five trees against one tree cut will be planted as compensatory
plantation. Besides compensatory plantation afforestation on both sides of the road are also
proposed to enhance the authentic of the area and to enhance positive impacts of the project.
E.10. Environmental Management and Monitoring Plan (EMMP)
An EMMP has been developed (Chapter 0) to provide implementation mechanism for the proposed
mitigation measures. The EMMP also provides the organizational structure and defines roles and
responsibilities of various entities of the project. The EMMP covers mitigation plan, which precisely
defines the mitigation actions, executing and monitoring persons for the implementation. The
monitoring component for construction and operational phases have been prepared to ensure that the
recommendations made in the EIA to mitigate negative impacts are implemented at the time of
implementation of the project. In the proposed EMMP responsibilities for compliance and monitoring
have been fixed for proponent, project implementation consultants and contractors. EMMP will be
made part of the contract document to ensure its compliance.
E.11. Conclusions
EIA studies of the environmental and social setting of the proposed project, and implications
of the proposed interventions, does not indicate any significant negative impact of such nature
or magnitude that would suggest the project to be not feasible.
It is clear as a matter of fact that the project itself do not have any major negative impact on
the physical, biological and socio–economic conditions of the project area. The ones that are
found to be negative are also site–specific and can be easily managed/ controlled with the
strict implementation of the Environmental Management and Monitoring Plan (EMMP).
The proposed EMMP consists of a combination of operational policies, procedures, practices,
actions to address identified impacts and risks. It will favour the avoidance and prevention of
impacts over minimisation, mitigation, or compensation, wherever technically and financially
feasible. Where risks and impacts cannot be avoided or prevented, mitigation measures and
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actions are identified so that the project operates in compliance with applicable national and
provincial laws and regulations.
E.12. Recommendations
Inclusion of proposed EMMP in the bidding document as well as the Contract Agreement to
ensure its effective implementation by the Contractor.
NHA being proponent of the project should manage the following sufficiently before start of
execution of the project independently or through CSC:
o Establishment of an effective ESMU to ensure delivery of its environmental & social
responsibilities and obligations on the project.
o Grievance Redressal Mechanism to redress the grievances of local staff and
communities.
o Compensatory Re-plantation Scheme to replace five trees against one tree cut.
o Arrangements for Landscaping and Greenification on both sides of 285 km long road
through hiring the services of Landscape Consultant.
o Development of Safety, Health and Environment Guidelines for implementation of the
contractor.
o Preparation of Site Specific mitigation plans through contractor for approval from the
CSC.
The overall findings of the EIA studies show that the 4–Lane Motorway Project is environmentally and
socially viable project subject to the implementation of EMMP in letter and spirit.
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1 Introduction
1.1 Overview
Under Punjab Environmental Protection Act 2012 (PbEPA; 2012), no proponent of any project shall
commence construction or operation unless he has filed with the concerned Environmental Protection
Agency, an Initial Environmental Examination (IEE) for general cases and Environmental Impact
Assessment (EIA) for sensitive cases. This Environmental Impact Assessment (EIA) report has been
prepared to comply with the requirements of Punjab Environmental Protection Agency (Pb–EPA).
The National Highway Authority (NHA) has appointed National Engineering Services Pakistan
(NESPAK) and MM Pakistan (MMP) as joint venture consultants for preparation of feasibility report
and detail design (Annexure – XI) including EIA report (ToR provided in Annexure – X) of proposed
4–Lane Motorway Project from N–55 (Yarak – Dera Ismail Khan) to M–1 (Hakla). The proposed 4–
Lane Motorway is a part of China Pakistan Economic Corridor (CPEC). The Road will pass close to
different towns in the Dera Ismail Khan, Mianwali and Attock districts. The main towns falling on the
proposed route are Fatehjang, Pindi Gheb, Daudkhel, Iskandarabad, Rokhri/Mianwali, Kundal, Abdul
Khel, Punialla, Yarak and Dera Ismail Khan. Dera Ismail Khan being located at the junction of N–50,
N–55 and this 4–Lane Motorway is expected to become a new hub of business. The route of the 4–
Lane Motorway is provided in Figure 1.1. The road will provide new and fast connection for the China,
central Punjab, Khyber Pakhtunkhwa (KP), Gilgit Baltistan, Afghanistan and Central Asian countries.
The existing connection from Dera Ismail Khan to Motorway (M–1 and M–2) is via Chashma,
Mianwali, Talgang and Balkasar near Chakwal. The new proposed road will be parallel and shortest
route as compared to the existing road from Dera Ismail Khan to Motorways.
The EIA report describes the prevailing environmental and social conditions of the 4–Lane Motorway
starting from Yarak near Dera Ismail Khan on Indus highway (N–55) and terminating at Hakla
interchange on M–1 near Taxila. Significant environmental impacts anticipated during construction
and operation phases, their mitigation measures and environmental management plan including a
monitoring plan are provided in the report.
1.2 China Pakistan Economic Corridor (CPEC)
CPEC is the plan conceived by Chinese and Pakistani leadership. The interventions proposed are
construction of highways, railways and pipelines for transportation of oil, gas and to continue many
other trades. Kashgar in China will be the starting point of the Economic Corridor its destination will be
Gwadar in Pakistan. The route of this highway will pass through all provinces of Pakistan, including
AJK and Gilgit Baltistan. The total length of the highways is being estimated up to 3,000km and cost
of US$45 billion is the initial estimated cost of this mega–project. This project is expected to be
completed up to 2030.
Along with CPEC, Pakistan will become an economic hub in South and Central Asia, an axis of
regional trade. The Gwadar Port, while gaining importance as Pakistan‘s economic center, will be one
of the most important ports in the Arabian Sea. The corridor not only funds and supports the
construction and connectivity of transportation infrastructures, but more importantly aims to promote
bilateral cooperation in multiple areas of major projects, as well as information and communication
technology, and to set up industrial parks.
Under CPEC, China will invest US$34 billion in thermal, solar and wind power generation facilities and
projects to address Pakistan‘s energy and infrastructure problems; as a result it will empower the
country‘s economic growth with visible and real economic benefits.
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However, Pakistan will be able to enhance its strategic importance as a bridge and linkage between
the European, Asian and African continents with the implementation of CPEC that links South Asia,
Central Asia, North Africa and Gulf states with economic and energy cooperation ties.
Figure 1.1: Proposed alignment of 4–Lane Motorway
1.3 Background of the 4–Lane Motorway Project
The proposed road has been planned to be constructed as 4–Lane Motorway along with bridges,
culverts and other structures as per NHA standards as a part of CPEC. Cost of the project is
estimated around Rs. 110.51 Million. The project objectives are as under:
The planned 4–Lane Motorway will largely contribute to the economic and social development
of the central Punjab and south KP.
It will bring more population into the stream of benefits, which in turn will change the social
complexion of people around this road.
Apart from the usual benefits of saving in time this link will transform the entire pattern of
transportation in the surrounding areas resulting in uplift of economic condition of local
community
This link will bring about further revolution in 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.
The proposed 4–Lane Motorway between Dera Ismail Khan and Islamabad will be a new hub
of business for the central Punjab, southern KP and Afghanistan.
1.4 Proponent of the Project
NHA is the proponent of the Project and all planning and execution activities will be accomplished
through a designated Project Director. Contact details are provided in Table 1.1.
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Table 1.1: Project proponent contact details
Project Proponent Information
Name National Highway Authority (NHA)
Address 27 Mauve Area, G–9/1, Islamabad
Telephone 051–9260565
Web page http://nha.gov.pk/
1.5 Proposed Packages
The route has been divided into 05 packages for design and construction purposes as under:
Package # Section Approximate Length (Km)
01 Hakla to Langrial 60
02 Langrial to Soan River 60
03 Soan River to Rokhri 55
04 Rokhri to Abdul Khel 55
05 Abdul Khel to Yarak 55
Total 285
1.6 Purpose of this Document
The overall objectives of an EIA in accordance with the PbEPA; 2012 and Pakistan Environmental
Protection Federal Agency Review of Initial Environmental Examination and Environmental Impact
Assessment Regulation 2000 include the following:
Help ensure the environmental and social sound0ness and sustainability of project;
Support integration of environmental and social aspects of project into the decision making
process;
Promote environmentally sustainable development by supporting the protection, conservation,
maintenance and rehabilitation of natural habitats and their functions;
Design and implement project in a way that foster full respect for the dignity of indigenous
people, human rights and cultural uniqueness so that they:
receive culturally compatible social and economic benefits; and
do not suffer adverse effects during the development process;
Assist in preserving physical cultural resources and avoiding their destruction or damage;
Assure quality, health and safety in the design and construction of new dams and the
rehabilitation of existing dams, and in carrying out activities that may be affected by an
existing dam; and
Enable vulnerable and disadvantaged stakeholder groups to participate in an informed
manner.
1.7 Project Categorization
As per federal and provincial Environment Protection Agencies ―Review of IEE and EIA regulations
2000‖, developments projects have been categorized into two Schedules i.e. Schedule–I and
Schedule–II. An initial environmental examination (IEE) is required for the projects included in
Schedule–I, while an environmental impact assessment (EIA) is required for the projects listed in
Schedule–II. An IEE is required for the project expected to have fewer potential adverse impacts,
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whereas an EIA is required for those projects which have the potential for significant adverse
environmental/social impacts.
According to these regulations all federal and provincial highways or major roads with total cost of
Rs.50 million and above fall in schedule–II projects requiring EIA. Therefore, this project requires
complete EIA.
1.8 Scope of EIA
The scope of the EIA Report includes collection and processing of all necessary secondary as well as
primary data pertaining to the area from where the ―4–Lane Motorway‖ will pass. The data is required
for preparation of the EIA as per PEPA 1997. The baseline information documented in this report
reflects the prevailing physical, biological, socio–cultural and economic conditions of the Project.
The main activities carried out for the preparation of the EIA report are as follows:
Collection of baseline information on physical, biological and socio–economic conditions
prevailing in the Project area;
Conduct impact assessments;
Propose mitigation and enhancement measures; and
Develop an Environmental Management and Monitoring Plan (EMMP)
In accordance with national and international requirements for social appraisal, the setting of the
scope of works for the EIA includes consideration of the following:
Labour, health, safety, and security risk and impacts;
Primary project related facilities along with associated facilities that are not directly part of the
project but whose viability and existence would depend on the project.
Risks and impacts that may arise for each key stage of the project cycle, including pre–
construction, construction, operations
Role and capacity of the relevant parties including government, contractors and suppliers to
the extent that they may pose a risk to the project commensurate with reasonable control and
influence that NHA may have; and
Potential third party impacts including supply chain considerations.
The EIA will identify negative and positive, direct and indirect, and cumulative impacts of the project
related to the bio–physical and the socio–economic environment.
1.9 Project EIA Study Area
The EIA study area is named as Corridor of Impact (COI) and is delineated according to two criteria
right of way (ROW) and length of the road. The proposed Project corridor have a well-defined ROW
that is 100m for the road and 100m for service areas. All construction sites, spoil disposal areas and
related infrastructure (including worker accommodation) will generally remain confined within the
ROW. Thus, COI for the proposed 4–Lane Motorway project is defined as area within ROW. All
private and public structures and infrastructure within the proposed ROW need to be relocated and
have direct impact of the Project.
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1.10 Approach & Methodology
1.10.1 Approach
A multi–disciplinary team of experienced and qualified environmental and social scientists was
assembled to carry out the required resource assessment, generation and analysis of baseline data,
determination of potential impacts and recommendation of mitigation measures. An iterative approach
among the environmental team members and other project professionals was adopted, and was
facilitated by fortnightly or weekly team meetings as required. The EIA team worked very closely with
design team and other professionals.
The team utilized the task oriented approach to data gathering, analysis, and presentation whereby
team members conducted the reconnaissance investigations together to determine the critical
elements for analysis and the issues to be highlighted for the design and planning process. Team
meetings were held to discuss the progress of investigations and analyses and facilitate integration of
data toward an understanding of the systems at work in both the natural and built environment.
Baseline data for the COI was generated using a combination of field studies; analysis of maps,
plans, aerial photos; review of reports and background documents; structured interviews and
stakeholder meetings; public consultations; and laboratory analyses.
Data were collected and analyzed for the physical, biological and socio–economic aspects of the
environment including topography, drainage, hydrogeology, climate and rainfall, water quality and
quantity, air quality, noise, flora, fauna, habitats, endangered species, community structure,
employment, demographics, traffic projections and public sentiment. Standard scientific
methodologies were applied and are supported by references and documentation. Table 1.2
summarizes the typical environmental and social aspects associated with highways projects.
Table 1.2: Key Environmental and Social Aspects Studied during the Project EIA
Environmental Social
Climate Employment Generation
Surface Water Quality and Hydrology Land Acquisition and Property Ownership, including resettlement and livelihood restoration
Noise and Vibration Public Health, Community Safety and Security, including HIV/AIDS
Traffic and Transportation Archaeological and Cultural Heritage
Air Quality and Dust Community Relations and Conflict Management
Biological (Flora and Fauna)
Ecology, Wetlands and Biodiversity
Fisheries
1.10.2 Methodology
Baseline information has been collected from both primary and secondary sources. Primary data on
physical environment flora/fauna, fisheries, air quality, noise and volume were collected through field
visits. The primary data on socio–economic was gathered through key stakeholder meetings, focus
groups and public consultation meetings. Standard methodologies as detailed below have been
adopted for the collection of baseline information.
Secondary data includes reviews of previous environmental and social reports, articles and published
papers, from NHA, civil society organisations, non–governmental organisations, local media and
business groups. It also includes information gathered from different departments i.e. Meteorology
Department, Fisheries Department, Wildlife Department and Local Government Departments.
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1.10.2.1 Physical Environment
A survey was conducted to collect information on the physical environmental aspects including
baseline geological and hydrological components of the proposed 4–Lane Motorway, which was
supported by field investigations and ground trothing.
Reconnaissance Survey
Reconnaissance survey of the project area was conducted and information was gather from field
reconnaissance, aerial photographs, previous site and intrusive site reports done and current public
domain reports held within various governmental and non–governmental organizations. Rapid
Environmental Assessment Checklist (Annexure I) was filled to know the overall initial picture of the
project route.
Climate and Rainfall
Climate data including rainfall was collected from the National Meteorological Department and other
secondary sources.
Natural Hazard Risk
Assessment of natural hazard risk was accomplished through a review of relevant literature pertaining
to history of heavy rainfall. Information on historical events was obtained from residents in the
surrounding communities during consultation process.
Air Quality
Air Quality of any area includes ambient air quality and noise level. Particulate matter (PM) refers to
discrete particles in ambient air that exist either as solid particles, or as liquid droplets. The sources of
PM are: natural, e.g. pollen; a combination of natural and man–made in variable proportions, e.g.
roadside dust, and smoke from vegetation and wood burning; and wholly man–made, either: naturally,
e.g. household dust from skin shedding; or activity–related, e.g. smoking, cooking and barbecuing,
vehicle use, industrial activities, etc. Data on air quality were obtained from secondary sources.
Water Quality
The major objectives of the baseline water quality assessment were to establish baseline water
quality conditions of the surface water systems. Indus River is the only major water body which will
transverse by the 4–Lane Motorway. Water quality tests quantified the concentration and distribution
of the following chemical and Biological parameters:
pH
Salinity
Dissolved Oxygen
Turbidity Total Suspended Solids
Nitrate
Phosphate
Biochemical Oxygen Demand (BOD)
Oil and Grease
Total and Faecal Coliform
The water quality of the Indus River was obtained from the secondary sources.
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Noise
The whole route of the 4–Lane Motorway falls in the rural areas and noise level is expected to be
below the NEQS. The Noise level of the project area was obtained from the secondary sources.
1.10.2.2 Biological Environment
The vegetation and habitat types were classified with information gathered during the field visits and
other secondary sources.
Flora
The information was gathered from forests departments located in Dera Ismail Khan, Mianwali and
Attock. Information have been added to the total species list. However given the lack of homogeneity
and the linear layout of the road significant variation is expected.
Fauna
Information regarding fauna of the project area were gatherers from wildlife departments located in
the Dera Ismail Khan, Mianwali and Attock.
1.10.2.3 Socio–Economic Environment
Information on land–use, employment and livelihoods, economic enterprise, demography,
social/community structures, and traffic and transportation were collected from secondary sources
and field investigations.
Social Assessment
The main themes addressed in the report are:
Land uses and livelihoods
Developments underway
Community facilities
Social infrastructure
Heritage
Intersections and social right of ways
Community attitude
Keeping in view the nature and scope of the study, a symbolic interactions perspective has been
adopted to translate the subjective views of the inhabitants of the project area into objective indicators
to design the social assessment study. This included both men and women at a common village
places in the form of ―focus group discussion‖ (FGD). The scientific methodology adopted by the
researchers was most likely to generate the collection of valid and reliable findings to make the project
socially acceptable, gender positive and pro–poverty reduction.
Key informants (both male and female) within the selected villages were interviewed to generalize the
study findings at the Project level and reflect the ―felt needs‖ and genuine demands at the community
level rather than reflecting a wish list of fewer selected influential village inhabitants.
Two questionnaires (Annexure II) were developed, one for men and the other for women, containing a
set of questions designed to provide an interview guide for those participating in the FGDs. These
questionnaires enable the collation of relevant data and information on the subjects. Data collected
from the field was edited by the same field researchers to ensure consistency and prevent any
discrepancy with the data. It was then computed and tabulated for inclusion in the report.
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Consultation Process
A series of comprehensive consultations with the project stakeholders were carried out at various
locations during the EIA process. The consultation and scoping sessions were designed specifically
to provide project information to the public. These sessions had an informal character to encourage a
friendly atmosphere in which participants were comfortable in asking questions, expressing opinion
and raising and seeking clarification on their concerns with the Project. A participatory and
consultative approach was employed for information gathering and data collection. As well as the
FGDs already mentioned, one–to–one meetings were held with the institutional stakeholders. These
discussions were held with project beneficiaries and other local communities.
This process of public consultation was conceived to interact meaningfully with local communities and
other stakeholders. The consultations also facilitated a better understanding of local knowledge with
respect to the various sorts of issues and concerns and integration of these into the project design.
1.11 Organization of the Report
The EIA report is divided into eight chapters as follows:
Executive Summary
Chapter 1 Introduction
Chapter 2 Project Description
Chapter 3 Legal and Institutional Framework
Chapter 4 Baseline Description
Chapter 5 Stakeholders Consultations
Chapter 6 Impact Assessment and Mitigation Measures
Chapter 7 Environmental Management and Monitoring Plan
Chapter 8 Conclusion and Recommendation
Error! Reference source not found.
Appendices
1.12 EIA Team
The study has been carried out by a team comprising experts of various concerned disciplines and
technical support staff who assisted in the field work and preparation and review of this EIA. The full
team is provided below in Table 1.3.
Table 1.3: EIA Team
Name Designation/ Specialization Organization
Rizwan Baig Team Leader NESPAK
Pervez Anjum Environmental Engineer MM Pakistan
Azmat Beg Principal Environmentalist MM Pakistan
Omer Rasheed Sr. Environmentalist MM Pakistan
Ihsan ul Haq Farooqi Sociologist MM Pakistan
Muhammad Hanif Environmentalist MM Pakistan
Meraj Ahsan Qureshi Environmentalist MM Pakistan
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2 Project Description
2.1 Overview
The proposed 4–Lane Motorway will start from Yarak on Indus highway (N–55) near Dera Ismail Khan
and ends at Hakla on M–1 near Islamabad. The total length of the 4–Lane Motorway is estimated as
285km traversing Dera Ismail Khan, Mianwali and Attock districts. The 4–Lane Motorway is a part of
the Western corridor of the CPEC and is expected to boost the business activities in northern Punjab,
southern KP, Baluchistan and Afghanistan, Central Asia and China. The existing connection from
Dera Ismail Khan to Rawalpindi/Islamabad is via Chashma, Mianwali, Talagang, Balkasar/ M–2. This
road segment between Dera Ismail Khan and Chashma sooner or later may be closed as the Atomic
Energy Commission has their sensitive establishments in this vicinity. The new route will be a shortest
and fastest facility as compared to the existing available road network from Dera Ismail Khan to
Rawalpindi/Islamabad, AJK, Northern area and Peshawar.
2.2 Objectives of the Proposed Project
Besides numerous unquantifiable benefits such as improved environment, better communication,
enhanced economic activities and less driving stress etc., the implementation of the Project is
envisaged to have the following objectives:
The planned 4–Lane Motorway will largely contribute to the economic and social development
of the northern Punjab and southern KP.
It will bring more population in to the main stream of benefits, which in turn will change the
social complexion of people around this road.
Apart from the usual benefits of saving in time this link will transform the entire pattern of
transportation in the surrounding areas resulting in uplift of economic condition of local
community.
This link will bring further revolution in 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.
The Proposed 4–Lane Motorway between Dera Ismail Khan and Islamabad will be a new hub
of business for the northern Punjab, Southern KP and Afghanistan and china.
2.3 Proposed Alignment of the 4–Lane Motorway
The proposed alignment of the 4–Lane Motorway will start from Yarak on Indus highway in Dera
Ismail Khan and will cross through distinctive towns in the Dera Ismail Khan District, cross Indus River
between Kalabagh & Mianwali, connecting Pindi–Gheb, Fatehjang lastly ends at Hakla on M–1. This
road further may connect with Zhob, Tank through dualization & improvement of N–50 to facilitate
Quetta and Gwadar traffic. Proposed alignment of 4–Lane Motorway is shown in Error! Reference
ource not found..
2.4 Project Administrative Jurisdiction
The starting point of the 4–Lane Motorway alignment lies in KP Province (Dera Ismail Khan District)
but main part passes in Punjab Province (Mianwali and Attock Districts). It is located in mostly
flat/rolling and partly hilly terrain.
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Figure 2.1: Proposed Alignment of the 4–Lane Motorway.
Proposed Alignment of the 4–Lane Motorway
Motorway Alignment
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2.5 Project Implementation Schedule
The project has been divided in five packages for construction purpose and will be executed package
wise. The period of implementation for the project is 24 months and it will commence from May 2016
and will end at April 2018. A tentative works schedule and programme is presented in Table 2.1. This
schedule is subject to change depending on the procurement process and following award of the
contract.
Table 2.1: Phasing of physical implementation for proposed 4–Lane Motorway
Sr. # Items of Work 2015–16 2016–17 2017–18
1 Earthwork
2 Subbase & Base
3 Surface Course Pavement
4 Structures (Culverts, Retaining Walls, Beast Walls)
5 Structures Bridges
6 Soil Investigation for Bridges
7 Drainage/ Protection Works
8 Ancillary Works
9 Land Compensation and Relocation of Utilities
2.6 Components of the Project, Land-Use and Vegetation Features along each
Package Site
For facilitation of local commuters at route of new alignment, clover leaf (Partial/Full) and Diamond
Type Interchanges arrangement will be provided for traversing between new alignment and existing
road network. For toll operations, toll plaza structure fully equipped as per NHA M–2 standards aided
with weigh stations will be used. Bridge structure will be constructed as six lane for crossing existing
streams and river crossing (Soan, Indus & Koram), while six flyover structure will be accommodated
on existing roads, railways and canal crossings at different locations.
Underpasses and cattle creeps will also be provided for passage of existing roads beneath the new
alignment where necessary. Box & pipe culverts (where required) will be provided on the
steams/water courses. Plum concrete & RCC type retaining walls will be provided as per site
requirement where necessary, while RCC breast walls will be provided mostly in hilly terrain. The
proposed Project (285 km) is envisaged to be implemented in five packages. The land-use features
along each package are presented in Table 2.2. Sum up detail of structures to be constructed is as
under:
Major Bridges (6 Lane): 03 (At Indus, Soan & Koram Rivers)
Interchanges: 11 Nos.
Bridges (Four Lane): 15 Nos.
Flyovers (Six Lane): 19 Nos.
Underpasses: 74 Nos.
Culverts: 259 Nos.
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2.6.1 Road Access to Project Site
The proposed 4–Lane Motorway can be accessed through various local roads that crosses the project
sites. The name of the roads that will provide direct access to project sites are mentioned below.
Dara–e–Tang Kundal Chashma road
Mianwali Kalabagh road
Jand – Tarap – Talagang road
Jand – Injra – Talagang road
Maira Sharif road
Rawal road
Dhok Durian road
Kot Fateh Khan road
Gulyal road
Jand Pindigheb road
Pindigheb Attock road
Kohat road (N80)
Fatahjang Attock road
Map showing the road access to various project locations is presented in Figure 2.2.
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Table 2.2: Land Use and Vegetation Features of all Packages Sites
Package No.
Package Location Approximate Length (Km)
Important villages & Towns falling along the alignment
Land use features of the site
01 Yarak to Rehmani Khel (District Dera Ismail Khan)
55 Yarak, Moazam, Paniala, Abdul–Khel and Rehmani–Khel
Basically its sandy area with inadequate and insufficient supply of water for agriculture. Although it is rain fed area but irrigation from hill torrents through Rod Kohi system is common. The Rod Kohi system is not fulfilling the need of the farmers as available water is insufficient. In this irrigation system water is allowed to flow to the next field only when the first field is filled. The soil is loamy and somewhere hard. Main crops of the area are wheat, barley, jawar and grams.
02 Rehmani Khel to Kot Balian (District Dera Ismail Khan and Mianwali)
60 Essa–Khel, Rohari, Beruli, Kundal, Kot Balian and Wanda
The area is the combination of irrigated and rain fed planes. In general, the soil of the area take their character from the underlying rocks and are in consequence either limestone or sandstone detritus. Lands of the area near to Indus River are sandy, loamy and fertile. There is no protected area within or in the immediate vicinity of the Project area except Sheikh Badin national park located near Paniala. The permanent streams in the area are Gumal, Gejastan, Gudh and Paniala. The major crops of the area are wheat, grams, taramera, and mustard. The important species of wildlife are found at Chashma Barrage, which is declared Wildlife Sanctuary by government of the Punjab.
03 Kot Balian to Tarap (District Mianwali and Attock
55 Kuch, Pai–Khel, Daud–Khel, Mari Indus, Dher Umaid Ali Shah, Iskandarabad, Ghari Shah Mardan, Mochh, Dilewali and Tarap
This area can be divided into two parts, a hilly terrain (Salt range) and firm clay plain falling in front of Salt Rang. In hilly part cultivation is possible only on slopes and plain area is producing every crop like wheat, cotton and sugarcane etc. Water logged area also found near Daudkhel. Namal Game reserve at a distance of approximately 15–20 KM from the proposed road alignment is an important site for wildlife but 4–Lane Motorway project is expected to have no impact on it. The Salt range is adequately rich in minerals like Sodium Chloride, Gypsum and coal. The important places located near and along to proposed alignment are Jinnah barrage, Kalabagh city, Namal lake, Daudkhel and Iskandarabad. Fertilizer and cement factories are operating in Iskandarabad & Daudkhel. Kalabagh wildlife game reserve is a largest private game reserve located near to road alignment.
04 Tarap to Pindi–Gheb (District Attock)
50 Kharapa, Maira, Kani, Sanga, Thatti, Toot, Haddowali and Pindi–Gheb
The area is high upland plateau dissected by numerous streams and hills and bounded on the west by the Indus. Agriculture is dependent largely on rainfall, which is greatest in the northwest and declines to arid conditions in the southwest. The main crops grown are wheat, barley in the Rabi (Winter) whereas onions, melons, and tobacco in the Kharif (Summer) season.
05 Pindi–Gheb to Hakla (District Rawalpindi)
60 Kot Fateh Khan, Khunda, Rawal, Nathial, Lund, Burj, Bhal Syadaan, Neka and Hakla,
The area south of the Kala Chitta Range is also part of upland plateau. It is hot in summer while in winter a chilly north wind prevails. The road from Basal to the Kalla Chitta running through reserved forest, passing through winding valleys and hills, is a fascinating medley of jungles. Rain fed agriculture is the characteristic of the area. Main crops grown are Jawar, bajra and nuts in Kharif (Summer), wheat, barley and grams in Rabi (Winter) season. The settlements are scattered and sparsely populated.
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Figure 2.2: Roads Access to Various Location of Proposed 4–Lane Motorway.
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2.7 Geometric Design of the Proposed Road Project
The design of 4–Lane Motorway is based on a set of design criteria (AASHTO) that represents the
best internationally accepted engineering practice. At the same time, the specific local site conditions
are also considered in the interpretation of these criteria. The ultimate objective of this process is to
achieve the desired performance in the constructed facility.
2.7.1 Design Criteria
Design Speed:
Flat : 120 km/hr.
Rolling/ Mild/Hilly Terrain : 100 Km/hr.
Mountainous Terrain : 60 km/hr.
Road Width:
No. of Travel Lanes : 4 Lanes
Lane Width : 3.65 m each
Travel Lane Width : 14.6 meters
Inner Shoulder : 1.0 meters
Outer Shoulder : 3.0 meters
Cross Slope:
Pavement : 2.0%
Shoulder : 4.0%
Embankment:
Side Slope : 2:1 (Common) and 1.5:1(Rock)
Right of Way : 100 m (Flat/Rolling) and 80 m (Hilly)
Maximum Super Elevation : 6%
Horizontal Curves Parameters
Flat : 760 meters
Rolling : 450 meters
(Radius) Mountainous Area : 85 meters
Vertical Curves Parameters
Min. K (at Crest)
Flat /Rolling Area : 95 meters
Hilly Area : 52 meters
Min. K (at Sag)
Flat /Rolling Area : 63 meters
Hilly Area : 45 meters
Gradient:
Ruling : 2~3%
Maximum : 6%
Minimum : 0.30%
Design Life of Structures:
Design Return Period
Culverts : 25 Years
Bridges /Flyovers : 50 Years
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Structures (Culverts) Loading : Class A / AA (Whichever is severer)
Structures (Bridges) Loading : Class AA /70 Ton Tank as per West
Pakistan Code of Pakistan for Highway Bridges
1967, or Class A (Whichever is severer)
Structures (Bridges) Cross Section (4 Lane)
Total Width : 24.2 meters
Height of Railing above walkway : 1.0 m
Cross Slope : 2.5 %
Structures (Bridges) Cross Section (6 Lane)
Total Width : 31.5 meters
Height of Railing above walkway : 1.0 m
Cross Slope : 2.5 %
Structural System:
Deck Slab : RCC
Main Girders : Pre–stressed
Barrier Type : New Jersey
The typical cross–section is shown in Figure 2.3
2.8 Civil Works
Design of the civil works and their scope are given below:
2.8.1 Pavement Design:
Design Life: 10 Years
Design ESAL (Package–wise): Package–I: 46.65 Million Package–II: 56.98 Million Package–III: 61.24 Million Package–IV: 85.07 Million Package–V: 88.39 Million
Standard Axle Load (ESAL): (Above calculations are based on the assumption that max. individual axle load shall be limited to 12 ton by means of monitoring & enforcement)
Design CBR: In view of soil classification & the representative CBR tests, a design CBR value of 05% has been adopted for Embankment, 30% for Improved subgrade, 50% for sub base & 80% for aggregate base.
The pavement thickness for the project is given below:
Main Road
Asphaltic Wearing Course: 50mm
Asphaltic Base Course: 160mm
Aggregate Base Course: 250mm
Granular Sub–base: 150mm
Shoulder (both Sides)
Triple Surface Treatment (TST)
Aggregate Base Course: 430mm
Sub–base Course: 150mm
Service Road (Where Required)
Metaled TST, WBM: 100mm Sub–base 150mm
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Figure 2.3: Typical cross–section of proposed 4–Lane Motorway
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2.9 Traffic Forecast
2.9.1 Traffic Count Survey
In order to assess the vehicle–wise traffic volume expected to use 4–Lane Motorway, initial surveys
were made to select the existing roads/route from where traffic would divert to the subject facility after
its completion. Consultant undertook 3 days classified 24 hours continuous traffic count surveys and 1
day 12 hours O/D surveys in the month of November 2015 on various roads/locations (total seven)
from where traffic is expected to divert to the 4–Lane Motorway at different date/days as detailed
below in Figure 2.4 and Table 2.3.
Figure 2.4: Traffic survey locations
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Table 2.3: Traffic survey type and locations
Data Collection point
Survey Locations Date Day Survey Type
Duration
Road Location
DC–1 N–55 Near shahbaz khel
23-11-2015
24-11-2015
25-11-2015
Monday
Tuesday
Wednesday
MCC 3 – Days continuous
O/D 12 hrs.
DC–2 Dera Ismail Khan –
Mianwali
Road
Near Mor
kundiyaan
23-11-2015
24-11-2015
25-11-2015
Thursday
Friday
Saturday
MCC 3 – Days continuous
O/D 12 hrs.
DC–3 Mianwali Talagang
Road
Near fakhar
Abad
23-11-2015
24-11-2015
25-11-2015
Thursday
Friday
Saturday
MCC 3–Days continuous
O/D 12 hrs.
DC–4 Jund Mianwali Road
Near Uchri 23-11-2015
24-11-2015
25-11-2015
Monday
Tuesday
Wednesday
MCC 3–Days continuous
O/D 12 hrs.
DC–5 Kohat Jund Road
Near Police
check post
Khushalgarh
23-11-2015
24-11-2015
25-11-2015
Monday
Tuesday
Wednesday
MCC 3–Days continuous
O/D 12 hrs.
DC–6 Rawalpindi Jund
Road
Near Rangli 23-11-2015
24-11-2015
25-11-2015
Monday
Tuesday
Wednesday
MCC 3–Days continuous
O/D 12 hrs.
DC–7 Pindi–Gheb Fateh Jung
Road
Near dhok
syedan
23-11-2015
24-11-2015
25-11-2015
Thursday
Friday
Saturday
MCC 3–Days continuous
O/D 12 hrs.
MCC: 24–Hours continuous
O/D: 12–Hours continuous
The traffic categories noted during count survey were: Animal–drawn Vehicles; Cycles; Motorcycles;
Rickshaws; Cars/ Jeeps/ Taxis/ Pajeros; Loader Pickups; Suzuki Passenger Pickups; Buses; Mini
Buses/Coasters; Tractors/ Tractor Trolleys; Trucks 2–Axles; Truck 3–Axles; Large Trucks/ Trailers/ 4–
Axles and above.
2.9.2 Categorization of Origin/ Destination into Zones
In order to estimate traffic likely to use the proposed 4–Lane Motorway, origin and destinations routes
were categorized into six different zones with common origin and common destinations based on
geographical location in O&D Survey findings detail of which is given in Table 2.4.
Table 2.4: Origin/destination zones
Sr. # Zones Common Origin/Destination
1. Zone–1 Dera Ismail Khan, Baluchistan, Tank, Sindh etc.
2. Zone–2 Bannu, South Waziristan etc.
3. Zone–3 Mianwali, Khushab, Sargodha, Faisalabad etc.
4. Zone–4 Chakwal, Malakwal, Talagang etc.
5. Zone–5 Kohat, Jand, North Waziristan etc.
6. Zone–6 Rawalpindi, Attock , Abbottabad etc.
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2.9.3 Package wise Diverted Traffic
Based on O&D surveys, traffic likely to use the 4–Lane Motorway for each package has been
calculated and is given in Table 2.5.
Table 2.5: Total Annual Average Daily Traffic likely to Divert
Motorized Vehicles Package–1 Package–2 Package–3 Package–4 Package–5
Car / Jeep / Taxi 4371 4065 4633 5335 5481
Pajero / Suzuki Pick–Up 448 411 472 540 553
Hiace Wagon 930 1183 1201 2179 2255
Mini Bus / Coaster 199 162 166 368 381
Bus 343 289 295 568 593
Loader Pick–Up 652 694 703 1449 1590
Truck 2 Axle 913 1109 1251 1880 1950
Truck 3 Axle 980 1164 1277 1695 1768
Truck 4 Axle 515 611 676 902 937
Truck 5 Axle & above 558 682 759 1051 1088
Total 9909 10370 11435 15968 16596
2.9.4 Generated Traffic for 4–Lane Motorway
Generated traffic is divided into two categories. The principal is the traffic that emerges inferable from
the new activity which is generated by the opening of the zone encompassing the road. The second is
the traveller/cargo movement that would have been in the zone in any case and embraces a voyage
made conceivable after a change and which would not have thought that it was advantageous to go
before the change on the grounds that the trip would have been too long, badly arranged or costly.
Generated Traffic for the proposed project has been calculated by applying an overall percentage i.e.
5% to the total base year diverted traffic estimates and is summarized in Table 2.6.
Table 2.6: Generated traffic
Motorized Vehicles Package–1 Package–2 Package–3 Package–4 Package–5
Car / Jeep / Taxi 219 203 232 267 274
Pajero / Suzuki Pick–Up 22 21 24 27 28
Hiace Wagon 46 59 60 109 113
Mini Bus / Coaster 10 8 8 18 19
Bus 17 14 15 28 30
Loader Pick–Up 33 35 35 72 79
Truck 2 Axle 46 55 63 94 98
Truck 3 Axle 49 58 64 85 88
Truck 4 Axle 26 31 34 45 47
Truck 5 Axle & above 28 34 38 53 54
Total 495 519 572 798 830
2.9.5 Total Traffic (Diverted + Generated) for the 4–Lane Motorway
Total traffic (Diverted + Generated) is given in Table 2.7.
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Table 2.7: Total traffic for the 4–Lane Motorway
Motorized Vehicles Package–1 Package–2 Package–3 Package–4 Package–5
Car / Jeep / Taxi 4589 4268 4865 5601 5755
Pajero / Suzuki Pick–Up 470 431 496 567 581
Hiace Wagon 976 1242 1261 2288 2368
Mini Bus / Coaster 209 170 174 387 400
Bus 361 304 310 597 623
Loader Pick–Up 685 729 739 1521 1669
Truck 2 Axle 959 1165 1313 1974 2048
Truck 3 Axle 1029 1222 1341 1780 1857
Truck 4 Axle 540 641 710 947 983
Truck 5 Axle & above 586 716 797 1104 1143
Total 10405 10889 12006 16766 17426
2.9.6 Future Traffic Growth Estimates
Traffic forecasts have been made for all the five packages for 25 years (2015–2040) period by using
the growth rates based on the following macro as well as regional level factors affecting traffic growth.
Growth of registered vehicles in Pakistan, KP, Punjab Province, Mianwali, Dera Ismail Khan
and Attock.
Rate of increase in fuel consumption by the transport sector in Pakistan.
Trend in growth in GDP.
The details of the traffic projections for all the packages are given in Table 2.8 and graphically shown
in
Figure 2.5.
Average Annual Daily Traffic of all packages clearly indicate that number of vehicles will increase
every year and will result in more road density. The fuel consumption due to reduced traffic speed,
traffic jams and accidents will result in the absence of the proposed road project. The design of the
proposed 4–Lane Motorway will be carried out on the basis of latest traffic counts. Therefore, it is
imperative to construct the proposed 4–Lane Motorway Project so that the future traffic and road
safety problems could be resolved.
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0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
Pack-1 Pack-2 Pack-3 Pack-4 Pack-5 Pack-1 Pack-2 Pack-3 Pack-4 Pack-5 Pack-1 Pack-2 Pack-3 Pack-4 Pack-5 Pack-1 Pack-2 Pack-3 Pack-4 Pack-5
2015 2025 2035 2040
Car / Jeep / Taxi
Pajero / Suzuki Pick-Up
Hiace Wagon
Mini Bus / Coaster
Bus
Loader Pick-Up
Truck 2 Axle
Truck 3 Axle
Truck 4 Axle
Truck 5 Axle & above
Table 2.8: Traffic Projection (Package 1 to 5)
Package–1 Package–2 Package–3 Package–4 Package–5
Motorized Vehicles 2015 2025 2035 2040 2015 2025 2035 2040 2015 2025 2035 2040 2015 2025 2035 2040 2015 2025 2035 2040
Car / Jeep / Taxi 4589 5894 7143 7757 4268 5481 6643 7214 4865 6248 7573 8223 5601 7193 8718 9468 5755 7391 8958 9728
Pajero / Suzuki Pick–Up 470 604 732 795 431 554 671 730 496 637 772 839 567 729 883 960 581 746 904 983
Hiace Wagon 976 1248 1514 1702 1242 1588 1927 2166 1261 1613 1957 2199 2288 2926 3550 3990 2368 3028 3674 4130
Mini Bus / Coaster 209 268 325 358 170 217 264 290 174 222 270 297 387 495 600 661 400 511 620 683
Bus 361 461 559 608 304 389 472 513 310 396 481 523 597 763 926 1007 623 797 967 1051
Loader Pick–Up 685 1146 1580 1793 729 1221 1683 1909 739 1236 1705 1934 1521 2547 3511 3983 1669 2794 3852 4370
Truck 2 Axle 959 1328 1689 1867 1165 1614 2052 2269 1313 1820 2314 2558 1974 2735 3478 3845 2048 2837 3607 3988
Truck 3 Axle 1029 1426 1813 2005 1222 1693 2153 2380 1341 1858 2362 2612 1780 2466 3135 3466 1857 2572 3270 3616
Truck 4 Axle 540 749 952 1053 641 889 1130 1249 710 984 1251 1383 947 1312 1669 1845 983 1363 1733 1916
Truck 5 Axle & above 586 812 1033 1142 716 993 1262 1395 797 1105 1404 1553 1104 1530 1945 2150 1143 1583 2013 2226
Total: 10405 13935 17341 19080 10889 14637 18256 20116 12006 16118 20088 22122 16766 22694 28415 31376 17426 23621 29598 32691
Figure 2.5: Package wise Traffic Projection on Proposed 4–Lane Motorway
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2.10 Construction Materials
The materials used in construction of this 4–Lane Motorway would include coarse aggregates (crush),
fine aggregates (sand), soil, water, asphalt, reinforcement, cement etc. Package wise details of
material (Engineer‘s Estimate) are given in Annexure III. Almost all these raw materials are locally
available in the area. The construction material will be procured from approved quarries and no new
quarry will be required by the contractor. The detail of the construction material for the proposed 4–
Lane Motorway is given as under;
2.10.1 Borrow Soil for Embankment
Topography of the project area is plain and hilly Pothowar type which requires cutting and filling. In
this area, cutting material can be used for filling purposes where required. However, in soft areas of
valleys, borrow soil for road embankment is available.
2.10.2 Borrow Material for Sub Base
Suitable materials for sub base are locally available and hence are economical. Available material
may consist of pit run or bed run gravels, sand–gravels mix or soil aggregates. The project is mostly in
a rolling terrain and hilly areas. Many seasonal nullahs (Streams) cross the road alignment. Gravels/
Boulders mixed with sandy soil are available from the river bed. This material can be used as sub
base after removing the material coarser than 2‖ size. Nullahs bed in various villages along the
alignment has potential to provide adequate quantity for sub–base.
2.10.2.1 Crushed Aggregate
Crushed aggregate is easily available in the area. Aggregate would be tested by the Design
Consultant and Supervision Consultant before use.
2.10.2.2 Fine Aggregate (sand)
Sand will be obtained locally from bed of Indus River and other deposits. Samples of sand available
would be tested by the design consultant for their gradation to meet the requirements of ASTM for
concrete.
2.10.2.3 Sub–grade Material
Large quantity of sub–grade (soil) is abundantly available at various locations along the Project
alignment. Borrow pits of suitable material at a reasonable reach will be selected.
2.10.2.4 Water
Water for use in concrete would be tested after collection of water samples from different locations
within the vicinity of the road alignment. Parameters of water testing would be;
Sulphate Content
Chloride Content
pH value
Total Dissolved Solids (TDS).
2.10.2.5 Energy Sources
At project energy will be required to run project vehicles, construction machinery, batching plants,
asphalt plants, offices, residential colonies, labour camps etc. The main sources of energy required at
the project are diesel, petrol, natural gas and electricity. The contractor(s) will get diesel, petrol and
natural gas from the nearest gasoline stations, which are widely located in all cities, towns and
existing roads to be crossed by the motorway. As regards electricity it will be taken from the nearest
sub-stations and lines of local power supplying companies of WAPDA. In remote areas where such
lines are not easily available, electric generators will be used to generate the required electric power.
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2.10.3 Asphalt, Reinforcement and Cement
Asphalt, reinforcement and cement will be transported from local markets.
2.11 Construction Camps
Camp sites would 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 would be selected by the
contractor after approval from NHA and Consultants. The area requirement for construction camps
may depend upon the deployed manpower and the type and quantity of machinery mobilized. Land
would be acquired on lease from private landowners.
2.11.1 Solid and Liquid Waste Generation
The municipal solid wastes generated in construction & workers camp will be disposed off at nearest
identified location of disposal / landfill sites of local authority under their consent. Soak pits and septic
tanks will be provided for liquid waste at labour camps.
2.12 Manpower Requirements
The contractor will mobilize staff depending on the stretch of site to be constructed and package
length awarded to the contractor .Management Structure and manpower requirements including
specialized skills during construction and operational phases of the proposed Road are presented in
Table 2.9,
Table 2.10 and
Table 2.11 respectively.
Table 2.9: Manpower requirements during construction phase
Designation No. of Posts BPS Months
Member (Engineer) for entire project 1 BS-20/21 24
General Manager (Engineer) Punjab/KP portion 2 BS-20 24
Project Coordinator (Engineer) Work with PMU H.Q Islamabad. 1 BS-19 24
PS & Others 8 BS-17 24
Manpower Requirement of NHA for Construction of Each Package
Project Director (Engineer) 1 BS-19 24
Deputy Director (Engineer) 1 BS-18 24
Assistant Director (Engineer) 2 BS-17 24
Assistant Director (Environment) 1 BS-17 24
Assist. Computer Programmer 1 BS-16 24
Inspector/ Supervisor 2 BS-16 24
Surveyor 2 BS-16 24
PA 2 BS-16 24
Accountant 1 BS-16 24
Superintendent (Admin) 2 BS-16 24
Stenographer 2 BS-15 24
Account Assistant 2 BS-14 24
Computer Operator 2 BS-14 24
Office Assistant 5 BS-14 24
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Designation No. of Posts BPS Months
Steno typist 2 BS-12 24
UDC 2 BS-09 24
LDC 2 BS-07 24
Driver 5 BS-04 24
Naib Qasid 4 BS-01 24
Helper 5 BS-01 24
Chowkidar 4 BS-01 24
Sweeper 2 BS-01 24
Around Guard 4 BS-01 24
Project is divided into 05 packages.
Manpower Requirement of NHA for Bridge over River Indus
Project Director (Engineer) 1 19 24
Assistant Director (Engineer) 1 17 24
Inspector/ Supervisor 1 16 24
Surveyor 1 16 24
PA 1 16 24
Accountant 1 16 24
Superintendent (Admin) 1 16 24
Stenographer 1 15 24
Account Assistant 1 14 24
Computer Operator 1 14 24
Office Assistant 2 14 24
Steno typist 1 12 24
UDC 1 09 24
LDC 1 07 24
Driver 3 04 24
Naib Qasid 2 01 24
Helper 2 01 24
Chowkidar 2 01 24
Sweeper 2 01 24
Around Guard 2 01 24
Table 2.10: Manpower requirement of NHA (operation/maintenance of the 4–Lane
Motorway)
Sr. # Designation BPS No. of Posts
1. General Manager (Engineer) 20 2
2. Director (Engineer) 19 2
3. Dy. Director (Engineer) 18 2
4. Asst. Director (Engineer) 17 3
5. PA 16 5
6. Computer Operator 14 4
7. LDC 9 4
8. Drivers 4 8
9. Naib Qasids 5 8
10. Chowkidars 1 4
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Table 2.11: Manpower requirement of consultant (for construction)
Designation No. of Posts Months Man Months
Head Office 2 24 48
Resident Engineer 5 24 120
Highway Engineer 5 24 120
Structure Engineer 5 24 120
Bridge Engineer 5 24 120
Material Engineer 5 24 120
Material Inspectors 20 24 480
Site Inspectors 20 24 480
Surveyors 20 24 480
Assistant Surveyor 20 24 480
Assistant Lab Technician 20 24 480
Quantity Surveyor 5 24 120
Others 50 24 1200
2.13 Construction Equipment
The list of the machinery and the equipment required for the proposed project is provided in Table
2.12.
Table 2.12: Machinery and equipment requirement for the proposed project
Sr.# Type of Machinery and Equipment Sr.# Type of Machinery and Equipment
1. Dump Truck 12. Self–Propelled Pneumatic Roller
2. Front End Loader 13. Asphalt Distributor
3. Dozer 14. Batching Plant
4. Grader 15. Concrete Transit Truck
5. Vibratory Roller 16. Concrete Pump
6. Water Tankers 17. Excavator
7. Agg. Spreader 18. Water Pumps
8. Three Wheel Rollers 19. Cranes
9. Tandem Roller 20. Vibrators
10. Asphalt Plant 21. Generators
11. Paver
2.14 Cost of the Project and Magnitude of Works Involved in Each Package
PC–1 cost of the project is amounting to Rs. 129,781 million. Cost is worked out based on NHA CSR–
2014 considering district Attock, Mianwali & Dera Ismail Khan. Detail of project cost along with its
financial phasing is presented in Table 2.13.
Table 2.13: Detail of project cost along with its financial phasing
Sr. # Description/ Magnitude Works Amount
1 Package – 1 (Construction of Road = 55 km Length) 15,761,402,648.81
2 Package – 2 (Construction of Road = 55 km Length) 24,236,104,878.26
3 Package – 3 (Construction of Road = 55 km Length) 24,545,168,015.50
4 Package – 4 (Construction of Road = 60 km Length) 26,388,417,681.81
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Sr. # Description/ Magnitude Works Amount
5 Package – 5 (Construction of Road = 60 km Length) 19,583,175,100.02
Total Package 1 – 5 (Length – 285km) 110,514,268,324
Total Civil Works Cost (Rs. Million) 110,514
NHA Establishment Charges @ 2% 2,210
Detailed Design Charges @ 1% 1,105
Contingencies Charges @ 3% 3,315
Construction Supervision Charges @ 5% 5,526
Price Escalation
(Applicable on 60% cost @ 6.5%)
4,310
Service Area (04Nos) & NHA Building (01No) 2,400
Environmental Mitigation Cost 200
Security Cost During Execution 200
Grand Total Cost (Rs. in Million) 129,781
Unit Cost / Km (Rs. in Million) 455.37
Revenue Per Unit of Proposed Traffic Reduced Operation Cost
Time Savings
Less Wear and Tear of Vehicles
Less Accidents
Deprived Areas Connected with NHA Road Network
Financial Phasing
Year 2015 ~ 2016 Rs. 5 billion
Year 2016 ~ 2017 Rs. 74.86 billion
Year 2017 ~ 2018 Rs. 49.92 billion
2.15 Schedule of Implementation
The project will commence from May 2016 and will end at April 2018.
2.16 Analysis of Alternatives
2.16.1 Overview
This chapter presents the analysis of various alternatives considered during planning and design of
the Motorway. The main purpose of the Alternatives Analysis is to compare feasible alternatives to
the proposed project and its components including without project scenario.
2.16.2 Alternative - I (No Project)
Presently transportation between M-1 and Dera Ismail khan is very lengthy, cumbersome, risky and
time consuming. The existing connection from Dera Ismail Khan to M-1 is via Chashma, Mianwali,
Talagang, Balkasar and M–2. This road segment between Dera Ismail Khan and Chashma sooner or
later may be closed as the Atomic Energy Commission has their sensitive establishments in this
vicinity. The new route will be a shortest and fastest facility as compared to the existing available road
network from Dera Ismail Khan to Rawalpindi/Islamabad, AJK, Northern area and Peshawar.
The No Project option would also leave these underdeveloped areas distant from major social, health
and education facilities available in big cities especially Islamabad and Rawalpindi. The no project
option will also leave the country partially connected with the major economic hubs in China,
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Afghanistan and other areas of Pakistan which would be a significant loss in economic and social
benefits nationally.
2.16.3 Alternative - II (With Project)
The proposed Motorway is a part of the CPEC to serve as international trade corridor of the country.
As per directives of Prime Minister of Pakistan NHA has been asked to start the western corridor on
war footing.
2.16.4 Alternative Routes
The consultants have considered various alternate routes and route alignments to find best option.
The options considered are:
Starting from Barahma on M-1 to Yark near Dera Ismail Khan
Starting from Hakla on M-1 to Yark near Dera Ismail Khan
Each option was studied in detail and considering merits and demerits it is planned to construct the
Motorway on an alignment starting from Hakla on M-1 to Yarak near D.I. Khan traversing through
Fateh–Jang, Pindi–Gheb, Tarap, Daud–Khel, Mianwali, Esa–Kheil, Kundal, Rehmani–Khel and ends
at Yarak near Dera Ismail Khan on N-55.
However, criteria were developed to avoid and or reduce the potential environmental and social
impacts while selecting the routes, which includes;
any designated protected areas both by national and provincial governments,
any ecological sensitive area i.e. wetland, forest etc.,
agricultural land to the extent possible, and
Populated area to the extent possible.
The environmental and social benefits associated with the Motorway project includes;
Enhanced economic growth due to improved road connectivity, economic and social value
addition in the area of influence. The project is anticipated to open the hidden areas of Dera
Ismail Khan, Mianwali and Attock districts.
Being part of CPEC will largely contribute to the economic and social development of the
China, Pakistan, Afghanistan and central Asian countries.
It will bring more population of remote areas of Dera Ismail Khan, Mianwali and Attock
districts into the stream of benefits, which in turn will change the social complexion of people
around this road by creation of jobs and employment opportunities.
Apart from the usual benefits of saving in time this link will transform the entire pattern of
transportation in the surrounding areas resulting in uplift of economic condition of local
community.
This link will bring revolution in road transport and time saving journey for passengers. There
will be enhanced productivity, reduced travel times and less stress to road users.
It will also contribute to ensure smooth and efficient movement of trade, goods and traffic in
relatively shorter time. Less transport costs for transport companies because of reduced
distance and good quality road.
Unemployment, poverty, lacks of educational and health facilities are among the major social
constraints of the settlements and villages located near to project COI. The construction work
could offer employment opportunities to thousands of local semi–skilled and unskilled
workers. The construction work could offer employment opportunities to hundreds of local
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semi-skilled and unskilled workers as labourers, drivers, electricians, plumbers, or guards,
etc.
2.16.5 Alternative between Four-Lane Expressway and Four-lane Motorway
This option has been studied very extensively and considering various options of both alternatives it is
decided to construct the Four-lane Motorway instead of Expressway.
2.16.6 Alternative Mode of Transportation (Environmental Perspective – Carbon Emission/
footprint Parameter)
The consultants also considered environmental perspective of various modes of transportation. ADB
conducted a study on ―Reducing Carbon Emissions from Transport Projects‖ in July 2010, the study
shows estimated carbon emissions from different modes of transportation projects in two scenarios;
Business-as-Usual Scenario (use of existing 2–Lane highway) and With-Project Scenario (other
transportation modes). The study provides the comparison of CO2 emissions intensity from both
construction and operations emissions. 20 years of operational phase was considered in this study for
CO2 calculations. The Highway selected for this study was 4–Lane Motorway therefore the results
presented in this ADB report are more relevant with the current Motorway project. ADB has suggested
that the report can be used as a basket of indicators to ensure a comprehensive coverage of this
aspect.
2.16.7 Use of Existing Roads vs. 4–Lane Motorway
The results of the study given in Table 2.14 shows that CO2 emissions associated with passenger
and freight mobility have decreased during operational phase of the 4–Lane Motorway project
compared to the use of the existing 2–Lane highway due to the reduced congestion and increased
mobility which in turn results in reduced carbon emissions. However, there is an increase in the CO2
emission during the construction phase of 4–Lane Motorway compared to CO2 emission associated
with maintenance of existing 2–Lane highway which is a common phenomenon.
2.16.8 Construction of Railway vs. Existing Roads
The results of the study (Table 2.14) also shows that single track railway can reduce the CO2 intensity
associated with passenger mobility from 59gm/passenger-km to 20gm/passenger-km during operation
phase of the project. While in case of freight mobility the single track railway can reduce the CO2
intensity from 81gm/ton-km to 23gm/ton-km during operation phase of the project. The operational
phase assumption has been made considering that all traffic has been shifted from highway to
railway. There is also a significant reduction in CO2 tons/km of infrastructure for single track railway
line during construction phase as well.
2.16.9 Construction of Railway vs. 4–Lane Motorway
The ADB study further presents that CO2 intensity from a single track railway and 4–Lane Motorway.
Comparing the single railway track with 4–Lane Motorway will not present the true picture as
increased number of lanes has a significant impact on the total carbon footprint as it influences the
demand, volume to capacity ratios, speed, and construction emissions. But the report present
estimated cumulative CO2 Emissions for 20 Years (million ton) for both 4–Lane Motorway and four
track railway which shows that CO2 Emissions for 20 Years of 4–Lane Motorway is 483million ton,
while for four track railway it is 1004million ton.
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2.16.10 Conclusion
Although, there is planned railway track in CPEC as well but the comprising of carbon emission
associated with different modes of transportation suggest that 4–Lane Motorway has less carbon
footprints compared to rehabilitation of existing 2-lane highways and four track railway line (Table
2.14).
Table 2.14: Carbon Dioxide Intensity per Unit of Mobility of different Transport alternatives
Project Type
Business-as-Usual Scenario (Existing 2 Lane highway)
With-Project Scenario
Construction Phase
Operation Phase Construction
Phase (New 4 Lane Motorway)
Operation Phase
Passenger Mobility CO2
Intensity
Freight Mobility
CO2 Intensity
Passenger Mobility CO2
Intensity
Freight Mobility CO2
Intensity
CO2 tons/km Transport
Infrastructure
CO2 grams per
passenger- km
CO2 grams per
ton-km
CO2 tons/km Transport
Infrastructure Improved
CO2 grams per passenger- km
CO2 grams per ton-km
Motorways (4 Lane)
63,650 59 81 88,000 47 61
Railways (Single Lane)
63,650 59 81 42,000 20 23
Source: Reducing Carbon Emissions from Transport Projects; July 2010; Asian Development Bank
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3 Legal and Institutional Framework
3.1 Overview
The enactment of comprehensive legislation on the environment, covering multiple areas of concern
is an ongoing phenomenon in Pakistan. The basic policy and legislative framework for the protection
of the environment and overall biodiversity in the country is now in place. The legislation contains
many laws in the form of Acts, and Ordinances which have a direct or indirect relevance in the layout,
design, construction and operation of the 4–Lane Motorway from Yarak N55 to Hakla at M–1.
The project will be assessed in accordance with the existing environmental legal framework in
Pakistan. The main national instruments of environmental legislation, which have bearing on the
project, are discussed in this chapter. Pakistan is also signatory to various international conventions
for pollution control and biodiversity, which are also considered.
3.2 Environment Regulatory Authorities
The Pakistan Environmental Protections Council (PEPC) and the Pakistan Environmental Protection
Agency (Pak–EPA) are the two primary organisations responsible for administering the provisions of
the Pakistan Environmental Protection Act, 1997. These organizations were created under the
Pakistan Environmental Ordinance, (PEPO 1983) which was the first legislation in Pakistan designed
specifically for the protection of the environment.
3.2.1 Pakistan Environmental Protection Council
The Pakistan Environmental Protection Council (PEPC) is the highest inter–ministerial statutory body
in the country headed by the Chief Executive. PEPC formulates national environmental policy,
enforcement of Pakistan Environmental Protection Act (PEPA 1997), approves the National
Environmental Quality Standards (NEQS), incorporates environmental considerations into national
development plans and policies and provides guidelines for the protection and conservation of
biodiversity in general and conservation of renewable and non–renewable resources.
3.2.2 Ministry of Environment, Local Government and Rural Development
The Ministry of Environment, Local Government and Rural Development is the main federal level
government organisation responsible for protection of the environment and resource conservation.
The Ministry is headed by a federal minister and works in collaboration with the PEPC and the federal
Environment Protection Agency.
3.2.3 Pakistan Environmental Protection Agency (Pak–EPA)
The Pak–EPA is headed by a Director General and has wide ranging functions as given in PEPA
1997. These include preparation and co–ordination of national environmental policy for approval by
PEPC, administering and implementing PEPA 1997 and preparation, revision or establishment of
NEQS. The Pak–EPA has issued regulations regarding the environmental assessment procedures
known as Review of Initial Environmental Examination (IEE) and Environmental Impact Assessment
(EIA) Regulations, 2000 and these provide a firm legal status to the IEEs and EIAs. In this particular
case of 4–Lane Motorway from Yarak N55 to Hakla at M–1 as it falls in more than one province
therefore Pak–EPA is the relevant agency for the approval of the ESA. The jurisdiction of the Pak–
EPA is applicable to the following projects:
On federal land;
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Military projects;
Involving trans–country impacts; and
Bearing trans–province impacts.
3.2.4 Provincial Environment Protection Agencies
Each provincial government has its own EPD and/or EPA, which is the provincial level counterpart of
the Pak–EPA. The provincial EPAs are formed by the respective provincial governments headed by a
Director General who exercises powers delegated to him by the concerned provincial government.
The IEE and EIA reports pertaining to projects falling within the different provincial boundaries are
submitted to the relevant provincial EPA for approval. In this particular case of 4–Lane Motorway
from Yarak N55 to Hakla at M–1 as it falls in more than one province therefore Pak–EPA is the
relevant agency for the approval of EIA.
3.3 Environmental Legislation
3.3.1 Pakistan Penal Code, 1860
The Pakistan Penal Code deals with offences where public or private property and/or human lives are
affected due to the intentional or accidental misconduct of an individual or body of people. In the
context of the environment, the Penal Code empowers local authorities to control noise, toxic
emissions and disposal of effluents.
3.3.2 Pakistan Explosives Act, 1884
This act provides regulations for the handling, transportation and use of explosives during quarrying,
blasting and other purposes. The construction of new power house may need blasting at rocky area,
therefore, these regulations will be applicable for this project.
3.3.3 Land Acquisition Act, 1894
This Act is the primary law for acquisition of land and built–up properties for public interest in Pakistan
and also sets out the procedure and rules for acquisition and compensating the owners, as well as for
compensating owners for damage caused to their properties, crops and trees by a project but it lacks
the mechanism to address the complex issues of resettlement. It comprises 55 sections dealing with
area notifications, surveys, acquisition, compensation, appointment awards, disputes resolution,
penalties and exemptions.
For the 4–Lane Motorway from Yarak N55 to Hakla at M–1 the land required for project execution will
be acquired by the NHA under this act. A separate Resettlement Action Plan (RAP) will be prepared
by NHA before acquisition of the land.
3.3.4 Factories Act, 1934 (Amendment) Act 2012
The clauses relevant to the project are those which concern health, safety and welfare of workers,
disposal of solid wastes and effluents, and damage to private and public property. The Factories Act
also provides regulations for handling and disposal of toxic and hazardous materials. As construction
activity is classified as ‗industry‘, these regulations will be applicable to the project construction
contractors.
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3.3.5 Forest Act, 1927
Forest Act of 1927 establishes the right of the Government to designate areas for reserved forest,
village forest and protected forest, and they may acquire such areas in order to prohibit or restrict the
public use of such resources or other activities within them.
3.3.6 Protection of Trees Act, 1949
This Act prohibits cutting or lopping of trees along roads and canals planted by the Forest
Department, without permission of the Forest Department.
3.3.7 Motor Vehicle Ordinance, 1965 and Rules 1969
The ordinance deals with the powers of the Motor Vehicle Licensing Authorities and empowers other
related agencies to regulate traffic rules, vehicle speed and weight limits, and vehicle use, to erect
traffic signs, and to prescribe special duties for drivers in case of accidents. It also prescribes powers
of police officers to check and penalise traffic offenders. At the same time, the ordinance also
empowers the regional transport authority to operate as a quasi–judicial body at district level to
monitor road transport, licensing requirements, and compensations for deaths or injuries to
passengers on public carriers.
3.3.8 Antiquity Act, 1975
The Antiquity Act of 1975 ensures the protection of cultural resources in Pakistan. This act is
designed to protect antiquities from destruction, theft, negligence, unlawful excavation, trade and
export. Antiquities have been defined in this act as ―Ancient products of human activity, historical
sites, sites of anthropological or cultural interest and national monuments etc.‖
The law prohibits new construction in the proximity of a protected antiquity and empowers the
government of Pakistan to prohibit excavation in any area that may contain articles of archaeological
significance.
Under this act, the proponents are obligated to:
Ensure that no activity is under taken in the proximity of a protected antiquity, and
During the course of the project if an archaeological discovery is made, it should be reported
to the Department of Archaeology, Government of Pakistan.
3.3.9 Labour Laws
Labour laws in Pakistan are governed by several legislative tools. However, the principal labour rights
are provided by the constitution of Pakistan. In addition to constitutional rights, Acts and Ordinances
have been enforced for limiting working hours, minimum working age, and conditions of employment.
The laws will be applicable to the project construction contractors.
3.3.10 Employment of Child Act, 1977
Article 11(3) of the Constitution of Pakistan prohibits employment of children below the age of 14
years in any factory, mines or any other hazardous employment. In accordance with this Article, the
Employment of Child Act 1997 or 1991 (ECA) disallows child labour in the country. The ECA defines
a child to mean a person who has not completed his/her fourteenth years of age. The ECA states
that no child shall be employed or permitted to work in any occupation set forth in the ECA (such as
transport sector, railways, construction, and ports) or in any workshop wherein any of the processes
defined in the Act is carried out. The processes defined in the Act include carpet weaving, beeri (kind
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of a cigarette) making, cement manufacturing, textile, construction and others). The project which will
go through construction and operation phases; hence Employment of Child Act 1977 will be
applicable to NHA and contractor‘s activities.
3.3.11 Highway Safety Ordinance, 2000
This ordinance includes provisions for 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 to regulate and control the traffic
as well as keep the highways clear of encroachments.
3.3.12 Local Government Ordinance, 2001
This Act empowers the Government of Pakistan and provincial governments to enforce laws for land
use; conservation of natural vegetation; air, water, and land pollution; disposal of solid waste and
wastewater effluents; and public health and safety, including some provisions for environmental
protection. Section 93 of this Ordinance pertains to environmental pollution, under which the local
councils are authorized to restrict causing pollution to air, water or land.
3.3.13 Pakistan Environmental Protection Act, 1997 (Pak–EPA; 1997)
The Pakistan Environmental Protection Act, 1997 (Pak–EPA; 1997) is the basic legislative tool
empowering the government to frame regulations for the protection of the environment. The act is
applicable to almost all environmental parameters pertaining to air, water, soil, and noise pollution, as
well as to the handling of hazardous wastes. The Act provides the framework for protection and
conservation of species, wildlife habitats and biodiversity, conservation of renewable resources,
establishment of standards for the quality of the ambient air, water and land, establishment of
Environmental Tribunals, appointment of Environmental Magistrates, IEE and EIA approval. Penalties
have been prescribed for those who contravene the Act. The following are the key features of the Act
that have a direct bearing on the project area.
Section 11 (Prohibition of Certain Discharges or Emissions) states that ―Subject to the
provisions of this Act and the rules and regulations made there under, no person shall
discharge or emit, or allow the discharge or emission of, any effluent or waste or air pollutant
or noise in an amount, concentration or level which is in excess of the National Environmental
Quality Standards (NEQS)‖.
Section 12–I (Initial Environmental Examination and Environmental Impact
Assessment) requires that ―No proponent of a project shall commence construction or
operation unless he has filed with the Federal Agency an IEE or, where the project is likely to
cause an adverse environmental effect, an EIA, and has obtained from the Federal Agency
approval in respect thereof.‖
Section 12–2b (Review of IEE and EIA): The Federal Agency shall review the
Environmental Impact Assessment report and accord its approval subject to such conditions
as it may deem fit to impose, or require that the Environmental Impact Assessment be re–
submitted after such modifications as may be stipulated or rejected, the project as being
contrary to environmental objectives.
Section 14 (Handling of Hazardous Substances) requires that ―Subject to the provisions of
this Act, no person shall generate, collect, consign, transport, treat, dispose of, store, handle,
or import any hazardous substance except (a) under a license issued by the Federal Agency
and in such manner as may be prescribed; or (b) in accordance with the provisions of any
other law for the time being in force, or of any international treaty, convention, protocol, code,
standard, agreement, or other Instrument to which Pakistan is a party.‖ Enforcement of this
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clause requires the EPA to issue regulations regarding licensing procedures and to define
‗hazardous substance.‘
Section 15 (Regulation of Motor Vehicles): Subject to provision of this clause of the Act
and the rules and regulations made there under, no person shall operate a motor vehicle from
which air pollutants or noise are being emitted in an amount, concentration or level which is in
excess of the NEQS, or where the applicable standards established under clause (g) of
subsection (1) of Section–6 of the Act.
Section 17 (Penalties): Whoever contravenes or fails to comply with the provisions of section
11, 12, 13, or section 16 or any order issued there under shall be punishable with fine which
may extend to one million rupees, and in the case of a continuing contravention or failure,
with an additional fine which may extend to one hundred thousand rupees for every day
during which such contravention or failure continues: Provided that if contravention of the
provisions of section 11 also constitutes contravention of the provisions of section 15, such
contravention shall be punishable under sub–section (2) only.
Section 18 (Offences by Bodies Corporate): Where any contravention of this Act has been
committed by a body corporate, and it is proved that such offence has been committed with
the consent or connivance or, is attributed to any negligence on the part of, any director,
partner, manager, secretary or other officer of the body corporate, such director, partner,
manager, secretary or other officer of the body corporate, shall be deemed guilty of such
contravention along with the body corporate and shall be punished accordingly.
3.3.14 Pak–EPA, Review of IEE and EIA Regulations, 2000
The Pak–EPA prepared the regulations during 2000 for ―Review of IEE and EIA‖ under the powers
conferred upon it by the PEPA. These regulations categorise development projects for IEE and EIA
into three schedules: Schedules I, II and III. Projects are classified on the basis of the expected
degree and magnitude of environmental impacts and are included in different schedules. The
projects listed in Schedule–I include those where the range of environmental issues is comparatively
narrow and the issues can be understood and managed through less extensive analysis. Schedule–I
projects require an IEE to be conducted, rather than a full–fledged EIA, provided that the project is not
located in an environmentally sensitive area. The projects listed in Schedule–II are generally major
projects and have the potential to affect a large number of people in addition to significant adverse
environmental impacts. The impacts of projects included in Schedule–II may be irreversible and could
lead to significant changes in land use and the social, physical and biological environment. 4–Lane
Motorway from Yarak N55 to Hakla at M–1 fall under Schedule–II of the IEE–EIA Regulations, 2000.
3.3.15 National Environmental Quality Standards (NEQS)
NEQS were first promulgated in 1993 and were amended in 2000, 2009 and 2010. The NEQS 2000
includes Environmental Quality Standards for Municipal and Liquid Industrial Effluents and Industrial
Gaseous Emissions. NEQS 2009 provides standards for motor vehicle exhaust and noise. NEQS
2010 provides the standards for ambient air quality (9 parameters), drinking water quality and noise
(day and night). The complete set of NEQS is included as Annexure IV.
NEQS relevant to project includes;
Municipal and liquid industrial effluents (32 parameters)
Industrial gaseous emissions (16 parameters)
Motor vehicle exhaust and noise (used and new vehicles)
Ambient air quality (9 parameters)
Drinking water quality (35 parameters)
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Noise (during day and night).
3.3.16 Eighteenth Amendment to Constitution of Pakistan Act, 2010
The constitution of Pakistan has been amended by Eighteenth Amendment on19th April 2010.
―Environmental pollution and ecology‖ used to be listed at number 24 of the Concurrent Legislative
List of Schedule IV of the Constitution of Pakistan. Under the 18th amendment to constitution of
Pakistan, the entire Concurrent List has been omitted.
The 18th amendment to Pakistan‘s constitution removes all the entries in the Concurrent List. Now,
under the constitution, the parliament in Islamabad is competent to legislate only on matters in the
Federal Concurrent List and the provinces have the power to legislate on anything that isn‘t on the
Federal Concurrent List.
3.4 National Environmental Guidelines and Policies
3.4.1 National Conservation Strategy (NCS), 1992
The Pakistan National Conservation Strategy (NCS) is the principal policy document for
environmental issues in the country, which was developed and approved by the Government of
Pakistan on 1 March 1992. The NCS works on a ten–year planning and implementation cycle. It deals
with fourteen core areas, as follows:
maintaining soils in cropland;
increasing irrigation efficiency;
protecting watersheds;
supporting forestry and plantations;
restoring rangelands and improving livestock;
protecting water bodies and sustaining fisheries;
conserving biodiversity;
increasing energy efficiency;
developing and deploying material and energy renewable;
preventing and abating pollution;
managing urban wastes;
supporting institutions for common resources;
integrating population and environmental programmes;
Preserving the cultural heritage.
3.4.2 Guidelines for the Preparation and Review of Environmental Reports, 1997
These guidelines on preparation of environmental reports address project proponents, and specify:
The nature of the information to be included in environmental reports;
The minimum qualifications of the EIA consultant;
The need to incorporate suitable mitigation measures into every stage of project
implementation;
The need to specify monitoring procedures;
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The terms of reference for the reports are to be prepared by the project proponents
themselves. The reports must contain baseline data on the project area, a detailed
assessment thereof, and mitigation measures.
3.4.3 Guidelines for Public Consultation, 1997
The guidelines deal with possible approaches to public consultation and techniques for designing an
effective programme of consultation that reaches out to all major stakeholders and ensures the
incorporation of their concerns in impact assessment.
3.4.4 Guidelines for Sensitive and Critical Areas, 1997
The guidelines identify officially notified protected areas in Pakistan, including critical ecosystems,
archaeological sites, etc., and present checklists for environmental assessment procedures to be
carried out inside or near such sites. Environmentally sensitive areas include, among others,
archaeological sites, biosphere reserves and natural parks, and wildlife sanctuaries and preserves.
3.5 International Treaties and Conventions
Pakistan is a signatory to a number of international environment related treaties, conventions,
declarations and protocols. The following are the relevant international treaties and conventions to
which Pakistan is a party:
Convention on Biological Diversity, Rio de Janeiro, 1992.
United Nations Framework Convention on Climate Change, Rio de Janeiro, 1992.
Vienna Convention for the Protection of the Ozone Layer, Montreal, 1987.
Convention on Wetlands of International importance especially as Waterfowl Habitat,
Ramsar,1971 and its amending protocol, Paris,1982
Convention on Conservation of Migratory Species of Wild Animals 1979;
Convention on International Trade in Endangered Species of Wild Fauna and Flora (CITES),
Washington, 1973
Convention concerning the Protection of World Culture and Natural Heritage (World Heritage
Convention), 1972
International Plant Protection Convention, 1951
3.6 EIA Approval Procedure
The draft EIA report will be submitted to the client i.e. NHA that will file it along with completed
application form to the Pak–EPA that is the Responsible Authority. NHA will also pay the prescribed
fee in the Treasury Account for evaluation of the Report and will sign an environmental agreement
accordingly.
On receipt of the environment report and the evidence that the scheduled fee has been paid, the
Responsible Authority shall notify the proponent within 10 working days of its adequacy (i.e. all the
required information has been supplied). However, the Responsible Authority reserves the right to
request additional information as it undertakes the review.
After submission, the following review/approval schedule will be followed:
A minimum of thirty (30) days period for public comment shall be provided. The assessment
will be completed within a period of ninety days from receipt of the complete documents, and
earlier than this wherever practicable.
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A notice for public hearing will be published in any English or Urdu national Newspaper and in
a local Newspaper of general circulation in the area affected by the project. The notice will
mention the type of the project, its exact location, the name and address of the proponent and
the places at which the EIA of the Project can be accessed.
Following the completion of public hearing, and the provision of any further data from the
proponent, the decision shall be made and conveyed after thirty days thereafter.
The Director General of the Responsible Authority in the case of unusually large projects may
extend this time.
The Environmental Approval will be valid for three year extendable for further three years.
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4 Baseline Description
4.1 Overview
This section provides environmental baseline data (physical, biological and socio–economic
parameters) related to the project area. Information provided is both quantitative and qualitative and is
based on secondary and primary sources, collected through field visit, field surveys and desk studies.
The baseline information and indigenous knowledge is required for scoping potential social and
environmental issues associated with the implementation of the project. On the basis of baseline
information, the project interventions are addressed and mitigation measures are proposed. The
baseline information also helps to indicate the specific issues to be monitored during project execution
as well as during operational phase. The anticipated environmentally impacted area (Project area)
would cover the linear area of about 300 km of road with 100m ROW starting from Dera Ismail Khan
(N–55) to M–1 near Islamabad.
Figure 4.1: The Starting Point of Proposed 4–Lane Motorway (Indus Highway (N55)
Crossing Village Yarak)
4.2 Physical Environment
4.2.1 Topography and Drainage Patterns
The proposed 4–Lane Motorway is expected to transverse through district Dera Ismail Khan of KP
province and district Mianwali and Attock of Punjab Province.
District Dera Ismail Khan is a part of the Lower Indus basin and is composed of alluvial sediments
derived from the Indus and its tributaries. Most of the area is a dry alluvial plain commonly referred to
as ―Daman‖. The only hills, within the district, are those of Khisore range which lies in the north–
eastern part of the district. The Khisore range is also known as the Ratta Koh or Koh–e–Surkh,
meaning the red mountains. It runs close to the Indus River in north–east to south–west direction.
Further northwest, parallel to the Khisore Range along the border of Dera Ismail Khan and Lakki
Marwat Districts the Marwat range that runs up to Pezu pass in the southwest. The highest point in
Khisore range is 1406 m above sea level while the highest point of Marwat range is 1376 m.
District Mianwali can be divided into two parts, a hilly terrain in the north, southwest and northeast and
firm clay plain falling in the front of Salt Ranges and the Dhuk hills and a sandy plain in the center and
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A
Proposed 4–Lane Motorway Alignment
the south. The main mountains are Bhangikhel, Khattak and Niazi hills in the northwest and the Salt
Ranges in the southeast.
The topography of Attock district is a combination of hills and plains. On the north, the hills are
southern extension of the hills of Abbottabad district. In the middle of the district, along its western
boundary in Jand and Attock Sub–Divisions are the famous Kala Chita hills. This range is almost 56
kilometers and attains its greatest height in the west near the Indus River where it rises to more than
1,000 m. The range is rugged and covered with brush forest. There are several isolated ridges. The
eastern boundary of the district is the Soan River. The Khari Moorat ranges cuts near the boundary in
Fatehjang Tehsil. This ridge rises to a height of about 950 meters. On southern boundary of the
district is the Soan River which meets the Indus. The district is divided into two portions i.e., one to the
north and northwest of the Kala Chita range and the other to the south and east of it. The former
includes Attock and Hasanabdal tehsils and the latter Fatehjang, Pindigheb and part of Jand tehsil.
The alignment of the proposed 4–Lane Motorway is marked on Topographic map of Pakistan (Figure
4.2)
Figure 4.2: Topographic map of Pakistan
Source: https://www.worldofmaps.net/en/asia/map-pakistan/topographic-map-pakistan.htm Assessed on 02-03-2016
4.2.2 Land Use
The land use of Dera Ismail Khan is initially dominated by agricultural fields and forest area. As the
alignment approaches the existing highway it is mostly dominated by the agricultural cum residential
area and at certain area forests are also found. The detail of the land use is given in Table 4.1.
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Table 4.1: Land use of the District Dera Ismail Khan.
Land type Area (ha)
Total land 732,481
Cultivable land 731,922
Irrigated 147,710
Rod kohi (Hill torrent) 254,952
Rain fed 329,260
Source: IDV, Spate irrigation report 2003 and District Census Report, 1998.
The total land for agriculture in the district Mianwali is 1,426,000 acres, of which slightly less than half
is cultivated (Census–1998). The highest cultivation, in proportion to the total land, is in the Piplan
Tehsil where almost two–thirds of the land is cultivated however; irrigation is not available for more
than half of the land. The cultivated area is smallest in Esa–Khel as most land here is un–cultivable.
More than half of the total cultivated land has irrigation available. About two–third of the cultivated
land in Mianwali Tehsil is irrigated. The detail of the land use in district Mianwali is given in Table 4.2.
Table 4.2: Land use of the District Mianwali
Sr. # Land type Area (ha)
1 Total land 655,419
2 Cultivable land 306,683
3 Irrigated 201,567
4 Un–irrigated 105,116
5 Cultivable 14,841
6 Un–cultivable 87,651
7 Rain fed 3,193
Source: District census report Mianwali 1998.
Total area of the district Attock is 6,856.7 square kilometers consists of 6 Tehsils namely Attock,
Fateh Jang, Pindi Gheb, Jand, Hazro and Hassan Abdal. There are 72 union councils 12 urban and
60 rural. As per statistics for 2011–12 the net sown area of the district was 230,000 ha and 201,000
Ha area which was 87% of the sown area was rain fed, only 13% area is irrigated, 3% through
Canals,5% wells,3% Tube wells,1% Canal wells and canal Tube wells and is 1% is irrigated through
other sources. The detail of the land use in district Attock is given in Table 4.3.
The proposed 4–Lane Motorway passes through different types of land use depicted on land use map
of Pakistan in Figure 4.3.
Table 4.3: Land use of the District Attock.
Sr. # Nature of Area Area (ha)
1 Cultivated Area 314,021
2 Irrigated Cultivated Area 17,733
3 Barani Cultivated Area 288,826
4 Cultivable waste lands 80,552
5 Forest 60,007
6 Un–Cultivated Area 246,233
Source: District census report Attock 1998
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Figure 4.3: Project area marked on Agriculture and Land use map of Pakistan
http://www.dostpakistan.pk/agricultural-map-pakistan Assessed on 02-03-2016
4.2.3 Geology and Soil
The soil structure of the Dera Ismail Khan is mainly consisted of 12 soil series in the area, which are
further divided into three soil groups‘ i.e. clayey soil, loamy soil and sandy soil. Under this soil
condition subsistence agriculture is practiced.
In general, the soil of district Mianwali take their character from the underlying rocks and are in
consequence either limestone or sandstone detritus. But there are wide variations from this rule.
Lands of the Kalabagh nearest to Indus River are fertile in quality, sandy and stony. But remaining
area is very semi–arid and soil is rich in loam and alluvial deposits from the Indus and surrounding
hills.
District Attock mainly comprises of hills, plateaus and dissected plains with river Indus flowing on
Western and Northern sides of the district while river Haro coming from Haripur passes through the
Attock Tehsil on the North of Kala Chita Range. The area North of River Haro is a flood plain with
fertile soil. Project area is marked on geological map of Pakistan (Figure 4.4Error! Reference source
ot found.).
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Figure 4.4: Project area marked on geological map of Pakistan
Source: http://www.ecogeodb.com/ECO_Detail.asp?P=Geology Assessed on 02-03-2016
4.2.4 Climate
The climate of Dera Ismail Khan is arid to semi–arid sub–tropical continental with seasonal
fluctuations in temperature and rainfall. The average annual precipitation ranges from 290 mm in the
hills in the north to not more than 200 mm in Ramak in the south.
Climate of the district Mianwali as a whole is extreme with long hot summer and cold dry winters.
June–July are the hottest months with average maximum temperature is 48oC while December–
January are the coldest months with average minimum temperature 4–5oC. For the district as a whole
the rain fall is scanty and uncertain. The average rain fall in the district is 400 mm.
The climate of the district Attock is extreme. The area south of the Kala Chita is an upland plateau. It
is intensely hot in summer while in winter a chilly north wind prevails. The extreme of hot and cold
weathers are very severe. The high upland plateau which forms the whole of the district south of the
Kala Chita range is baked under a hot sun in the summer, and in winter iced wind prevails, the cold
being often intense. In Attock tehsil the summer is short and cold weather long and severe.
4.2.4.1 Seasons
Overall seasons of the project area can be described as under:
Winter (October to February) moderate to extreme and dry;
Spring (March to April) pleasant with moderately cold;
Summer (May to September) very hot to humid;
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Monsoons (June to August) wet. Although the temperatures are milder but due to appreciable
humidity the heat is oppressive; and
Post–Monsoon summer (September to October) moderate and slightly humid.
4.2.4.2 Temperature
The temperature data obtained from meteorological department. Temperature reaching to mean
maximum 41oC and extreme maximum 49
oC and down to mean minimum 5
oC and extreme minimum
2oC. January is considered to be the coldest month, while June is the hottest month. The temperature,
precipitation and relative humidity data of the district Dera Ismail Khan, Mianwali and Attock are given
in Table 4.4, Table 4.5 and Table 4.6 respectively.
Table 4.4: Month wise 30 Years Mean Temperature, Precipitation and Relative Humidity
recorded at Dera Ismail Khan Stations.
Month Mean Temperature (oC)
Precipitation (mm) Relative Humidity (%) Maximum Minimum
January 20.29 4.18 10.02 59.22
February 22.09 7.29 17.48 55.76
March 26.90 12.86 34.76 55.62
April 33.45 18.53 21.66 45.65
May 38.75 23.14 17.23 36.83
June 41.51 26.76 14.40 41.90
July 38.54 26.92 60.76 59.70
August 37.35 26.40 57.52 64.50
September 36.67 23.80 17.62 57.63
October 33.35 17.35 4.77 53.10
November 27.71 10.47 2.11 57.93
December 21.93 5.27 10.38 61.58
Annual 31.55 16.90 268.74 54.02
Source: Data Processing Center Pakistan Meteorological Department Karachi.
Table 4.5: Month wise Mean Temperature, Precipitation and Relative Humidity recorded at
Mianwali Stations.
Month Mean Temperature (oC)
Precipitation (mm) Relative
Humidity (%) Maximum Minimum
January 19.8 3.7 16.2 65.4
February 21.6 6.3 23.9 62.6
March 26.5 11.9 57.1 60.0
April 33.3 17.5 30.2 47.7
May 39.0 22.6 22.1 36.7
June 42.5 26.9 25.5 37.6
July 39.3 27.7 98.5 55.4
August 37.8 26.8 104.5 62.4
September 37.2 23.7 48.4 57.1
October 33.8 16.3 9.9 54.3
November 28.0 9.5 4.1 61.4
December 21.7 4.8 13.8 66.9
Annual 31.7 16.4 461.4 55.8
Source: Data Processing Center Pakistan Meteorological Department Karachi
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Table 4.6: Month wise Mean Temperature and Precipitation recorded at Attock Stations.
Month Mean Temperature (oC)
Precipitation (mm) Maximum Minimum
January 18.3 4..8 46.1
February 20.0 7.1 72.8
March 25.0 13.0 83.9
April 30.2 15.2 58.0
May 37.0 20.2 28.0
June 39.5 24.9 25.5
July 37.5 25.2 117.5
August 34.0 25.0 130.0
September 33.5 21.5 50.0
October 32.5 15.1 19.0
November 27.5 8.9 12.9
December 21.5 5.0 31.2
Annual 29.7 15.09 674.9
Source: Climate Scenarios 2011-2040 Districts Haripur, Swabi, Attock and Chakwal Pakistan, the University of
Agriculture Peshawar.
Depending on the topography, there is an extreme variation in the temperature of Pakistan. Figure 4.5
shows maximum and minimum temperature regimes of country and alignment of proposed 4–Lane
Motorway.
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Figure 4.5: Project Location with Reference to Temperature Regimes
Source: http://www.wildlifeofpakistan.com/IntroductiontoPakistan/climateofPakistan.htm Assessed on 02-03-2016
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4.2.4.3 Rainfall
The project area extends over segment from lower east of KP province up to upper west of Punjab
province. In view of the expressway alignment, the rainfall data of Dera Ismail Khan, Mianwali and
Islamabad for the period from 1950 to 2014 has been obtained from Pakistan Meteorological
Department. The one-day annual maximum daily rainfall of these stations collected for estimation of
peak discharges of ungauged streams. The starting point (Shorkot) to Ali Banda village route length is
covered by Dera Ismail Khan Station and rainfall data from 1950 to 2014 is used. The middle portion
of project area is covered by Mianwali station and rainfall data from 1972 to 2014 is used. The last
part of the route (Sawra to Bhatar interchange) is covered by Islamabad station with rainfall data from
1970 to 2014.
The one-day maximum daily annual rainfall data of Dera Ismail Khan (1950 to 2014), Mianwali (1972
to 2014) and Islamabad (1970 to 2014) is given in Figure 4.6,
Figure 4.7 and Figure 4.8 respectively. Location of proposed 4–Lane Motorway and different
precipitation regimes of Pakistan are shown in Figure 4.9.
Figure 4.6: Dera Ismail Khan Rainfall Data (1–day annual max)
Figure 4.7: Mianwali Rainfall Data (1–day annual max)
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Figure 4.8: Attock Rainfall Data (1–day annual max)
Figure 4.9: Project location and different precipitation regimes of Pakistan
Source: http://www.wildlifeofpakistan.com/IntroductiontoPakistan/climateofPakistan.htm Assessed on 02-03-2016
4.2.4.4 Rainfall frequency analysis
It is envisaged that as per general practice the culvert for highway are designated to cater for 25–year
peak discharge and bridges are designed against 50 to 100–years flood peaks. As such, the long
term 1–day annual maximum data has been used to workout 25–year, 50–year and 100–year
frequency estimates of rainfall to work out design flood peaks from the catchment area (Table 4.7).
Rainfall frequency analysis has been carried out by using Gumbel extreme value distribution for
different return period. The resulting values of frequency analysis are given in
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Table 4.8.
Table 4.7: 1–day annual maximum rainfall (mm) of districts lies in 4–Lane Motorway
Year Attock D.I. Khan Mianwali
1944 120.7 - -
1948 150.6 - -
1950 96.3 24.9 -
1951 73 40.6 -
1952 81 34.3 -
1953 113 76.2 -
1954 70 50.8 -
1955 86 39.4 -
1956 80 111.8 -
1957 71 60.5 -
1958 91 68.8 -
1959 140 98 -
1960 69 109.2 -
1961 65 86.9 -
1962 91 81.3 -
1963 87 19.3 -
1964 72 84.8 -
1965 85 22.9 -
1966 74 45.7 -
1967 102 50.8 -
1968 87 26.2 -
1969 82 48.3 -
1970 72 35.1 -
1971 126 46.5 -
1972 53 27.9 48.3
1973 106 108.2 92.7
1974 134 38.6 34.3
1975 117 53.8 -
1976 120 61.3 -
1977 134 67.4 86.3
1978 113 75 54
1979 79 23.4 45
1980 60 44.1 90
1981 124 73.2 117
1982 181 49.3 60.8
1983 173 97.2 82
1984 122 26 88
1985 153 51.6 31
1986 58 57.3 56.5
1987 74 44 68
1988 67 47.3 90
1989 117 112.5 149
1990 77 49.2 60
1991 69 82.2 60
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Year Attock D.I. Khan Mianwali
1992 226 65.6 97.7
1993 65 57.4 104.5
1994 194 116 92
1995 149.4 45.2 120
1996 163 28.6 70
1997 200 25.3 52
1998 106 48.7 52
1999 94 52.2 99
2000 82 82.7 75
2001 200 53.5 65
2002 65 21.1 69
2003 80 43.5 93
2004 150 70 51
2005 112 50.1 78
2006 157 38 63
2007 158 59 90
2008 82 56 79
2009 82 48 60
2010 120 150 190
2011 171 58 84
2012 127 76 99
2013 134 72 129
2014 29 94
Table 4.8: Extreme values for different return period
Sr. No. Return Period (Years) Rainfall (mm)
Dera Ismail Khan Mianwali Attock
1 25 119 150 239
2 50 135 168 270
3 100 151 186 300
Source: MMP Hydrology report
4.2.4.5 Relative Humidity
Relative humidity in the project area varies between 31.9% in June to 69% in August. The higher
humidity during summer due to higher rates of evapo–transpiration as the monsoon rain, irrigation
and Kharif cropping pattern favors its rise. The pattern of rainfall does not make any significant
modifying effect on the general type of biota in the area.
4.2.4.6 Wind Velocities and Direction
The prevalent wind velocity at the project area is 10–25 km/hr. Mostly, the summers are windy. But at
times the winter winds can blow above 25 km/hr. and cause extreme cold. The indigenous vegetation,
the exotic flora and the fauna is adequately adjusted with the pattern of prevalent wind velocity in the
area.
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4.2.5 Surface Hydrology
A large number of intermittent and perennial streams enter the Dera Ismail Khan from the western
Suleiman Mountains. The major streams which sustain perennial flow in Dera Ismail Khan are Tank
Zam, Gomel River and Khora River
(Daraban Zam). River Indus flows across
the district Mianwali from North to South.
The area in district Attock has gentle to
steep topography with deep water table
(15 m) in north east (Tehsil Hazro) to very
deep (120 m) in south west (Tehsils Jand
and Pindi Gheb). There are 14 perennial
streams and nullahs i.e. Haro (Error!
eference source not found.), Soan, Sill,
Naindna, Dotal, Raisi, Ghambir, Namal,
Soka, Gandakas, Saghar, Ghanir, Jhablat
and Kala Pani, 15 small dams, 300 mini dams, 200 water ponds and 500 lift irrigation schemes from
nullahs on the surface water. Besides this, river Indus and river Soan also pass along the boundaries
of district Attock.
4.2.5.1 Surface Water Quality
Water quality on road alignment in general is expected to be within the range of NEQS. The water
quality of DaudKhel near Jinnah barrage is given in Table 4.9 below:
Table 4.9: Surface Water Quality of Project Area
Sr.# Parameters Unit Monitoring Reading
(November 2015)
NEQS
1 Arsenic mg/L 0.005 1
2 Barium mg/L 0.032 1.5
3 Biological Oxygen Demand (BOD) mg/L 2.75 80
4 Boron mg/L 0.072 6
5 Cadmium mg/L 0.002 0.1
6 Chloride mg/L 10.83 1000
7 Chlorine mg/L 1
8 Chromium total mg/L 0.02 1
9 Chemical Oxygen Demand (COD) mg/L 8 150
10 Copper mg/L 1 1
11 Cyanide mg/L 0.05 1
12 Dissolved Oxygen (DO) mg/L 6 0
13 Fluoride mg/L 0.25 10
14 Iron mg/L 1 8
15 Lead mg/L 0.05 0.05
16 Manganese mg/L 0.5 1.5
17 Mercury mg/L 0.0001 0.01
18 Nickel mg/L 0.02 1
19 Nitrates mg/L 5.3
20 Nitrites mg/L 0.0003
21 Oil & Grease mg/L 1.0 10
22 pH 7.62 6.5–9
View of Haro River in district Attock
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Sr.# Parameters Unit Monitoring Reading
(November 2015)
NEQS
23 Phenols mg/L 0.01 0.1
24 Selenium mg/L 0.005 0.5
25 Silver mg/L 0.1 1
26 Sulphate mg/L 35 600
27 Sulphide mg/L 1.0 1
28 Temperature C0 14
29 Total Dissolved Solids (TDS) mg/L 203 3500
30 Total Suspended Solids mg/L 19 200
31 Turbidity NTU 39
32 Zinc mg/L 1.0 5
Source: Jinnah Barrage Monitoring Report 2016
Figure 4.10: Jinnah Barrage the major irrigation structure near to proposed 4–Lane
Motorway
4.2.6 Groundwater Resources
The major components of recharge of the groundwater aquifer in Dera Ismail Khan are sub–surface
inflow of groundwater from the mountainous area, infiltration of surface runoff mainly of streams and
rivers entering the area from the adjacent mountains and overland flow during heavy rains. In
Mianwali district, ground water resources are not adequate in the district especially in Tehsil Essa–
Khel. The sub soil water in and around the district is suitable for industrial purposes. The area in
district Attock has gentle to steep topography with deep water table (15 m) in north east (Tehsil
Hazro) to very deep (120 m) in south west (tehsils Jand and Pindi–Gheb) (Figure 4.11). River Indus
and River Soan also pass along the boundaries of district Attock from where the nearby farmers use
water for irrigation.
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Figure 4.11: Hydrogeological map of Pakistan
Source: http://www.ecogeodb.com/ECO_Detail.asp?P=Water%20Resources&CN=Pakistan Assessed on 02-03-2016
4.2.7 Air Quality
Air quality of the area is expected to be within NEQS as there is no big city and industrial estate along
the route of the road. However, there dust due to unpaved/ un–metalled roads and tracks. There is no
permanent environmental monitoring station in the whole area including the project area. Air Quality
data of Jinnah Barrage located near to the proposed alignment is given in Table 4.10. The ambient air
quality was monitored at this location continuously for 24 hours at each point. It is evident from the
table that concentration of all ambient air quality parameters are within the limit of NEQS.
Table 4.10: Ambient air quality of the area
Sr. # Parameters Unit Duration Monitoring
(Nov 2015)
NEQS
1 Carbon Monoxide (CO) Mg/m3 24 hours 0.86 5
2 Nitrogen Dioxide (NO2) µg/m3 24 hours 7.68 80
3 Sulphur Dioxide (SO2) µg/m3 24 hours 6 120
4 Dust (PM 10) µg/m3 24 hours 85.2 250
Source : Jinnah Barrage Monitoring Report 2016
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4.2.8 Noise
Noise level exceeding 85 dB is harmful to the human health. Excessive noise level damages the
eardrum and very high noise levels damage human lungs. Continuous exposure to excessive noise
causes depression and can damage the nervous system. Presently the main source of noise is the
project area is vehicular traffic which is found more on day time as compared to night times. Traffic
vehicles plying in the area are also very low. The noise data of Daud–Khel area is given in Table 4.11,
which indicates that monitoring results for noise level as 63.4 and 58dBA remained within NEQS limits
at evening and morning times respectively.
Table 4.11: Noise level observed in the project area
Sr.no Parameters Unit Duration Monitoring (Nov 2015) NEQS
1 Noise Level * dBA 06:00 am to 10:00 pm 63.4 75
10:00 pm to 06:00 am 58 65
Source: Jinnah Barrage Monitoring Report 2016
*Noise level on the basis of NEQS (Industrial Ares)
4.2.9 Seismology
The 4–Lane Motorway will pass from Dera Ismail Khan, some part of Isa–khel, major part of Mianwali,
Pindi–Gheb, Fatehjang and joins M–1 at Hakla. This area falls in the 2B region except Dera Ismail
Khan which lies in 2A region, which is low to medium seismic area, the detail about the seismicity
along with the intensity is given in Table 4.12 and is shown in Figure 4.12:
Table 4.12: Seismology data of Pakistan
Sr. # Earthquake Magnitude (1902–2014) Seismic Zones
1 0.0–2.8 Zone 1
2 2.9–5.0 Zone 2A
3 5.1–6.0 Zone 2B
4 6.1–7.0 Zone 3
5 7.1–7.7 Zone 4
Source: www.alhassan.com Assessed on 02-03-2016
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Figure 4.12: Project area marked on Seismic map of Pakistan
4.2.10 Traffic and Transport
The proposed 4–Lane Motorway will begin from Yarak, a small village 33 kilometres north from Dera
Ismail Khan City. It will link the Indus Highway (N–55) with M–1 Motorway. N–55 is a 1,264 km long
4–Lane highway that runs along the Indus River connecting the port city of Karachi with the
northwestern city of Peshawar via Dera Ismail Khan. The proposed 4–Lane Motorway will cross
following national and local roads from Yarak to Hakla (Figure 4.14).
Dara–e–Tang Kundal Chashma road
Mianwali Kalabagh road
Jand – Tarap – Talagang road
Jand – Injra – Talagang road
Maira Sharif road
Rawal road
Dhok Durian road
Kot Fateh Khan road
Gulyal road
Jand Pindigheb road
Pindigheb Attock road
Kohat road (N80)
Fatahjang Attock road
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Figure 4.13: Local roads crossing proposed 4–Lane Motorway.
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To assess the volume and composition of traffic loads on the proposed 4–Lane Motorway, traffic
count surveys on all the important points of existing road network from where traffic is expected to
divert to the improved facility was conducted as detailed in Table 4.13.
Table 4.13: Traffic count survey locations
Data Collection Point Name of Road Location
DC–1 N–55 Near Shahbaz Khel
DC–2 Dera Ismail Khan –Mianwali Road Near Mor Kundiyaan
DC–3 Mianwali Talagang Road Near Fakhar Abad
DC–4 Jund Mianwali Road Near Uchri
DC–5 Kohat Jund Road Near Police check post Khushalgarh
DC–6 Rawalpindi Jund Road Near Rangli
DC–7 Pindi–Gheb Fatehjung Road Near Dhok Syedan
After completion of the classified counts at all the locations, the recorded data were compiled and
analysed. Average Daily Traffic calculated for each of the seven locations is given in Table 4.14 and
graphically shown in Figure 4.14.
Table 4.14: Average daily traffic on existing roads crossing proposed 4–Lane Motorway.
Vehicle Type N 55
Dera Ismail Khan
Mianwali Road
Mianwali Talagang
Road
Jund Mianwali
Road
Kohat Jund Road
Rawalpindi Jund Road
Pindi–Gheb Fatehjung
Road
Animal Drawn 3 50 6 51 8 64 6
Bicycle 0 169 58 98 54 171 129
Motor Cycle 585 3589 1394 2900 1626 4165 2808
Rickshaw 26 274 34 591 389 1040 275
Car/Taxi/Jeep 983 1323 1281 1178 1637 2067 3193
Pajero/Suzuki Pickup 46 67 141 84 148 197 491
Hiace Wagon 1101 190 212 300 872 1036 492
Mini Bus / Coaster 55 20 264 9 46 30 29
Bus 173 135 276 4 46 37 49
Loader Pickup 234 207 244 299 381 328 573
Tractor Trolley 25 50 57 85 88 137 193
Truck 2 Axle 448 206 523 129 285 229 565
Truck 3 Axle 642 117 574 60 247 222 298
Truck 4 Axle 233 23 546 9 87 88 168
Trailer 5 Axle & Above 217 52 593 18 184 143 163
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Figure 4.14: Average Daily Traffic on existing roads crossing proposed 4–Lane Motorway.
0
500
1000
1500
2000
2500
3000
3500
4000
4500
N - 55 D.I.Khan -Mianwali Road
Mianwali Talagang Road
Jund Mianwali Road Kohat Jund Road Rawalipindi Jund Road
Pindigeb Fatehjung Road
Nu
mb
er o
f V
ehic
les
ANIMAL DRAWN
BICYCLE
MOTOR CYCLE
RICKSHAW
CAR/TAXI/JEEP
PAJERO/SUZUKI PICKUP
HIACE WAGON
MINI BUS / COASTER
BUS
LOADER PICKUP
TRACTOR TROLLY
Truck 2 Axle
Truck 3 Axle
Truck 4 Axle
TRAILER 5 Axle & above
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4.3 Biological Environment
The road will cross one biologically sensitive area, the Indus River in between Mianwali city and
Jinnah barrage. As per data obtained from Wildlife departments located in Dera Ismail Khan, Mianwali
and Attock, the Indus at crossing point does not have any sensitive species of Flora/Fauna. The
proposed route will not cross any National Park, Wildlife Sanctuary and Game Reserve. The fauna
and flora of all three districts have been studied mainly through secondary sources, detailed as under.
4.3.1 Fauna of the Area
4.3.1.1 Mammals
Mammals are members of endothermic amniotes distinguished from reptiles and birds by the
possession of a neocortex, hair, three middle ear bones, and mammary glands. In all districts local
people, government authorities including District forest/wildlife offices were consulted to gather
information regarding the mammal species found in the area and detail is given in Table 4.15. It is
evident from the table that variety of mammal‘s species are found in the area.
Table 4.15: Mammal Species found in the project area
Sr. # Districts
Dera Ismail Khan Mianwali Attock
1 Brown Bear Asiatic jackal Wild Boar
2 Stoat Jungle cat Asiatic Jackal
3 Greater white Wild boar Kashmir Fox
4 Greater grey India hare Yellow–throated Marten
5 Long eared bat Indian crested porcupine Stone Marten
6 Ibex Common grey mongoose Mongoose
7 Leopard Asian house shrew Jungle Cat
8 Goral Indian gerbil Asiatic or Himalayan Black Bear
9 Altali weasel House mouse Brown Bear
10 Long tail marmot Indian field mouse Himalayan Musk Deer
11 Indian palm civet Himalayan or Grey Goral
12 Common pipistrelle Snow Leopard
13 Palm squirrel Leopard Cat
14 Monkeys
15 Markhor
16 Porcupine
Source: Respective District Forest and Wildlife Departments
4.3.1.2 Avifauna
Avifauna (Bird Species) in the project area is mainly found along the Indus River and hilly areas of
Salt Range. The detail of avifauna species of three districts were collected from secondary sources
and respective district wildlife departments and are presented in Table 4.16, Table 4.17 and Table
4.18 .
Table 4.16: Avifauna of the District Dera Ismail Khan
Sr. # Birds Sr.# Birds
1 Black–necked grebe 24 Common pochard
2 Little cormorant 25 Ferruginous duck
3 Great cormorant 26 Tufted duck
4 Cattle egret 27 Red crested pochard
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Sr. # Birds Sr.# Birds
5 Great egret 28 White breasted water hen
6 Intermediate egret 29 Moorhen
7 Little egret 30 Common coot
8 Purple heron 31 Purple swamp hen
9 Grey heron 32 Black winged stilt
10 Indian pond heron 33 Avocet
11 White stork 34 Northern lapwing
12 Spoonbill 35 Red wattled lapwing
13 Grey laggoose 36 White–tailed plover
14 Bar–headed goose 37 Little ringed plover
15 Ruddy shel duck 38 Pheasant tail Jacana
16 Northern pintail 39 Greenshank
17 Common shel duck 41 Redshank
18 Spot–billed duck 42 Little stint
19 Common teal 43 Common sandpiper
20 Mallard 44 Indian river tern
21 Gadwal 45 Great lack headed gull
22 Eurasian wigeon 46 Herring gull
23 Shoveler
Source: Wildlife Department Dera Ismail Khan
Table 4.17: Avifauna of the District Mianwali
Sr. # Common Name Scientific name Sr. #
Common Name Scientific name
1 Ashy Prinia Prinia Socialis 37 Lesser whitethroat Sylvia currcua
2 Bank Mayna Acridotheres 38 Little brown dove Streptopelia turtur
3 Baya Weaver Ploceus Philippinus 39 Little cormorant Phalacrocorax niger
4 Bay backed shrike Lanius Vittatus 40 Little egret Egretta garzetta
5 Black Dronga Dicrurus Macrocercus 41 Little grebe Tachybaptus ruficollis
6 Balck Kite Milvus Migrans 42 Little ringed lover Charadrius dubins
7 Black Partrigde Melanoperdix niger 43 Little stint Calidris minuta
8 Black Redstart Phoenicurus ochruros 44 Long tailed prinia Prinia bumessi
9 Black winged stilt Himantopus 45 Marsh harrier Circus Aeruginosus
10 Blue Rock Pigeon Columbus Livia 46 Night heron Nycticorax
11 Cattle Egret Bubulcus ibis 47 Paddyfield pipit Anthus rufulus
12 Common babbler Turdoides caudate 48 Pied bushchat Saxicola carprata
13 Common chiffchaff Phylloscopus collybita 49 Pied flycatcher Ficedula hypoleuca
14 Common kingfisher Alcedo atthis 50 Pied kingfisher Cerly rudis
15 Common moorhen Gallinula chloropus 51 Pied myna Stumus contra
16 Common myna Acridotheres tristis 52 Plain prinia Prinina inomata
17 Common sandpiper Tringa hypoleeucos 53 Pond heron Ardeola grayii
18 Common starling Strnus vulgaris 54 Redshank Tringa totanus
19 Common teal Anas crecca 55 Red vented bulbul Pycnontus cafer
20 Crested lark Galerida cristata 56 Red wattled lapwing Vanellus indicus
21 Crow pheasant Centropus sinensis 57 River tern Stema aurantia
22 Eurasina collard Dove Streptopelia decaeoto 58 Rose ringed parakeet Psittacula krameri
23 Great Cormort Phalacrocorax carbo 59 Ruddy shelduck Tadoma ferriguinea
24 Great reed warbler Acrocephalus 60 Rufos treepie Dendrocitta vagabunda
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Sr. # Common Name Scientific name Sr. #
Common Name Scientific name
arundinaceus
25 Greenshank Tringa nebularia 61 Rufos backed shrike Lanius schach
26 Grey heron Ardea cinerea 62 Sind barrow Passér pyrrhonotus
27 Hoopoe Upupa epops 63 Small minivet Pericrocotus cinnamomeu
28 House crow Corvus splendens 64 Spotted owlet Athene brama
29 House sparrow Passer domesticus 65 Strintated babbler Turdoides earlei
30 House swift Apus affins 66 Tree pipit Anthus trivialis
31 Indian cormorant Phalacrocorax fusciollis 67 Turtle dove Streptopelia tranquebarica
32 Indian robin Saxicoloides fulicatus 68 Water pipit Anthus spinoletta
33 Indian roller Coracias benghalensis 69 White brested waterhen
Amauromis phoenicuris
34 Intermediate egret Egretta alba 70 White throated kingfisher
Halcyon smymesis
35 Jungle babbler Turdoides striata 71 Yellow bellied prinina Dendrocopos maharattenis
36 Large egret Egretta alba 72 Yellow headed wagtail Montacilla citreola
Source: WWF Jinnah Barrage Report, 2015
Table 4.18: Avifauna present in the District Attock
Sr.# Common Name Scientific Name Sr.# Common Name Scientific Name
1 Tawny Eagle Aquila rapax 14 White–eared Bulbul Pycnonotusleucogenys
2 Greater Spotted Eagle Aquila clanga 15 Brown Dipper Cincluspallasii
3 Merlin Falco columbarius 16 Plumbeous Water Redstart
Rhyacornisfuliginosus
4 Common Kestrel Falco tinnunculus 17 Common Stonechat Saxicolatorquata
5 Himalayan Griffon vulture
Gyps himalayaensis 18 Pied Bushchat Saxicolacaprata
6 Chukar Alectorischukar 19 IsabellineWheatear Oenanthedeserti
7 Slaty–headed Parakeet
Psittaculahimalayana 20 Blue WhistlingThrush Myiophonuscaeruleus
8 Black–rumped flame back
Dinopiumbenghalense 21 Blyth‘s Reed Warbler Acrocephalusdumetorum
9 Crested Lark Galeridacristata 22 Lesser White–throat Sylvia curruca
10 Plain Martin Ripariapaludicola 23 Brook‘s Leaf Warbler Phylloscopussubviridis
11 Grey Wagtail Motacillacinerea 24 Blyth‘s Leaf Warbler Phylloscopusregulaides
12 White Wagtail Motacilla alba 25 Rook Corvusfrugilegus
13 White–browed Wagtail Motacilla maderaspatensis
26 House sparrow Passer domesticus
Source: Wildlife Department Attock
4.3.1.3 Birds Migratory Route
The famous route for migratory birds from Siberia to various destinations in Pakistan over Karakorum,
Hindu Kush, and Suleiman Ranges along Indus River down to the delta is known as International
Migratory Bird Route Number 7 (Figure 4.15). It is known as the Indus Flyway and is one of the
busiest routes in the world. According to various estimates, 700,000 to 1,200,000 birds arrive in
Pakistan through Indus Flyway every year. This route is also called ―The Green Route‖. The birds
start migration on this route in November; February is the peak time and by March they start to fly
back home. These periods may vary depending upon weather conditions in Siberia and/or Pakistan.
Some extinguishing species like white headed duck, houbara bustard and Siberian crane also travel
on this route. The other migrating birds include; pelicans, cormorants, herons, egrets, bitterns, cranes,
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flamingo, teals, mallards, gadwalls and pigeons. The proposed 4–Lane Motorway corridor passes the
Kuram River near Kundal in district Dera Ismail Khan, Indus River near Daudkhel district Mianwali and
Soan River near Nikki in district Attock.
Figure 4.15: Migratory Birds Flyway Number 7.
4.3.1.4 Reptiles
Reptiles are the animals of the group ―Reptilia‖ (Tetropod animals), tetrapods are cold–blooded
vertebrate that includes snakes, lizards, crocodiles, turtles, and tortoises. They are distinguished by
having a dry scaly skin, and typically laying soft–shelled eggs on land. The reptiles of the project area
include lizards, snakes and Geckos. Many species of snakes and lizards are now endangered due to
increased population, by the predator prey relation and increased use in medical and education field.
The natural bio–diversity of the project area has been extremely threatened by a number of ‗mega–
development‘ initiatives such as the construction of the Thal Canal, Chashma–Jhelum link canal and
large–scale industrial plants at Iskandarabad and Daudkhel. However, some species of reptiles are
still found in the district Mianwali which are given in Table 4.19.
Table 4.19: Reptiles in the three districts of project area
Sr. # Dera Ismail Khan Mianwali Attock
1 Geckos Gecko Garden Lizard
2 Snakes Sand Lizard Monitor Lizard
3 Monitor Smooth Spectacled Lizard Krait
4 Common ground lizard Himalayan Skink Russell‘s Viper
5 Scinind lizard Cobra
6 Saw Scaled Viper
Source: Key and checklist of Pakistan lizards 2002, NTDC (EARF) Attock.
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4.3.1.5 Fish
Major natural habitats of the fish species near to the project area are the Indus River, Jinnah Barrage
and Chashma Barrage, where main species found are Rahu, Mori, Silver and Grass. Manmade
fishery farms are common in districts Dera Ismail Khan and Mianwali. As per data collected from the
respective fisheries departments the common species found are given in Table 4.20.
Table 4.20: Fish species present in three districts of 4–Lane Motorway
Sr.# Districts
Dera Ismail Khan Mianwali Attock
1 Rahu Palli Cold water cat fish
2 Mori Bari chal Snow carp
3 Singhara Chilwa Seenghara
4 Mali Mori Masher
5 Thala Sunni Mullah
6 Khaga Pahri raho Goonch
7 Soul Calbans Sunnee
8 Silver Tokri Daula
9 Sira Sereha Saul
10 Bachwa Palero Mullee
11 Grass Grass carp Talapia
12 Gulfam Silver carp Bam
13 Tilapia Bighead carp Pari
14 Rahoo Palero Sareeha
15 Popra Kharni
16 Popra Rahu
17 Common carp Thaila
18 Singhari
19 Keengar
20 Gonch
21 Mullee
22 Palu
23 Patasi
24 Bachwa
25 saul
26 Daula
27 Shesha
28 Tilapia
29 Groj
30 Palli
Source: Fisheries departments Dera Ismail Khan, Mianwali and Attock
4.3.2 Flora of the Area
Flora is described as the plant kingdom occurring in a particular region or time including naturally
occurring indigenous native plants. The natural vegetation along the proposed 4–Lane Motorway is
mostly composed of shrubs, planted trees but jungle at few places. The most common plants are
Keekar, Masquit, Tamarix, Phulai, Ber, Sanatha, Kangan, Kaho or wild olive, Dhaman, Khabari or
Wild Fig tree, Toot or Mulberry, Bohar and Jand. The forest department in their reserved 75000 acres
area along the roads have successfully planted Keekar, eucalyptus and Sheesham. The different
ecological divisions of the project area are the hills, up–lands, plain areas and active flood plain
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(Kacha). The hills reflect a barren face with scanty vegetation. A few clusters of trees may be spotted
in the depressions and along the low lying slopes.
In Attock district, the only forest is that on the Kala Chitta range. There are various reserved areas,
where, large landowners make their own ―rakhs‖, in which they carefully preserved the grass and
wood, and allow no one to trespass. However, in general the district is bare. The vegetation is poor
and sparse and the area is thinly wooded.
Scattered vegetation in project area
(Mianwali)
Dense vegetation path in project area
(Attock)
The flora of the Mianwali area is very unique due to diverse habitat, soil, topography etc. The forest
ranges include the Kalabagh, Kunidan and Kachha forest near Indus River. There are various
preserved areas. All the large landowners make their own rakhs, in which they carefully preserve the
grasses and wood species and allow no one to trespass.
For the collection of floral data, forest departments of all three relevant districts were visited and
meetings were conducted for data collection, list of species are given in the Table 4.21, Table 4.22
and Table 4.23.
Table 4.21: Flora of district Dera Ismail Khan
Sr. # Botanical name Common Name Sr. #
Botanical name Common name
1 Alternantherasessilis Sessile joy weed 21 F. quinquangularis Five angle fimbry
2 Bacopa moneiri Water hyssop 22 Mentha logifolia Horse mint
3 Bolboschoenus affinis 23 Oxalis carniculata Wood–sorrel
4 B. glaucus 24 Paspalum papaliodes Water grass
5 Brachiaria ramosa Browntop millet 25 Phalaris minor Bird‘s seed grass
6 Centella asiatica Pennywort 26 Phragmites karka Common reed
7 Coronopus didymus Swine cress 27 Phyla nodiflora Frog fruit, cape weed
8 Cyperus alopecuroides 28 Polygonum barbata Joint Weed
9 C. difformis Variable flat sedge 29 P. flaccidum Smart weed
10 C. iria Flat sedge 30 P. glabrum Marsh buckwheet
11 C. pymaeus 31 Portulaca oleracea Purslane
12 C. rotundus Nut–sedge 32 Pycreus flavidus
13 Cynodon dactylon Bermuda grass 33 Ranunculus muricatus Butter–cup
14 Echinochloacrus–galli Barnyard grass 34 R. scleratus Blister butter–cup
15 Eclipta prostrata False daisy 35 Rumex detatus Toothed dock
16 Eleocharis geniculata Spike–rush 36 Schoenoplectus litoralis
17 E. palustris Common spikerush 37 S. triqueter Streambank bulrush
18 Fimbristylis bisumbellata 38 Suaeda fruticosa Sea Blite
19 F. dichotoma Forked fringerush 39 Typha domingensis Southern cat–tail
20 F. ferruginea 40 Typha elephantina Elephant grass
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Source: Journal of Botany, 2013
Table 4.22: Flora of the District Mianwali
Sr. #
Botanical Name Vernacular Names
Sr. #
Botanical Name Vernacular Names
1 Achyranthes aspera Puthkanda 29 Euphorbia thymifolia Dodak
2 Acacia arabica Kikar 30 Fagonia indica Brum Dhumia
3 Acacia modesta Phulai 31 Ficus religiosa Pipal
4 Abutilon indicum Peeli booti 32 Fumaria parviflora Shahtra
5 Aloe barbadensis Ghee kunvar 33 Lathyrus aphaca Jangli phalli
6 Amaranthus viridus Chulai 34 Launea procumbens Bhatter
7 Argyrolobium roseum Makhan booti
35 Melia azedarach Dherak
8 Azadirachta indica Neem 36 Mentha spicata Pehari podina
9 Aerva javanica Booh 37 Mimordica dioca Jungli karela
10 Brassica nigra Kali sarson 38 Morus nigra Kala shahtoot
11 Bryophyllum pinnatum Zakham–e– hayat
39 Ocium sanctum Niazboo
12 Calotropis procera Ak 40 Plantago ovata Ispaghul
13 Capparis decidua Kirrer 41 Peganum harmala Hermal
14 Capparis aphylla Kareen 42 Phoenix sylvestris Khajoor
15 Carum copticum Ajwain desi 43 Rhyncosia minima Jungli moath
16 Cassia augustifolia Sena 44 Ricinus commumis Harnoli
17 Chenopodium album Bathu 45 Rhazya stricta Verian
18 Cleome brachycarpa Dhanar khathoori
46 Spinacea oleracea Palak
19 Cucumis melo var– agrestis Chibber 47 Solanum nigrum Makoo
20 Citrullus colocynthus Tumba 48 Solanum surretense Mohakri
21 Cynodon dactylon Khuble ghas 49 Salvadora oleides Pilu
22 Cyperus rotundus Dellia ghas 50 Tagetes patal Sudburga
23 Cymbopogon jauuarancusa Kattan 51 Tribulus terrestris Bhakra
24 Dalbergi sissoo Tali 52 Tephrosia uniflora
25 Datura innoxia Datura 53 Trianthema portulacastrum Woho
26 Digera muriacata Lulur 54 Withania somnifera Asgand
27 Eruca sativa Tara mera 55 Zizyphus nummularia Jangli beri
28 Eucalyptus globules Safaida
Source: Ethno botanical leaflet, 2006
Table 4.23: Flora of the District Attock
Sr. # Botanical Name Vernacular Names
Sr. #
Botanical Name Vernacular Names
1 Aixoceae Itsit 22 Euphorbiaceae Aam dodak
2 Amaranthaceaee Putkhanda 23 Euphorbiaceae Arind
3 Amarathceaee chuli 24 Fumariaceae Shatera
4 Asteraceae Zergul 25 Lamiaceae Jangli podina
5 Asteraceae Neeli booti, Kasni 26 Lamiaceae Sawa podina
6 Asteraceae Suraj Booti 27 Lamiaceae Gulkand
7 Asteraceae Kandiari 28 Mimosaceae Babul, Kikar
8 Asteracear Chotta Dhatura 29 Mimosaceae Phulai
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Sr. # Botanical Name Vernacular Names
Sr. #
Botanical Name Vernacular Names
9 Apiaceae Ajwan, Soai 30 Moraceae Jangli anjeer
10 Asclepiadiaceae Ak 31 Nyctaginaceae Gul–e–abbasi
11 Brassicaceae Bambasisa 32 Oxilidadceae Khatti mitti booti
12 Brassicaceae JangliSarron / Khun Kalan
33 Papilionaceas Alfalfa
13 Canabinnaceae Bhang 34 Poaceaae Khabal ghass
14 Capparidaceace Kareer 35 Polygonaceae Derank
15 Caryophyllaceae Silene gulahi booti 36 Rubiaceae Chamuti booti
16 Caryophyllaceae Cheridana , khash khashi booti
37 Scrophulariaceae Gidder tambakoo
17 Chenopodiaceae Bathu 38 Solanaceae Mokhari
18 Convolvulacear Laili, poli, hiranpadi 39 Solanaceae AAm Daturana
19 Cuscutaceae Akash bail 40 Urticaceae Bichu booti
20 Cyperaceae Deela 41 Zygophyllaceae Harmal
21 Euphorbiaceae Chattri dodal
4.3.3 Wetlands
A wetland is a land area that is saturated with water, either permanently or seasonally, such that it
takes on the characteristics of a distinct ecosystem. Pakistan‘s Lakes and Wetlands resource consists
of numerous natural and manmade lakes and wetland complexes. Distributed all over Pakistan these
unique resources includes high altitude alpine and glacial lakes, manmade reservoirs and dams,
tropical freshwater and saltwater lakes and the wetlands of Indus River and Arabian Sea coast. These
lakes and wetlands are important sources of water supply and on the other hand these support a
unique biodiversity of flora and fauna consisting important plant, bird and animal species, including
eighteen threatened species of wetlands mammals and twenty threatened bird species. Importantly
these resources are also situated at the crossroads of Asia‘s major bird migration routes, serving as
transit points for migrating birds.
The main wetlands present near to the project corridor are shown in Figure 4.16 and brief description
is given below.
4.3.3.1 Chashma Barrage
Chashma Barrage completed in 1971 on Indus River is located 25km Southwest of Mianwali, on the
Mianwali to Dera Ismail Khan Road, Punjab Province. The area of the Barrage wetland is about
33,000 ha with a series of embankments or flood bunds which, at low water levels, divide the reservoir
into five shallow lakes each of up to 250 ha in area. After maximum flooding (August) as the water
recedes; exposed land is leased to local farmers for agricultural purposes. The depth of the five lakes
varies from 0.2m in the dry season to 8.0m at the height of the flood season; the depth of the main
river channel varies from 4.6m to 8.8m and water pH values range from 6.5 to 7.2. The climatic
condition of the area is dry subtropical climate with hot summers and cool winters. The annual rainfall
varies from 300–500 mm, and the relative humidity from 22–85%. The average maximum temperature
in June is 41°C and the average minimum in January is 4.5°C.
The wetland is owned by Irrigation Department, Government of the Punjab; adjacent areas are partly
state owned and partly privately owned. The wetland was first declared as a Wildlife Sanctuary in
1974. The Sanctuary was re–notified in July 1984, and since then, the level of protection has greatly
improved. The land use is mainly for storage of water for irrigation, generation of electricity, and
fishing. Fishing leases are granted by the Punjab Fisheries Department. Reeds (Phragmites karka
and Typha angustata) and kana (Saccharum spp) are harvested for use in local cottage industries. A
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fish hatchery has been established at the reservoir and became operational in 1987. Thousands of
metric tonnes of fish are being harvested, the marsh vegetation supports a local weaving industry and
barrage also provides excellent opportunities for scientific research and conservation education.
Surrounding areas are used for agriculture, livestock grazing and forestry.
The aquatic vegetation of the wetland consists of Hydrilla verticillata, Nelumbium speciosum,
Nymphaea lotus, Typha angustata, Phragmites karka, Potamogeton pectinatus, Saccharum
spontaneum, Vallisneria spiralis and Zannichellia palustris. The natural vegetation of the region is a
mixture of subtropical semi–evergreen scrub and tropical thorn forest with species such as Olea
ferruginea, Acacia modesta, A. nilotica, Adhatoda vasica, Dodonea viscosa, Gymnosporea royleana,
Prosopis cineraria, Reptonia buxifolia, Salvadora oleoides, Tamarix aphy/la, T. dioica, Zizyphus
mauritiana, Z. nummularia, Chrysopogon aucheri, Lasiurus hirsutus, Heteropogon contortus and
Panicum antidotale. Prosopis glandulosa has been introduced in the area. Most of the natural thorn
forest on the plains to the east of the Indus has been cleared for agricultural land and for irrigated
plantations of Dalbergia sissoo and other species.
The Barrage is a very important staging and wintering area for a wide variety of waterfowl. The
wetland regularly supports over 50,000 Anatidae and coots in mid–winter, and in some years many
more. Over 114,000 birds were present in January 1975, and about 100,000 in January 1987 and
January 1988. The most abundant species are Anas Penelope, A. crecca, A. acuta, Aythya ferina and
Fulica atra. There is a small wintering flock of Anser, and Anser indicus occasionally occurs on
passage and in winter.
Other regular winter visitors occurring in smaller numbers include Podiceps cristatus, P. nigricollis,
Phalacrocorax carbo and many species of shorebirds, gulls and terns. The Barrage is also an
important staging area in spring and autumn for the cranes Grus and Ant hropoides virgo. Other
waterfowl which have been recorded include Mycteria leucocephala, Ciconia, Phoenicopterus ruber,
Himantopus, Recurvirostra avosetta and Glareola lactea. The Indus Dolphin Platanista mdi occurs in
some stretches of the Indus River upstream of the Barrage and has been recorded at Chashma, but
no estimate of the population size is available. Other mammals occurring in the area include Sus
scro/a cristatus, Axis porcinus, Canis aureus, Felis libyca and Lutra perspicillata. The rich fish fauna
includes Gadusa chapra, Notopterus notopterus, N. chitala, Catla catla, Cirrhinus mrigala, C. rebo,
Labeo rohita, L. microphthalamus, Puntmus ticto, P. stigma, Barilius vagra, Wallago attu, Rita,
Bagarius, Mystus aor, M. seenghala, Heteropneusies fossilis, Eutropiichthys vacha, Nandus,
Mastacembelus armatus, M. pancalus, Ambassis nama, A. ranga and Channa punctatus. Other
aquatic fauna includes Hirudinaria sp, Palaemon dayanus, P. lamarrei, Rana tigrina, Kachuga smithi,
Trionyx gangeticus and Lissemys punctata.
4.3.3.2 Nammal Lake
Nammal Lake is located 29 km on Talagang Mianwali road in Punjab Province, with area of about 486
ha. The area of the lake is shallow brackish lake partly impounded by a dam at one corner, and fed by
a small spring and several intermittent streams rising in the low hills of the Salt Range. The maximum
depth of the lake is 5.8m, and the average 4.6m. The water is slightly saline and has a pH value of
7.3. The water level fluctuates widely, and is partially controlled by the removal of water for irrigation.
The climatic conditions of the area are dry subtropical climate with an annual rainfall of between 300
mm and 600 mm, and a relative humidity of 20%–85%. The minimum temperatures in January range
from 1°C to 5°C and the maximum temperatures in June from 40°C to 45°C. The wetland was first
designated as a Wildlife Sanctuary of 486 ha in 1970. The Sanctuary was re–notified in January 1979,
and since then, protection has been much improved.
The vegetation of the area mainly comprises of Carex fedia, Hydrilla verticillata, Juncus sp,
Phragmites karka, Potamogeton crispus, Saccharum spontaneum, Typha angustata and Zannichellia
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palustris. The natural vegetation of the region is a mixture of subtropical semi–evergreen scrub and
tropical thorn scrub with species such as Acacia modesta, A. nilotica, Adhatoda vasica, Dodonea
viscosa, Gymnosporia royleana, Olea ferruginea, Prosopis cineraria, Reptonia buxifolia, Salvadora
oleoides, Tamarix aphylla, T. dioica, Zizyphus, nauritiana, Z. nummularia, Chrysopogon aucheri,
Lasiurus hirsutus, Heteropogon contortus and Panicum ansidotale. Prosopis glandulosa has been
introduced in the area. Most of the land adjacent to the lake has been cleared for agriculture.
The lake is state owned, adjacent agricultural land is privately owned, whereas forested hill slopes
and range lands are state owned. The lake is used as a water storage reservoir for the irrigation of
adjacent agricultural land. Fishing is permitted under licence from the Punjab Fisheries Department.
The Department has recently developed a project to improve the fish stocks, and has stocked the
wetland with species of commercial importance. Livestock are grazed on the surrounding range land,
and some mining leases have been granted in the nearby hills.
Formerly an important wintering area for Anatidae, with between 2,000 and 5,000 birds present in
mid–winter in the early 1970s. Mergus albellus and Oxyura leucocephala were regular winter visitors
in small numbers, with maximum counts of 79 and 127 respectively. A flock of up to 50 Anser anser
continues to winter in the area, along with small numbers of a wide variety of other waterfowl. Other
waterfowl which have been recorded at the lake include Mycteria leucocephala, Ciconia episcopus, C.
ciconia and Mergus serrator. Mammals known to occur in the area include Canis aureus, Vulpes,
Felis libyca and Lepus nigricollis. The fish fauna include Catla catla, Channa marulius, Cirrhinus
mrigala, Cyprinus carpio, Salmo faria, Tilapia mossambica and Labeo rohita.
4.3.3.3 Jinnah Barrage
The Jinnah Barrage is located across the Indus River approximately 3 miles (5 km) south of the
Kalabagh town in the Mianwali District of Punjab province. The coordinates of the Barrage are N 32°
55.1846′; E 071° 31.1812′. It is approximately 655 miles (1,050 km) from the mouth of the Indus River
and 80 miles (130 km) south of the confluence of the Kabul and Indus rivers. The area of Jinnah
Barrage is mainly divided into two parts: hilly areas in the north, northwest and northeast; and a sandy
plain in the central and southern parts of the district. The mountains and hills consist of the Bhongi
Khal and Khattak Niazi hills in the northwest and the salt range in the southeast. The land of the
Jinnah Barrage is owned by the Irrigation and Power Department. This ownership dates back to the
time of the construction of the Barrage in 1946.
The flora of the area is divided into two zones, that occupying the riverine levels and that occupying
the higher surrounding areas. The predominant flora of the riverine flora includes shisham, mulberry,
bakin, sufaida, pipal, date palm, jand, karir and beri. The fauna of the area mostly includes the wild
boar (Sus scrofa cristatus), hare (cited as Lepus capensis, the brown hare, Jackal (Canis aureus),
Porcupine (Hystrix indica) and fox (Vulpes sp.) are rarely seen in the area. They can be found on the
belas and in the surrounding hills. Smaller mammals such as tree squirrel can still be seen in and
around populated areas. The belas on the upstream of the Barrage are good habitats of the migratory
birds and reptiles whereas the belas of the Downstream of the Barrage is lack of habitats due to the
human interaction
The adjacent town of Kalabagh and the two large belas occupying a significant part of the water area
upstream of the Jinnah during the winter period make the area attractive to visiting wildfowl. However
the easternmost of the two belas are covered by a dense growth of reeds, providing, which, provides
a habitat for seed eating and insect eating resident and migrant passerines. Fishing is not permitted
within the Jinnah Barrage pond or for a distance of 1.5 km downstream of the Barrage. Fisheries
Department issue contracts for fishing in the area downstream of the 1.5 km limit annually. The fish
species present in the area mostly includes mahasher, thaila, mori, gulfam, raho, singharee and
Mullee.
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4.3.3.4 Thanedar Wala
The wetland is under communal ownership; surrounding areas are owned by local villagers.
Thanedar Wala was declared a Game Reserve (4,047 ha) in 1976, and hunting is limited. The
wetland was listed as a Wetland of International Importance under the Ramsar Convention in July
1976. Legal protection is provided by the Wildlife Conservation and Management Acts and
Ordinances. The wetland is located 15 km east of Lakki, District Bannu KP with the area about 4,047
ha. The land is a shallow, fresh to brackish seepage lagoon and extensive marshy area formed at the
junction of Gambilla and Kurram rivers. The depth of water fluctuates from 0.1–1.5m according to the
supply of flood water in the two rivers, the levels rises in March and again during the period July to
September; the pH value is 9.0. Surrounding areas are mostly saline. The climatic conditions are dry
subtropical climate with an average annual rainfall of 250 mm and a relative humidity of 45%–65%.
Temperatures range from 4°C to 18°C in winter and from 25°C to 47°C in summer.
Principal vegetation is mostly marshy which includes Tamarix dioica, Typha angustata, Phragmites
karka, Cyperus laevigatus, Koch/a indica, Desmostachya bipinnata, Imperata cylindrica and species
of Chara, Launaea, Phoenix, Potamogeton, Ranunculus and Saccharuni. Much of the surrounding
area is cultivated for wheat and other crops. The natural vegetation of the region is tropical thorn
forest typical of saline tracts, with dominant species including Prosopis cineraria, Tamarix aphylla,
Zizyphus nummularia, Calligonum polygonoides, Rhazya stricta, Aerua javanica, Chenopodium
album, Cassia obovata, Heliotropium sp, Tribulus terrestris, Asphodelus tenuifolius, Cenchrus ciliaris
and Dactyloctaenium scindicum.
The Typha marshes are also present in the area which supports local weaving industry. The wetland
has recreational value for the public, and under proper management could become important for fish
conservation. The Fauna of the area includes Egretta alba and Anatidae, notably Tadorna ferruginea,
Anas crecca, A. platyrhynchos, A. clypeata, Aythya ferina and A. nyroca. Waterfowl recorded during
the mid–January censuses in 1987 and 1988 included up to 600 shorebirds of eight species and small
numbers of three species of Ardeidae, Ciconia ciconia, three species of Anatidae.
4.3.4 Game Reserve and Protected Areas
Game reserves are large areas of land where wild animals live safely in natural/open environment and
are hunted in a controlled way for sport purpose only. There are many reserve areas in Mianwali and
Attock districts (Table 4.24 & Figure 4.16) but proposed 4–Lane Motorway alignment is not passing
from any of such areas.
Table 4.24: Game reserves of Mianwali and Attock districts
Sr. No Game reserve District Area (Acres)
1 Chashma Barrage Mianwali 81750
2 Harnoli plantation Mianwali 2196
3 Kundian Plantations Mianwali 19274
4 Namal Lake Mianwali 1200
5 Kalabagh (Private) Mianwali
6 Kala chitta Attock 2,36,338
7 Rakh Kheri Murat Attock 13882
4.4 Socio–Economic Baseline
Socio–Economic Baseline of the project area has been established by utilizing both primary and
secondary sources. In addition, baseline was strengthened by sample social survey conducted along
the proposed road alignment administering questionnaires specially developed for this purpose.
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During survey data were collected from randomly selected sample villages/settlements through formal
and informal consultation with primary and secondary stakeholders.
There were two basic aims of the survey; firstly to inform and consult the local communities about
what is the proposed project and what would be the likely interventions and impacts and secondly to
carry out an in–depth socio economic survey of the villages/towns falling along the proposed road
alignment to establish the baseline.
4.4.1 Secondary Data
The main sources of secondary data include District Census Reports (DCRs) of Dera Ismail Khan,
Mianwali and Attock districts and Punjab / Khyber Pakhtunkhaw provincial departments like
education, health, agricultural, forestry, fisheries, wildlife etc. The data collected is briefly presented as
under:
4.4.1.1 Demography
Population
Population is one of the important indicators of socio–economic status of any area. The population of
all three districts for the years 1998 (Actual) and 2016 (Projected) are presented in Table 4.25. It is
evident from the Table that population in all districts is not dense.
Table 4.25: Population of all districts
Sr. # District Population (1998)
Annual Growth
Rate
Projected Population
for 2016
Gross Area of district (km2)
Population Density
(Persons/km)
1 Dera Ismail Khan 852995 3.26 1519584 7326 207
2 Mianwali 1056620 2.35 1605093 5840 325
3 Attock 1274935 2.23 1896263 6857 234
Total 5020924
(5 Million)
20023 251
Literacy
As per national definition, a person who can read and write statement with understanding in any
language prevalent in Pakistan is considered as literate. Literacy ratio is measured as number of
literate people to the population of 10 year and above age. According to the population Census of
1998, literacy rate in Dera Ismail Khan, Mianwali and Attock districts was 43.19%, 42.8% 49.3%
respectively, which is significantly below than national literacy level of 55%. Pakistan literacy rate is
among the lowest literacy rates in the world and according to the United Nations Educational,
Scientific and Cultural Organisation (UNESCO), it is 55 percent and stands at 160th in total countries
of the world.
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Figure 4.16: Wet Lands, Protected Areas, Game Reserves and Historical Places
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4.4.1.2 Administrative Setup
Administrative setup of Dera Ismail Khan, Mianwali and Attock districts is similar to other districts of
the KP and Punjab provinces, which is briefly described as under;
Dera Ismail Khan: Dera Ismail Khan is an administrative district of KP Province. The district is
subdivided into five tehsils i.e. Dera Ismail Khan, Kulachi, Darabin, Paroa and Paharpur spread over
47 Union Councils.
Mianwali: The district is administratively divided into three tehsils Mianwali, Esa–Khel and
Piplan stretched over 56 union councils.
Attock: The district was created in April 1904 by merging some area of Rawalpindi districts. Today the
District consists of 6 tehsils, which are Attock, Fatehjang, Hazro, Hassan Abdal, Jhand and Pindigeb.
District administrations of all districts are headed by District Coordination Officer (DCO) assisting the
Divisional commissioner and are accountable to him. The DCO is appointed by the provincial
government from the Federal or Provincial civil service. The DCO is assisted by district heads of the
departments generally designated as Deputy Directors or with Executive District Officers (EDOs), who
head each of the District offices. District heads of the other departments who report their performance
of his pursuits in periodical or casual meeting convened by DCOs. Main departments in all the districts
are district administration, judiciary, police, education; health, communication and Works, agriculture,
forest, irrigation, telecommunication, livestock and fisheries.
4.4.1.3 Ethnicity and Tribes
Ethnic system has great bearing on the economic and social pursuit of people especially in rural
areas of Pakistan. Ethnic and tribal system prevailing in Dera Ismail Khan, Mianwali and Attock
districts is described as follows:
Dera Ismail Khan is characterized by a very strong tribal bounds and very rich ethnic diversity and
cultural heritage. There are about one dozen major tribes with several smaller tribes and sub–tribes.
The Dera Ismail Khan has in addition to the Pathan tribes of Koh–e–Surkh a large mixed population of
Baloch and Jat tribes who had migrated here from south and trans–Indus areas. District has also a
large number of families belonging to Mootani Pathans tribes, these are Alizais, Sadozais,
Khawajazais, Khakwanis and Barkzais. After partition mostly Rajput stock were settled in Hindu
Mohalas of the city.
The population of Mianwali district is amalgamation of several tribes and castes in all of them forming
a pretty anthology of patterns like a lovely garden. The prominent features of these tribes are that they
have been living in perfect equanimity and composure and no ethnic disturbance of any kind has
taken place. The main castes residing in the district are: Niazi, Syed, Arain, Awan, Baloch, Jat,
Khokhar, Malik and Rajput. However, prior to their immigrations to this region they were concentrated
in the Marwat plains shared by both Marwat and Niazi. Marwat and Niazi, both are Lodhi Pathans and
thus share common ancestry. There exist the accounts that Marwats and Niazis battled near the
banks of Kurram River and Niazis had to leave the land and take refuge at ―Tarna‖ (nowadays called
Esa–Khel). However Niazis were able to establish themselves at trans–Indus village of Esa–Khel
which at that time was inhabited by the pastoral Jats and Awans. Then Niazi immigrations continued
across the Indus into the Mianwali area where they established and became the main dominating
tribe. Niazis are brave and strong–willed people and they prefer to serve in Police and Armed
Forces. Transport system of the area is also owned and operated by Niazis.
Attock finds its name in the history books dating to the rule of Chandragupta‘s grandson Asoka, the
Buddhist Emperor of upper India, who had converted to the Buddhist faith. In the Edicts of Asoka, set
in stone, some of them written in Greek, it is declared that Greek populations within his realm also had
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converted to Buddhism. However, during British rule and some period even after creation of Pakistan
district was named as Campbellpur. The district is inhabited by different tribes and races, namely,
Awan, Pathan, Khattar, Gheba, Jodhara, Gujjar, Rajput, Mughals, Syed and Sheikh. Most of these
tribes claim to be decedents of the invaders who came from Central Asia and Afghanistan. Tribal and
ethnic affiliations are still very strong.
The Sardari System also prevails in some parts of all above mentioned districts. However, life of
people of rural areas, particularly of project area, is built on two principles; hereditary authority and
personal bond of allegiance in which protection is exchanged with loyalty. Most of the tribal chiefs get
elected to the parliament tend to run democracy on traditional pattern. Occasions like births, deaths,
illness, and marriages serve as socializing accessions for women and common people who can, when
they meet exchange information and ideas and reinforce social ties and alliances.
4.4.1.4 Culture and Traditions
Dera Ismail Khan has a Mix culture of Punjab and KP, as it is on the borders of provinces. In Dera
Ismail Khan, festivals are celebrated with full zeal and zest. Both Eid‘s are greeted with full religious
fervour and people visit their relatives and neighbours after the ‗Eid‘ prayers. ‗Urs‘ of saints is also an
important festival celebrated by people of the area. Rural people especially participate in these ‗Urses‘
and ‗Melas‘
There is no specific regional dress. ‗shalwar kameez‘ is used by both men and women. Starched
cottons in pastel colours are in vogue. Aged men and women also use ‗dhoti‘ instead of ‗shalwar‘.
Men usually put on ‗chaddars‘ in winter instead of jackets or coats. And in summers, waist coats are
preferably worn on cotton ‗kameez‘. As for as the minorities living here are concerned; pawandas
(tribe of pakhtoons) wear colourful embellished frocks with ‗dupattas‘ covering their heads. Their men
put on turbans on their head and wear ‗shalwar kameez‘. Marriages occasions are of special
importance, to both the families and provide opportunities of collective activities of pleasure and joy
for wedding families, relatives and friends. Dowry is a cursed custom but still very popular here. The
bride‘s dowry is put on display and people specially come to see how much the parents have poured
in for the groom! The ‗mehndi‘ is not set up on that huge scale as it is in our big cities but the ‗nikkah‘
and walima are quite big celebrations.
Different cultures exist in different parts of the Mianwali. The natural environment greatly affects the
lifestyle of the people of this region, thus shaping their culture. Mianwali is a rich with regard to the
creative arts particularly poetry and music. The male dress comprised long white calico kurta (chola),
white calico tehmad (manjhla) and white muslin turban (patka). Every male had to wear a patka, as
bare head was regarded as a mark of insolence. The ladies used to wear colourful chintz (printed
cotton) kurti over a dark coloured cotton tehmad (manjhla) and traditional headgear known as tikra. A
sort of khusa known as pahn is popular female footwear. Locally made gold and silver jewellery
included gaani (necklace) chankangan (bracelet) chhaps (gold or silver rings), teelas, small golden
discs on both sides of the nose and walian, a set of 24 ear rings dangling from 12 tiny holes bored
along the edge of each ear (pinna). The caustic–soda washing soap was used as shampoo and face–
wash. Dandasa, surma, kajal and mehndi were used only on festive occasions.
The people living in Attock are mostly colourful and cultural while a small number of migrants also
reside here. The major casts living here include Rajas, Maliks, Chaudhrys, Jutts, Gujjars and Rajputs.
Potoharis are hardworking and friendly people. The people of Attock celebrate occasions with great
zeal. Special meals are set in the rural areas when the crops are harvested. People participate in
them vigour. The weddings are celebrated in a traditional way with girls singing ‗tappas‘ on dholak.
Hence, Attock is a region with rich cultural background. There is a difference between the rural and
urban areas of this region in terms of facilities and occupations. The contribution of this region to arts
and literature is immense. The people of this region are very warm and have their own dresses,
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traditions and customs. The most important part of the elite‘s weddings here is the mausiqi event
(singing programme). Local singers are called in and the occasion goes on all night. The events of
weddings are separate for males and females and bride and groom attend separately.
View of nomadic life in Dera Ismail Khan
4.4.1.5 Language
Saraiki is the native language of Dera Ismail Khan, but Pashto and Hindko are also spoken
fluently. Officially Urdu and English both are used i.e. in courts and different offices. The area is the
confluence of Pashtun and Balochi tribes. So a little bit of Balochi is also spoken and understood in
some parts.
As per 1998 census of Pakistan, following are the demographics of Mianwali district, by spoken
language:
Punjabi: 72.4%
Saraiki dialect: 12%
Pashto: 10%
Others: 6%
Similarly an over whelming majority of people (90%) of Attock district are Punjabi spoken while
remaining speak Pashto (5%) and Urdu (4%).
4.4.1.6 Religion
According to the Population Census of 1998, Muslim proportion of the population of Dera Ismail Khan,
Mianwali and Attock districts range from 92 to 92 percent. The religion composition shows that project
area is Muslim dominated like other parts of the country. The remaining population consists of
minorities such as ―Sikhs, Christians, Hindus and other scheduled castes which range from 3 to 8%.
Muslim population mainly belong to ―Sunni ―and ―Shia‖ creeds. There are many religious institut ions in
all districts where students from all over the province are seeking religious education.
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Sidra Sharief mosque at Dera Ismail Khan St. Thomas’ Church at Dera Ismail Khan
4.4.1.7 Archaeological and Cultural Heritage
No Archaeological or Cultural Heritage site was identified near to COI of proposed Motorway project.
4.4.1.8 Quality of Life of People Living near Project Area/ Economic Condition
Occupation / Livelihood
Livelihood of the population of all the districts mainly depends on agriculture and livestock raring. In
some part of Dera Ismail Khan and Mianwali districts irrigated agriculture is practised whereas whole
Attock district is rain fed. The livestock serves as their economic bank, which they sell and meet the
requirements in hour of need. Trade or business is another major source of livelihood. The people of
all the districts live simple life including clothes wearing and food. Unemployment, lack of potable
water, basic health and education facilities, electricity and roads are the major issues people are
facing. Educated persons are engaged in public and private service. People of Mianwali and Attock
districts are also dominantly employed in Pakistan Armed Forces.
Animal Market is an important place for trading of livestock animal. This activity takes place every
month/Week at important places in the area. Farmers generally, sell and purchase animals from these
markets. Annual and periodical animals (Livestock) exhibitions are arranged generally at district
headquarters. Where farmers participate with their distinct animals and get prizes and certificate.
Income
Under the prevailing socio–economic conditions in Dera Ismail Khan, Mianwali and Attock districts,
income of majority of household is very low.
Livestock
Livestock is the symbol of prestige and additional source of income for farming communities, besides
providing milk, ghee and meat. Data on livestock heads owned in Dera Ismail Khan, Mianwali and
Attock districts is presented in the Table 4.26.
Table 4.26: Livestock data of all three districts
Sr. # Name Dera Ismail Khan Mianwali Attock
1 Cattle 411432 456778 386192
2 Buffalo 205634 191778 121378
3 Sheep 248491 229751 180947
4 Goat 583923 503846 628642
5 Camel 12930 8796 8453
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Sr. # Name Dera Ismail Khan Mianwali Attock
6 Horse 4998 2063 2090
7 Mule 519 187 587
8 Donkey 43254 37648 46173
9 Poultry 1280079 764008 952432
Source: Livestock census report Punjab and KP 2006.
Industry
In Dera Ismail Khan, there are abundant Limestone and Gypsum deposits in the northern mountains
and Sherani hills but area remained under explored. The Sheikh Budin limestone, Lucky Cement
Factory, Tribal textile mills, Pak Germen Wood Working Centre, National Woollen Mills and Chashma
Sugar Mills are major industrial units in the district. Five flour and two oil mills also functioning in the
area which fulfil local demand. Besides these a number of small units of various industries are
established in the Small Industrial estate on Tank road.
In Mianwali district, ten large size industrial units are operating with about 14000 workers. Pak
American Fertilizer Limited and Maple Leaf Cement factory Grey/White Cement Plant are the major
units in the district and also small industries in the form of saws, oil mills, cotton mills, carpet, stone
crushing and cottage industry. Locally mined salt is also sold in the district as well as exported to the
other parts of the country.
Quite large number of industrial units manufacturing cement, textile, engineering, goods, and glass,
mostly located along the G.T road exist in Attock. Other major industrial units include Lawrencepur
Woollen and Textile Mills, Karim Aziz industries, Khawaja Glass Industries, Taxila Cotton Mills,
Pakistan Oil Fields, Sui Southern Gas, Fon Gas etc. Beside Kamra Aeronautical Complex and
Sajawal Ordinance Factories are also located in the Attock district and have provided employment
opportunities to the local residents.
Industries at Daud–Khel Mianwali
Credit Availability and Banking
Credit plays important role in the lives of poor and lower middle class families in project area. There
are two major source of credit, i.e. institutional and non–institutional. The availability of institutional
credit is very limited in the project area mainly due to lack of knowledge and secondly high rate of
interest charged on loans. However in public sector, Zarai Taraqiati Bank is main source of
development and production loans for farming community. Production loans are advanced by the
commercial Banks during Rabi and Kharif season to small farmers while development loans are
availed by large farmers. Micro finance credit is also advanced by Khushhali Bank and Frist Women
Bank for establishing small scale and handicraft business in rural areas. These institutes are
functioning at grass root level at tehsil headquarters. While field teams are also functioning in rural
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areas. Grass root network of commercial banks is also working in the areas. PRSP and NRSP
functioning as NGOs are especially providing loans for lining of water courses by forming WCAs. The
main sources of non–institutional credit are shop keepers, relatives and well–off families and locals in
the settlements Non–productive loans obtained from are mainly used for domestic and social needs
such as marriages, birth ceremony, deaths, health and education. Farmers also obtain agricultural
inputs such as seed, fertilizers and pesticides on credit from ‗Artis‘ (Commission Agents) repayable in
the form of agricultural produce to these commission agents on their terms and conditions.
4.4.1.9 Social Infrastructure and Services
Health Facilities
Health facilities available within the jurisdiction of the districts Dera Ismail Khan, Mianwali and Attock
are given in Table 4.27. Table shows that health facilities available in all three districts are more or
less, similar with minor variation depending on distance to the source of service. Attock district has
greater number of hospitals, BHUs, dispensaries and RHCs while, district Dera Ismail Khan had
lesser number of hospitals, dispensaries and rural health centres. It is evident from the above
mentioned information that hospitalization, rural health centres and mother/child centres are there in
all three districts but not as required according to the population.
Table 4.27: Health facilities in all three districts
Sr. # Facilities Dera Ismail Khan Mianwali Attock
1 Hospitals 7 4 10
2 Basic Health Units (BHU) 39 35 57
3 Dispensaries 24 110 25
4 Rural Health Centres (RHC) 4 9 5
Source: Health facilities Assessment-Punjab Rawalpindi District, 2011
Education Facilities
Education has significant impact on the life of an individual and families, which enhance quality of life
and thus productivity as a whole. It also serves as key indicator of any socio-economic development
of any area and region. The Table 4.28 below indicates the education facilities available in the
concerned three districts. Table shows that better education facilities are available in all three districts.
There are post–graduation, degree, inter collage, high schools for girls and boys with qualified staff
and proper building. Science and computer laboratories are also available in the schools. Although
high school for boys and girls exist at both the cities and rural areas, yet there is shortage of proper
staff, furniture, Science and computer labs in rural areas. Buildings are old which do not match with
the requirements of existing numbers of students.
Table 4.28: Education facilities in all three districts
Sr. # Category Dera Ismail Khan Mianwali Attock
1 Post Graduate Collage 4 1 1
2 Degree Collage 10 1 4
3 Inter Collage 4 3 4
4 Higher Secondary School 35 10 5
5 High School 99 75 76
6 Middle School 174 161 111
7 Primary School 1244 1259 1000
8 Mosque School 55 178 121
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Sr. # Category Dera Ismail Khan Mianwali Attock
9 Maktab School 129 158 229
10 Vocational/Technical/ Training Institute
62 87 609
Source: Socio-economic Profile of SDGP-SAP-PK Program- Punjab and Information of the Higher Secondary Schools
of KP.
Drinking Water
The easy access to potable/safe drinking water is one of the basic human needs. As per information
gathered in Multiple Indicator Cluster Survey
(MICS) 2007 - 08, Residents of the districts Dera
Ismail Khan have two type of access to drinking
water within the house and outside house. On an
overall basis, 64% percent households had
access to drinking water facility within the house,
while remaining 37% percent have to fetch water
from outside the house. The facility inside the
house is higher in the urban areas as compared
to the rural areas. On the other hand, non–
availability and shortage of drinking water a very
serious problem in Attock and Mianwali districts. Residents of Attock district 94% are use of improved
drinking water sources but use of properly treated water is 1.2% because potable underground water
is generally not available, water supply schemes are very expensive. In the other hand resident of
Mianwali district 99% use of improved drinking water resources but only 0.3% use properly treated
water whereas rest of the population meets its requirements through well, ponds, hand pups, small
dams and springs.
Sanitation
The sanitation condition of the Attock district is relatively better than Dera Ismail Khan and Mianwali
districts especially in the rural areas. Urban settlements had drainage facilities, but improperly
functioning. Sanitation system is available only in cities with the limitation of its proper and
environmentally safe system.
Electricity
A majority of houses in all three concerned districts are equipped with the facility of electricity as
source of light both in urban and rural areas. The scattered houses and houses located in far flung
areas are still not electrified.
Tele Communication
According to Census 1998, there are 24 telephone exchanges functioning in the district Dera Ismail
Khan, 32 in district Mianwali and 47 in Attock district. As regards mobile phone service all mobile
phone providers have setup their offices and necessary infrastructure in the districts and almost whole
districts are covered with mobile phone services.
The Pakistan Post department and various private couriers companies have also established their
offices in the area and are providing the required services. Head Post Office in all districts along with
Sub Post Offices and Branch Post Offices are in operation. Comparative analysis of the situation
revealed that the extent of telecommunication facilities in all three districts is quite satisfactory.
Hand pump installed at Mianwali
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Road Net Work
There is a chain of national, district and rural roads available in the all three district. Farms are linked
with markets by roads network. According to Punjab Development Statistics 2014, Dera Ismail Khan
is a junction point of three provinces but somehow has not been very lucky from roads perspective.
Major and important roads of the district are Dera–Chashma link road and Indus highway. On the
other hand District Mianwali is connected by roads to all major cities and town of the country. Attock
district is ancient city nearby Grand Trunk road.
Cultural Heritage
Dera Ismail Khan is an old city with many historical sites: old bazaars, ancient settlements and
graveyards. Moreover, Rahman Dheri is a Pre Harrapan site located near the city. It is the oldest site
found almost in 4000 BC. Pottery and other tools were also found in it.
District of Mianwali is important in the sense, as it is equally important in the prehistory as well as
historical period. The village of Mallakhel in the district has the Dinosaur foot prints which are
considered to be 160 million year old. These foot prints are being harmed due to human activities like
mining etc. The discovery was made by a geologist, Sadiq Malkani who is also explorer of Mid
Jurassic dinosaurs track ways in 2006. The footprints belong to two types of Dinosaurs, Plant
eater tyrannosaur sauropods and carnivorous theropod. It‘s worth mentioning that International
Journal of vertebrate Paleontology and Journal of Earth sciences both has confirmed this site true and
the findings a great treasure in 2006 and 2008 consequently.
Some local researchers and historians insist that Maniot Fort at Mari Indus actually belong to Ashok
era. Maniot or Manikot means fort of jewels. When Alexander the great invaded India, this whole area
was part of Persian Achaemenid Empire and there isn‘t any evidence that Alexander or his army had
any impact or remains left here. It‘s also a fact that areas of Mianwali district were integral part of
Greco Bactrian Empire of Kabul which ruled from 256 BC to 120 BC. The relation with Greco Baktrian
Empire and Mianwali could easily be connected from the Ruins of Rokhri, a village along Indus River,
some 15 kilometres from Mianwali city. This village had a Buddhist stupa which was destroyed in the
flood of 1928 on River Indus but with later excavations by Punjab Archaeology department, evident
Buddhist remains in stucco like Buddha statues, Bodhisattvas head and Bodhisattva matrias head,
Mother goddess, goblets and terracotta bricks were recovered which are displayed in Lahore
Museum.
A set of Hindu temples is still facing the vigour of weather on Salt range hill top at Mari Indus.
However, the structure and style closely resembles with the temples of Kafirkots along the River Indus
some 30 kilometres upward the stream. Another important aspect about these temples is its location
at hill top from where one can see miles away on either side of River Indus. Apart from these sites,
the city of Kalabagh is historically very important as Awan tribe came as part of Mehmood Ghaznavi
army but settled here. In and around Kalabagh city there are many un–named graves which are
attributed to some saints or even the Sahaba Karam (R.A). No doubt the Old city of Kalabagh called
Utlapatan is another symbol of antiquity. Dark and narrow streets with multi–storeyed homes show
how this old Hindu settlement flourished with business of salt and timber as well. Last but not the
least, The Baoli of Sher Shah Suri at Waan Bhachran though being decapitated with the span of time
but shows that notion very vibrant that in the period of Sher Shah Suri, Mianwali was considered or
supposed to be half way between Delhi and Kabul.
Gandhara was an historic region of ancient India, which corresponds to areas of Attock district.
Situated astride the middle of Indus River, the region had Taxila and Peshawar as its main cities. It
was originally a province of the Persian Empire and was reached by Alexander the Great. The region
passed to Chandragupta, founder of the Maurya Empire, in the late 4th cent. BC., and under Asoka
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was converted (mid–3d cent.) to Buddhism. The art form flourished in Gandhara until the 5th century,
when the region was conquered by the Huns. There are a number of historical and cultural
monuments in the district including Attock Fort, Beham Sarai, Shrine of Baba Wali Qalandari and
Gurdawara Panja Sahib.
Recreation and Tourism
The existing city of Dera Ismail Khan is a relatively new, rebuilt after flood of 1823 and many of its
original structures are still visible around the city. A popular tourist destination is a pre–Islamic fort
called Bilot, 30 miles (48 km) from the Dera Ismail Khan on Chashma highway situated on a hill.
A sacred Sikh shrine is located in the Chota Bazaar of Dera Ismail Khan; Guru Nanak visited this
place during his fourth itinerary. At the site where he stayed, a Dharamsala was built by his devotees.
Inside this door, there is a double–storey square building, where Prakash used to take place. There
are residential rooms around this building for pilgrims. Inside the building there is a Thara sahib (pious
seat) where Guru Nanak once sat. One Government Higher Secondary School is housed in this
building.
Mianwali district is a very colourful place. Namal Lake is a place of interest for the hikers and holiday–
makers. Kalabagh is also a worth visiting hill spot, famous for its red hills of salt range and scenic view
of mighty Indus River traversing through the hills.
There are many places to visit in Attock District, Attock fort is one of them and was completed in 1583
under the supervision of Khawaja Shams Uddin Khawafi, a minister of Emperor Akbar. The Mughal
caravan sarai outside the fort was also built during this period. The other sites are Attock Bridge,
Parks of the Kala Chitta Range, Artillery Centre, Cadet Collage, Shahpur Dam, Tanaza Dam and
Ghazi Barotha hydropower project.
Famous Sikh shrine Bilot Shareef Chota
Bazaar, Dera Ismail Khan
Tomb of Sir Henery Marion at Dera Ismail
Khan
Ruins of Kafir Kot fort, Mianwali Attock fort, Disrict Attock
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Namal Lake, Mianwali Red hills of salt range, Mianwali
4.4.1.10 NGOs and Social Organizations
NGOs
There are many NGOs working in the area. The famous NGOs are Foundation for Alternative
Development, Humanitarian Movements International (HMI), and Jinnah Welfare Organization are
actively working in Dera Ismail Khan District and Zafar Memorial Foundation, Anjuman Falah–e–
Moashra, Mianwali, Al–Mujahid Welfare Council and Sanjh NGO working for poor communities of
Mianwali district. Teen challenges Pakistan, IQRA Educational Trust, AMB–Adara Moasherti
Behbood, and Attock Sahara Foundation (ASF) are working in the Attock district.
Mechanism for Resolving Disputes
According to normal social practices in Pakistan, people have various disputes / conflicts on different
issues like other parts of the country. However, they resolve their minor disputes through family heads
while major disputes are resolved through Jirga and Law enforcement agencies. In case of serious
matters local political influential intervene to settle the dispute. Police and court of law is the last
option.
4.4.1.11 Poverty Status
Taking into consideration the nature and scope of sources of income from barani (rain fed)
agriculture, livestock, employment status, investment profit, remittances from main metropolitan cities
of Pakistan as well as abroad every second person was living below the poverty line of earning less
than US$1.50 per day per person.
4.4.2 Primary Data
This section provides baseline information and description of socio–economic environment of the
project area. It presents information on the project area‘s population, community structure, socio–
economic conditions and livelihood activities, state of education and health facilities. The purpose of
this socio–economic survey was to gather information about the generic characteristics of nearby
communities, their socio–economic status, cultural traditions, social issues and religious affiliations. It
also presents the public consultation outcomes during the field survey. The approach used during
data collection was interviews and FGDs techniques to qualitative data collection in 14 villages (as
representative of whole alignment), location shown in Figure 5.1. Socioeconomic was collected
through questionnaire (Annexure II) and focus group interviews with primary stakeholders including
local community members and village heads as well as the women of the project area.
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4.4.2.1 Population
Consultant has surveyed randomly selected fourteen villages along the proposed 4–Lane Motorway
route to know the socio–economic profile of the people living in the project area. Most of the
population lives in close and joint families which are rather extended. This is mainly because of object
poverty, close family marriages rural homogeneity and kinship. The detail pertaining to total
household and population of these villages is provided in Table 4.29.
Table 4.29: Estimated households and population in the project area
Sr. # Settlements District Households (#) Estimated Population (#)
01 Yarak Dera Ismail Khan 4000 25000
02 Moazam Dera Ismail Khan 400 1200
03 Paniala Dera Ismail Khan 3800 20000
04 Kachi Kath Garh Dera Ismail Khan 3500 20000
05 Iskandarabad Mianwali 1200 5000
06 Mari Indus Mianwali 200 1100
07 Daud–Khel Mianwali 33000 100000
08 Pai–Khel Mianwali 10000 24000
09 Dilewali Mianwali 1600 18000
10 Rokhari Mianwali 4000 12000
11 Langrial Attock 800 2500
12 Rawal Attock 700 1800
13 Khunda Attock 2000 15000
14 Kot Fateh Khan Attock 1800 5000
Total 67,000 250,600
Source: Survey by Consultants socioeconomic team, 2016
4.4.2.2 Community Structure
In the project area main ethnic communities are Jat, Pathan, Malik, Syed, Awan and Niazi. Between
the urban and rural population of the project area there is a marked contrast regarding gender
equality, population composition and traditions.
In the project area, majority of the people are
Muslims with different tribes and cast systems
and there are many religious institutions
established in area where students from all over
the country are seeking religious education. The
society being patriarchal the decision making is
solely vested in elderly males of the family / tribe
which becomes binding for females under their
charge. Society in general is structured on
kinship basis. Even on petty issues the ethnic
groups can get polarized. Each ethnic group
tends to stick to its culture and traditions, a
blending of culture and customs amongst various groups takes place inevitably. The society is
modelled on the authoritarian system linking the relationship between father and his sons.
4.4.2.3 Mechanism for Resolving Disputes
The people in the project area have two options available for conflict resolution. First is the
government judiciary system and second is tribal Jirga (Council of Tribal elders) system. The people
of project area are believed to be peaceful but sometimes a dispute between two individuals, from two
casts, may generate problems. Usually the individuals go to government Judiciary system if they are
People meeting place (Jirga) in Dera Ismail
Khan
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not satisfied with their Jirga award. Ordinarily, whenever there is a dispute between two persons
/parties, the notables of one side go for reconciliation to the other party and sit together to resolve the
issue. Sometimes the dispute is resolved through imposition of penalties in the form of cash, land and
kind.
4.4.2.4 Economic Condition
Occupation
Main occupation of the project area is agriculture. Tenure system includes non–cultivating owners,
cultivating owners, tenants and agricultural labourers. However, educated persons are also engaged
in public and private service. People of concerned area are also dominantly employed in Pakistan
Armed Forces. The majority of the people in the project area are working in nearby cities. Small
businesses, shop keeping, private or government services are the other occupations of the people in
the project area. Poor segment of population mainly count on agricultural and unskilled labour
activities.
Income
The population in extended project area lives below poverty line, mainly because of a significant
proportion of population is practicing agriculture on highly limited and marginal land which is mainly
rain–fed. The outputs are not enough to make the two ends meet for large families. Amongst the
remaining population rate of unemployment is high due to absence of major industries and under
developed agriculture and livestock sectors do not form a potential for labour absorption. Average
household monthly income ranges between Rs.5000 to Rs.7000, which implies that majority of people
in the project area are living below poverty line.
Fuel wood cutting and transportation at Dera
Ismail Khan
Transportation of goods at Mari Indus,
Kalabagh
Agriculture
It was reported during FGDs that although farming is widely practiced in the project area, farmers face
challenges because the area is rain fed. Families undertake subsistence agriculture on small plots of
land and seek to produce enough food to feed their families. Often the yields are not enough to feed
the family until the next harvest. This has been attributed to the lack of rain, tools, and poor farming
methods, prolonged droughts, pests and diseases. Since agriculture is the source of income, food
and general livelihood for these rural farmers, sometimes they are faced with situations where they
have to sell part of their produce to cater for emerging basic needs such as access to health facilities,
payment of school fees etc. In many cases they sell their produce at very low prices because the
market is not readily available. Middlemen exploit them when they are desperate to sell.
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The traditional Rabi and Kharif crops are cultivated to the respective season. Wheat and grams in
Rabi and cotton and pulses in Kharif are the major crops in irrigated area of project while, in rain fed
areas wheat and barley in Rabi season and ground nut and Jawar are the major crops. Crops yield is
mostly poor relying on the rain in the project area.
Agriculture land faaling within project area
(Mianwali)
Irrigation method in Attock
Wheat straw storage in Attock Cotton crop in Tehsil Isakhel
Livestock
Livestock rearing is common in the project area and is an important source of income for the rural
population. Buffaloes, cows, goat and sheep are seen, freely grazing in open areas or in fallow
agricultural fields. Almost all the households, who have their link with agriculture, are keeping
domestic animals. According to survey data average household keeps livestock in small herd of 2 to
5, depending upon the household landholding size and capacity to store the crop residues, fodder and
feed animals during the winter. The trend of livestock keeping is decreasing due to reduction in
grazing areas.
Livestock rearing in project area
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NGOs
Currently some international and national NGOs like Norway rehabilitation program, Muslim Aid, CUP,
FIDA, SPO, NRSP, KASHAF Foundation and AWAZ Foundation are working in the project area for
community development and micro financing. Credit plays important role in the lives of poor and lower
middle class families in project area. Micro finance credit is also advanced by NGOs for establishing
small scale and handicraft business in rural areas.
4.4.2.5 Social Infrastructure and Services
Health Facilities
The health facilities are inadequate in the project area. Although dispensaries and hospitals prevail
but there is shortage of staff, medicine and equipment‘s. In the project area health care services are
not at their best according to focus group respondents. They have access to health care facilities‘
however there are problems such as an inadequate supply of drugs, very few health personnel, lack
of modern facilities for proper diagnosis and the distances to the health centres being far away from
their homes. Health facilities can be accessed at nearby cities. Due to poor living conditions of the
population in project areas unhygienic living conditions and lack of potable water is the root cause of
many diseases. Most common diseases prevalent in the area are malaria, diarrhoea, hepatitis and
skin diseases. The existing health facilities in the project area are given below in Table 4.30
Table 4.30: Availability of health facilities in the project area
Sr. # Village District Facility Status
1 Yarak Dera Ismail Khan Basic Health Unit Lack of medical staff and Medicines.
2 Moazam Dera Ismail Khan Basic Health Unit Lack of medical staff and Medicines.
3 Paniala Dera Ismail Khan Hospital Lack of Laboratory facilities.
4 Kachi Kath Garh Dera Ismail Khan Dispensary Lack of medical staff and Medicines.
5 Iskandarabad Mianwali Hospital Adequate facilities are available in the hospital
6 Mari Indus Mianwali Basic Health Unit Lack of medical staff and Medicines.
7 Daud–Khel Mianwali Rural Health Centre Lack of medical staff and Medicines.
8 Pai–Khel Mianwali Basic Health Unit Lack of medical staff and Medicines.
9 Dilewali Mianwali Basic Health Unit Lack of medical staff and Medicines.
10 Rokhari Mianwali Basic Health Unit Lack of medical staff and Medicines.
11 Langrial Attock Nil Nil
12 Rawal Attock Nil Nil
13 Khunda Attock Basic Health Unit Lack of medical staff and Medicines.
14 Kot Fateh Khan Attock Basic Health Unit Lack of medical staff and Medicines.
Source: MMP EIA FGDs 2016
Education Facilities
The various levels of educational facilities available in the settlements located along the proposed 4–
Lane Motorway are given in Table 4.31. The Table indicates that the educational facilities of all level
for boys and girls are available in the project area. In addition, Madrassa schools for boys and girls
exist along the proposed alignment of the project.
Table 4.31: Availability of Education facilities in the project area
Sr. # Category Male Female
1 Degree Collage 2 3
2 Inter Collage 6 4
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Sr. # Category Male Female
3 Higher School 12 9
4 Middle School 14 12
5 Primary School 14 14
6 Madrasa School 12 10
Source: MMP EIA FGDs 2016
Housing
There was mixture of Pacca, Semi Pacca and Kacha houses in the project area except nearby cities
like Esa–Khel, Pindigheb and Fateh Jang where most of the houses are Pacca. Eighty percent (80%)
total houses in project area were Pacca. While, remaining 20 percent fall in the category of Kacha and
Semi–Pacca. It was observed that all the people were living in self owned houses.
Source of Drinking Water
Clean drinking water in project area is supplied through different sources i.e. tapped water supply,
hand pumps, wells, rivers and springs. Tapped water has become the major source of water supply,
using plastic pipes. Tapped water supply is considered to be the most hygienic source of drinking
water, which is available only in some part of the project area. During consultation majority of the
people complained about the drinking water quality as it has been contaminated due to sewage
seepage problem. Most of the people in project area use untreated water. In Mari Indus area as per
people perception ground water quality has deteriorated because of sewage of Iskandarabad
industrial estate.
Sanitation
The hygienic and sanitation conditions prevalent in the project area are not satisfactory. In project
area only 7% people have covered pit or flush latrines. Most people in rural areas use open fields for
defecation. Women use open surface latrines within the domestic compound; Younger children are
formally allowed to defecate in the courtyard but there were no arrangement for the disposal of solid
waste and sewage. People drained out used water in open places. The presence of animals within
the household compound often adds to the unhealthy living conditions.
Electricity
All villages studied have electricity facility. However, shortage of electricity and load shedding is
normal practice in the area like other parts of the country.
Tele Communication
The telecommunication services of all service providers are available in and around the project area.
Pakistan Telecommunication Company limited is also providing land lined and wireless telephone
services in the area. The post office and courier facilities are also available in the project area.
4.4.2.6 Summary
The various levels of social amenities available in the settlements located along the proposed 4–Lane
Motorway are given in the Table 4.32. The Table indicates that the health facilities are inadequate in
the project area. Although dispensaries and hospitals prevail but there is shortage of staff, medicine
and equipment‘s. In the project area health care services are not at their best according to focus
group respondents whereas the educational facilities of all level for boys and girls are available in the
project area with some problems. In addition, Madrassa schools for boys and girls exist along the
proposed alignment of the project. There was mixture of Pacca, Semi–Pacca and Kacha houses in
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the project area and whereas no proper safe drinking water facility in the project area. There is no
sanitation system in the project area.
Table 4.32: Social Amenities and their status in the surveys villages
Social Amenities Yes/ No Status
Health
Hospital Y Private – Only In Iskandarabad
Rural Health Centre Y Unexperienced medical staff and Shortage of medicine
Basic health Unit Y Lack of medical staff and Medicines
Dispensary Y Lack of medical staff and Medicines
Education
Degree Collage Y Shortage of proper staff
Inter Collage Y Shortage of proper staff and lack of IT Lab facility
High School Y Buildings are old which do not match with the requirements of existing numbers of students
Middle School Y Buildings are old which do not match with the requirements of existing numbers of students.
Primary School Y Buildings are old which do not match with the requirements of existing numbers of students.
Madrasa Y Lack of trained teaching staff
Social Services
Housing Y People living in worst condition
Drinking Water N Polluted/Untreated drinking water
Sanitation N There is no system
Electricity Y Shortage and problematic
Source: MMP EIA FGDs 2016
4.4.3 Gender Issues in the project area
Gender issues are gaining importance in development projects because female members of the
community are generally neglected while designing, assessing and implementing such projects.
Females are generally more vulnerable than male members of the society. This project is also no
exception to it. National level some gender indicators that will affect the women living in the project
area is given in Table 4.33.
Table 4.33: National level gender analysis
Gender equality element
Gender indicators and analysis
Education 19.3% of adult women have reached at least a secondary level of education compared to 46.1% of their male counterparts.1
Economic activity Female participation in the labor market is 24.4% compared to 82.9 for men. The GNI for women is USD$1,707 and for men is USD$7,4392. Amongst women who do work in non–agricultural jobs, most of them work in the government sector or work as teacher/professor or maidservant.3 Most female run enterprises sell their product within their village. In many rural areas of Pakistan, construction jobs are not common for women due to cultural reasons.4
Agriculture production
Women participate in planting, weeding and harvesting crops but not fertilizer or chemical application, irrigation or tree pruning. Men participate in all of the aforementioned activities. 5
1 Human Development Report, 2014
2 Ibid
3Pakistan Rural Household Panel Survey 2012 (Round 1): Household Characteristics
4 Ibid
5Pakistan Rural Household Panel Survey 2012 (Round 1): Household Characteristics
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Gender equality element
Gender indicators and analysis
Family roles and time utilization
Average hours spent by women per week on household chores: less than 2hrs on shopping and house maintenance; 2 to 5 hours on collecting water; 5.1 to 7.5 hours on washing and pressing clothes, preparing dung cakes, stitching and craft work for her own house; 7.6 to 10 hours on collecting firewood and fodder, washing and cleaning utensils, household agricultural activities; 10.1 to 15 hours on cleaning own house, cooking food for home; and over 15.1 hours on helping and caring children and elders6
Health In Pakistan, for every 100,000 live births, 260.0 women die from pregnancy related causes; and the adolescent birth rate is 27.3 births per 1000 live births.
Mother‘s Index Rating
In 2015, taking into account 5 criteria (lifetime risk of maternal death, under 5 years of age mortality rate, expected years of formal schooling, gross national income per capita, and participation of women in national government, Pakistan ranked 149 of 179 countries.7
4.4.3.1 The Consultation
The FGDs with female members of communities was the main source of data collection for the
women folks of the village falling within the project area. The village female is horizontal bonding
within social capital, whose opinion and decisions are always considered as vital and final on gender
aspects of socio–economic issues, therefore, women were taken on board in FGDs. A group of 52
women within concerned village constituted the focus groups. List of women attended the consultation
meeting is given in Annexure V. All women in the focus groups were within the age group of 30 to 60
years. Of the total women, 80% were married, 18% unmarried and the remaining two percent were
widows. The basis of analysis for gender issues in the study is based on primary data, generated by
FGDs of the project area. The educational level and occupation of participants of focus group is given
in Table 4.34 and Table 4.35 respectively.
Table 4.35 shows that about half of the consulted women are housewives and remain engaged on a
full time basis in household chores including food preparation, cleaning / housekeeping, caring and
rearing of children and taking care of old and sick members of the family. About one–fifth of the
women were contributing in household income through both indoor and outdoor activities, such as
teaching, dressmaking and shop keeping. Forty percent (40%) of the women possessed skills
including embroidery and stitching, which are minor household income generating activities. These
numbers are likely indicative of the roles women play in the project area. Women are also engaged in
the informal rural economy through the rearing of animals.
Table 4.34: Level of formal education of respondents
Education Level Respondents (#) Percentage (%)
Primary 8 15.4
Middle 10 19.2
Matric 9 17.3
Higher secondary school certificate 10 19.2
Bachelor of Arts (BA) 9 17.3
Masters of Arts (MA) 6 11.5
Total 52 100
Source: MMP EIA FGDs 2016
Table 4.35: Occupational status of women respondents
Activity Respondents (#) Percentage (%)
Housewife 26 50
Teacher 7 13
6Pakistan Rural Household Panel Survey 2012 (Round 1): Household Characteristics
7Pakistan Rural Household Panel Survey 2012 (Round 1): Household Characteristics
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Activity Respondents (#) Percentage (%)
Student 9 17
Dress maker 5 10
Shopkeeper 1 2
No occupation 4 8
Total 52 100
Source: MMP EIA FGDs 2016
Of the total women involved in the focus groups, 51.2% were involved in decision making process
regarding important issues of sale and purchase of property, for schooling and marriages of their
children. However, a vast majority of women (83.3%) were of the view that beside all the discussions
regarding decision making, final decision power lies with the male head of the family. A small number
of respondents (5.2%) had the right of ownership of the property. These findings are indicative of the
conditions for other women in the project area.
Fuel wood collection in Attock Household activities of women
Water fetching at Mianwali
Household activities of women
4.4.3.2 Feedback
General
In general, the project area reflects a male dominated society. Women face difficulties in getting
education and are not consulted for most of the decision–making processes. The gender situation is
affected by early marriage of girls, restriction on women‘s mobility and many household chores.
Women in project area have been victim of patriarchy, male chauvinism, social discrimination,
resource deprivation and denial of human rights. Despite constitutional and legislative provisions, the
customary law often prevails making it difficult for women even to claim their legal rights which are
supposedly guaranteed. Although Islamic laws of inheritance provide a share to daughter in father‘s
property but the custom does not allow it.
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The economic participation of women in the project area is different from that of men. Women
participate in both indoors and outdoors duties which are considered to be a free labour. Women fetch
water, collect fuel wood, look after animals, fetch fodder for cattle, process milk into butter, sour milk
and cheese, and work with wool. They are fully responsible for cooking, cleaning and taking care of
children and other dependent members. Some women are very good at producing handicrafts. The
traditional polygamy keeps them victim of inferiority complex. The women without children are treated
as an outsider by the family including her husband.
Health Facilities
Table 4.36 shows that 50% of the women participated in FGDs avail the health facilities in
government health centres including indoor hospitalization facilities. However, the availability of
professional, semi–professional, occupational medical staff and quality of related services remained
as an open question, 6.5% were in favour of relying on private medical facilities including paramedical
practitioners.
Table 4.36: Health facilities availed by women in last year
Health Centre Response (#) Percentage (%)
Basic Health Unit 13 28.2
Dispensary 15 32.6
Private Doctor 3 6.5
Hospital 7 15.2
Hakeem / Practitioner 8 17.3
Total 46 100
Source: MMP EIA FGDs 2016
Common Diseases
Unhygienic living conditions and lack of potable water in the project area are root causes of many
diseases. Women in four focus groups were asked about the most common diseases prevalent in the
project area. From their perspective they are diarrhoea, typhoid, eye diseases, skin diseases,
measles and pneumonia. See Table 4.37 for details.
Table 4.37: Most common diseases prevailing in the project area
Disease Response (#) Percentage (%)
Diarrhea 42 34.1
Typhoid 15 12.1
Malaria 15 12.1
Eye diseases 12 9.7
Skin Diseases 11 8.9
Measles 9 7.3
Pneumonia 8 6.5
Hepatitis 5 4.1
Tuberculosis 3 2.4
Chickenpox 3 2.4
Total 123 100.0
Source: MMP EIA FGDs 2016
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Door to door family planning services at
Attock Household activities of women
Economic participation of women
Women participation in agricultural activities
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5 Stakeholders Consultations
5.1 Introduction
The Government of Pakistan (GOP) places great importance on involving primary and secondary
stakeholders for determining the environmental and social impacts associated with project
implementation. In order to gather local knowledge for baseline, understand project affected person‘s
perceptions regarding impact significance, and propose meaningful mitigation measures, participation
of stakeholders has been taken as integral part of the EIA process of new 4–Lane Motorway project.
An attempt has been made to consult with a full range of stakeholders to obtain their views on project
interventions and anticipated impacts thereon.
The logic behind public consultation is that a project proponent has shared with all stakeholders‘
relevant information on the project interventions and potential environmental and social, (positive and
negative) impacts. The consultation process consists of initiating dialogues among all the
stakeholders. The process covers, starting from awareness campaign to the identification, inclusion
and participation of Project Affected Person/People (PAPs). Stakeholders including PAPs are
generally able to understand the implications of the Project activities.
The present EIA report has been prepared by consulting with local communities, NGOs and
concerned government departments/ organizations dealing particularly with related fields and to
ensure that their views and concerns have been taken into account in the study.
5.2 Specific Objectives of Consultation Process
The following objectives have served as the moving force for the design, implementation and fact-
findings for participation process:
To proceed information disclosure to create awareness among various stakeholders about
project development objectives and proposed interventions;
To start interaction process with PAPs and other stakeholders
To elaborate environmental and social issues
To begin establishing communication and an evolving mechanism for the resolution of social
and environmental problems at local and project level
To involve project stakeholders in an inclusive manner at proper stage of project process
To receive feedback from all types of stakeholders on adopting mitigation and enhancement
measures for environmental and social impacts.
5.3 Identification of Stakeholders
Stakeholders include all those who can affect and are being affected by policies, decisions or actions
while implementing any development project. Stakeholders can be individuals, group(s) of people,
organizations and institutions. During consultation meetings stakeholders reveal their concerns,
apprehensions and demands regarding the adverse project impacts mitigation and enhancement of
project benefits to the stakeholders. Stakeholders can be broadly divided into primary and secondary
stakeholders.
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5.3.1 Primary Stakeholders
The primary stakeholders are the intended beneficiaries or PAPs expected to be affected directly by
the project interventions. In this case, people living within the defined project corridor (100m) are
considered as Primary Stakeholders. Primary stakeholders identified and consulted include local
leaders/ influential, community members (men and women), local representatives, Imams, Teachers
and Union council members.
5.3.2 Secondary Stakeholders
This category of stakeholders pertains to those who may not be directly affected but have interests
that could contribute to the initiation, implementation at some stage, or affect decision making on
Project aspects. The Secondary Stakeholder include, NGOs and federal/provincial government
departments and organizations dealing with education, health, agriculture, forest, wildlife, fisheries,
and transport etc. Stakeholder consultations meetings were conducted in two stages:
5.4 Stakeholder Consultation during Scoping Stage
In the beginning of EIA process, field visit (Reconnaissance level) was conducted to scope the project
impacts and to create awareness about the project in both primary and secondary stakeholders.
Feedback of the stakeholders on environmental and social aspects of the project was ascertained,
which helped to scope the potential impacts and preparation of EIA report of the project.
Information Discloser at Yarak Sharqi, Dera
Ismail Khan
Information Discloser at Paniala, Dera Ismail
Khan
5.5 Stakeholder Consultation during EIA Preparation Stage
The second stage of the consultation process included conducting social and environmental focused
group discussions with local community members for primary data collection, identification of positive
and negative impacts, and needs assessment for social enhancement. In addition to consultative
sessions, in depth discussions / consultative meetings were held with NHA officials, NGOs,
government departments and line agencies to get their response on the project interventions.
A variety of scientific techniques were adopted including an interview guide, focused group
discussion, informal discussion and consultative sessions to collect relevant and reliable facts
(empirically verifiable observations) on the subject of EIA study. These sessions were informal to
encourage friendly social environment in which participants were comfortable in raising questions,
expressing their opinion and concerns about the project besides seeking clarifications. The FGDs
were instrumental in the process, whereas one–to–one meetings were held with the institutional
stakeholders. These discussions were held with project beneficiaries and other local communities.
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The consultation process provided a meaningful understanding of local social issues for the social
impact analyses. Meetings with institutional stakeholders like government departments, NGOs and
line agencies were organized to discuss project interventions and their potential impacts on the local
communities and environment.
5.5.1 Consultation with Primary Stakeholders
Consultations mainly in form of ―Focus Group Discussions‖ (FGD) with Primary Stakeholders in 14
villages were carried out at public places (Table 5.1). The digest of major issues raised by
communities during meetings are given in Table 5.2 and location of these villages is shown in Figure
5.1. The complete village wise list of participants and detail of issues raised are provided in Annexure
VI.
Table 5.1: Location of FGDs
District Village
Dera Ismail Khan Yarak, Moazam, Paniala, Kachi Kath Garh
Mianwali Iskandarabad, Mari Indus, Daud–Khel, Pai–Khel, Dilewali, Rokhri
Attock Langrial, Rawal, Khunda, Kot Fateh Khan
Participants were first briefed about the project objectives, proposed route alignment, main design
parameters and major interventions associated with the project construction. Afterward, people were
asked to express their views regarding the proposed project. In general participants appreciated the
project and offered comments & suggestions to enhance the expected environmental and social
benefits (Table 5.2).
Table 5.2: Main points raised by local communities during consultation meetings
Issue raised Main comments Stakeholders who
raised comments
How they have been addressed
in the EIA
Job preference to local
people
Job preference should be
given to local people.
People of almost all
villages of
concerned area
This recommendation will be
included in the EIA and the EMP.
The contractor will be made
contractually bound to disclose the
―Recruitment Policy‖ that
specifically includes priority to
local people.
Judicious compensation
against land acquired
Compensation process
should be transparent and
based on market rate
People of almost all
villages of
concerned area
Comment will be passed on to
NHA through EIA and EMP
Hiring of local people Hiring process shall be
open and transparent and
hiring committee should
include participants from
every village nearby.
People of almost all
villages of
concerned area
This recommendation is included
in the EIA and the EMP. The
contractor will be contractually
bound to disclose the
―Recruitment Policy‖ that
specifically includes a requirement
to prioritise local employment for
unskilled and semi–skilled
positions that become available.
Health and educational
facilities in the area
Government should help in
the up gradation of
educational and health
facilities in villages located
along the proposed route.
People of Yarak,
Moazam, Khunda,
Rawal, Langrial
villages
Comment will be passed on to
NHA through EIA and EMP.
Availability of safe drinking
water
NHA should arrange clean
drinking water in nearby
People of Yarak,
Paniala, Kachi Kath
Comment will be passed on to
NHA through EIA and EMP.
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Issue raised Main comments Stakeholders who
raised comments
How they have been addressed
in the EIA
villages. Garh, Rawal, Pai–
Khel, Daud–Khel
villages
Privacy of local people will
be disturbed due to
construction work
NHA should ensure this
concern
People of almost all
villages of
concerned area
This request will be passed on to
NHA for consideration through EIA
Compensation to non–
owners and tenant
Compensation process
should also cover those
people who have no title
on the land but are
occupant
People of almost all
villages of
concerned area
Comment will be passed on to
NHA through EIA and EMP
Road accidents during
construction phase of the
project
NHA should rehabilitate
the old roads to be used
during construction phase
to avoid traffic hazards to
local community
People of almost all
villages of
concerned area
Traffic management plans that
address road safety will be
included in the EMP.
Livelihood will be disturbed
in case of agriculture land
and businesses
NHA should ensure
restoration of livelihood
People of almost all
villages of
concerned area
This request will be passed on to
NHA for consideration through EIA
Access to Villages NHA should allow easy
access to villagers along
the proposed route
People of Langrial,
Rawal, Khunda, Kot
Fateh Khan villages
This request will be passed on to
NHA for consideration through EIA
List of women participated during consultation is given in Annexure V.
5.5.2 Consultation with Secondary Stakeholders
The consultant environmental and social team visited various organizations and offices located in
Dera Ismail Khan, Mianwali and Attock districts for information disclosure and to get feedback. The
team first of all briefed the departments about the project. The discussion with Secondary
Stakeholders was mainly focussed on following topic:
Baseline environmental and socio–economic conditions of the project area
Expected impacts of project on natural and social environment
Mitigation of adverse impacts associated with project
The digest of comment and suggestions received is given as under, whereas, complete list of offices
visited, official consulted and feedback received is provided in Annexure VII.
Archaeological or historical places if found within the project area should be protected.
Damage to flora and fauna must be avoided or minimized
Construction related issues like excavated material, soil erosion, hazards for local
communities and labour force should be appropriately addressed during the construction
activities.
HSE awareness should be provided to the local public being directly affected by the
construction of the road.
The project proponents should develop organizational structure to handle the environmental
and social issues during the project implementation.
NHA must ensure free mobility of women, children and local farmers during construction
phase.
Unnecessary clearing of vegetation should be strictly prohibited.
NHA should ensure safe transportation of construction material
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NHA should ensure health and safety measures for labour force working on the project
The movement of project machinery must be restricted to the working corridor.
Ensure rights of employment for local community people
Consultation with Irrigation department
Officials at Jinnah Barrage.
Consultation with District Officer Roads
Mianwali.
5.6 Women Stakeholders Consultation
Besides male members consultation with female members of the communities was also carried out in
project area during the EIA preparation. Female participants were first briefed about the project
objectives and interventions and then were requested to give their views. Women‘s main concerns
were generally related to the existing hardships they are facing, as under:
Drinking water in the area is contaminated and people have to use this contaminated water.
Problems of proper disposal of solid waste and sewage issues
Needs to introduce computer as a subject in the schools
Lack of cold drinking water in summer in the school
Lack of health facilities, especially for women in the project area
Needs of a vocational training centre for women in the area.
The detail of Women Consultation is given in Annexure V.
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Figure 5.1: Places of Public Consultation Located in the Map
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6 Impact Assessment and Mitigation Measures
6.1 Overview
This chapter focuses on the identified environmental and social impacts, proposed mitigation
measures of adverse impacts and enhancement measures of positive impacts associated with the
construction and operational phases of the Project. The impact assessment process is based on the
consultants experience on such projects, site specific baseline conditions and feedback received
during stakeholder consultation meetings.
Mitigation and enhancement approach include:
Propose measures for elimination or to minimize the anticipated adverse environmental &
social implications of project interventions. Mitigation may involve all or some of the following
actions
o Avoiding the impacts altogether by not taking certain actions or part of an action;
o Minimizing impacts by limiting the degree or magnitude of the action and its
implementation;
o Rectifying the impact by repairing, rehabilitating or restoring the affected environment;
and
o Compensating for the impact by replacing or providing substitute resources.
Propose measures to enhance the predicted positive environmental & social impacts; and
Document the proponent and contractor‘s commitments and responsibilities with respect to
environmental and social implications of the project.
The construction of new 4–Lane Motorway has the potential for a variety of positive and negative
impacts on physical, biological and socio–economic conditions of the area. Adoption of the mitigation
strategy mentioned above will ensure long–term socio–environmental sustainability of the project.
The majority of impacts are expected to be marginal and are likely to occur during construction phase.
The impact assessment has been based on that environmental checklist developed by the Asian
Development Bank (ADB) has been given in Table 6.1.
Table 6.1: Environmental Impact Checklist
Component Environmental Issues Component Environmental Issues
Water - Water availability
- Water quality
- Erosion sedimentation
- Floods river bed morphology
Economic - Income
- Employment
- Land value
- Resettlements
Land - Land submergence
- Geology and seismology
- Land severance
- Reservoir
Human Use - Livestock
- Fisheries
- Cultivation
- Transport and communication
- Recreation
Climate - Climate change
- Micro–climate
Cultural - Lifestyle
- Historical and archaeological
- Sites
- Aesthetics
Atmosphere - Dust
- Noise
- Air quality
Fauna - Wildlife
- Fish
- Bird
- Reptiles
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Component Environmental Issues Component Environmental Issues
Social - Population
- Demography
- Land ownership
- Social cohesion
- Social attitude
- Gender and age
- Health
- Safety
Flora - Forests and trees
- Other terrestrial
- Vegetation
- Aquatic vegetation
6.2 Potential Positive Impacts
The proposed road connectivity will traverse through different towns and Indus River (Between
Kalabagh and Mianwali). The main towns falling along and near to proposed route are Rwalpindi/
Islamabad on M–1, Pindi–Gheb, Fatehjang, Daud–Khel, Kalabagh, Mianwali and Dera Ismail Khan.
The road will help in bringing goods of these areas to national and international markets. The key
positive impacts identified are outlined in Table 6.2 below:
Table 6.2: The key positive impacts of the proposed project
Sr. # Potential Positive Impact Justification
1 Improvement of poor road
infrastructure in the area
The existing roads infrastructure to reach M–1 is a challenge to drivers
and causing damage to the vehicles. The excess smoke and
Particulate Matter (PM) being generated is a health hazard to people
living across these roads. The 4–Lane Motorway being state of the art
road will significantly reduce PM and smoke emissions.
2 Enhanced economic growth due to
improved road connectivity
The 4–Lane Motorway will ease movement of human and goods and
thus generate movement of more cargo by road and correspondingly
increase economic growth.
3 Creation of jobs and employment
opportunities
The proposed project will provide direct and indirect employment
opportunities to skilled and unskilled manpower both during
construction and operational phases. In addition, there will be
opportunities for establishing business in service areas of the 4–Lane
Motorway. A lot of employment opportunities will arise from investment
and economic opportunities attributable to improved road connectivity.
4 There will be enhanced productivity,
reduced travel times and less stress
to road users.
Some of the employment opportunities will arise from improvement in
commerce and trade, new jobs in the transport industry, better market
access for livestock and livestock products, market access for
agricultural products. Travel time to destinations will be greatly
reduced. This will be a relief to many motorists who have to travel from
Dera Ismail Khan to Mianwali, KP, AJK, GB and China.
5 Reduced transport costs Truck drivers and other motorists will take a much shorter time to
reach their destination. This will result in less fuel consumption which
will not only be a saving to the transporters and other motorist but also
a saving to the country on foreign exchange since major part of fuel
has to be imported into the country.
6 Economic and social value addition
to the project‘s area of influence
There exists a close relationship between transport infrastructure and
primary production (agriculture, animal husbandry, fishing, forestry
and mining). Without good access transportation of production is not
feasible. Availability of good transport infrastructure attracts not only
traders and transporters, but agriculturalist and other producers as
well.
7 Appreciation of property value Development of 4–Lane Motorway will help in creating influx of
investors resulting in high demand for property within the project area.
8 Improved living standards of
communities
There will be a general improvement on the living standards of the
communities living along and near to the road alignment.
9 Improved response to emergencies Dera Ismail Khan, Mianwali and adjoining areas are presently not well
connected with other parts of the country and lacks in basic amenities.
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Sr. # Potential Positive Impact Justification
The 4–Lane Motorway is expected to aid in rapid response to
emergencies which will in turn save human lives and livestock.
Serious patients can be transferred to better hospitals in Islamabad,
Rawalpindi and other parts of country.
6.3 Potential Negative Impacts
6.3.1 Preparation of Site-specific EMP (SSEMP) and Associated Plans
Inorder to reduce the potentional negative impact associated with the project the Contractor‘s
Environmental and Social staff (C–ES) will prepare the SSEMP along with all Management Plan
(MPs) soon after the mobilization. Environment and Social staff of Construction Supervisions
Consultant (CSC) will help C–ES in preparing the SSEMP and MPs. After approval of SSEMPs from
CSC, the contractor will present it to Pb–EPA. The SSEMP and MPs will demonstrate the manner
(location, responsibilities, schedule/ timeframe, budget, etc.) in which the Contractor will implement
the mitigation measures specified in the ESMMP. Following MPs will be prepared along with SSEMP:
- Traffic Management Plan
- Borrow Area Management Plan
- Spoil Disposal Plan
- Hazardous Waste Management Plan
- Noise and Dust Management Plan
- Solid Waste Management Plan
- Drainage and Runoff Management Plan
- Tree Cutting and Replanting Plan
- Health and Safety Plan
6.3.2 Physical Impacts
6.3.2.1 Project Location and Design of Road Infrastructure
Following criteria was followed while selecting the final road alignment/ location:
Avoid the protected areas and its buffer zone;
Avoid the ecologically sensitive area and its buffer zone;
Avoid the cultural, religious sites and its buffer zone;
Avoid populated area;
Avoid the agricultural land to the extent possible.
Based the above guidelines the final alignment was selected therefore the final alignment does not
disturbed any of the ecologically, religiously, culturally important sites. Majority of the road alignment
passes from barren land avoiding agricultural fields.
For the Designing of the road infrastructure following consideration shall be made:
Design of infrastructure that conforms with the site features (topography and aesthetics)
Design of appropriate construction that provides for incorporation of minimum removal of
vegetation and existing trees.
Design appropriate containments for oils/other construction chemicals and sanitary waste
from the contractor‘s camp and other places.
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6.3.2.2 Impacts on Topography and Drainage
Construction Phase
The interventions of the project are not likely to impact the topography of the area on a large scale
except for those areas where the physical activities of excavation, digging and movement of heavy
machinery will take place. Similarly, areas where excavated material will be disposed, dumped or
stored will be negatively affected. The impact can be considered as a negative with moderate
magnitude, low sensitivity and local in nature. Thus the overall impact significance is categorised as of
minor significance and therefore do not require mitigation.
The construction of road and associated infrastructure is expected to affect natural surface drainage
thereby affecting other water users and natural drainage of the area. The impact is considered as
local, moderate magnitude and medium sensitivity. Thus the overall impact significance is categorised
as of moderate significance.
Mitigation Measures
The following measures should be implemented in order to mitigate the impact on drainage during
construction phase of the project:
Construction of properly designed structures to pass maximum possible volume of water
where required.
Spoil heaps and soil stockpiles shall be located so as not to disturb natural drainage.
Operation Phase
Neither a negative nor a positive impact determination is anticipated on topography and drainage as
there will be no further cutting, filling and construction activities during operational phase of the
project.
6.3.2.3 Impacts on Geology and Seismology
The project involves cutting and filling activities on limited scale (100m x 285km) and is not expected
to change the basic geology of the area. Similarly non–significant impact on seismology of the area is
anticipated as project area is not lying in the seismically active zone (Figure 4.213).
During construction phase necessary measure would be taken to face the situation and carry out the
activities in safe way. However, in operation phase high magnitude earthquakes can impact the road
and even can damage the road. To cope with the associated risks, a disaster management plan will
be prepared by NHA in association with Disaster Management Authority during operation phase of the
project.
As the project activities will not cause any change in geology and seismology of the area therefore
overall impact can be considered as a negligible with negligible magnitude and sensitivity thus do not
require mitigation. However, following precautionary measures should be taken to reduce damages to
Motorway and its associated structures from earthquake shocks.
Measures to reduce damages
All structures to be built must be designed giving maximum allowance to seismic factors. A very
careful analysis of the situation will be required during the design stage of the project by seismologist.
6.3.2.4 Impacts on Land sliding
Construction Phase
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Land sliding seems not a big issue in the project area as major part of the proposed route of the road
passes from the plain area. Excavation sites, soil/ material piles and hilly area encountered on the
route in Salt Range area between Pindi–Gheb and Daud–Khel may be considered as prone to land
sliding for which mitigation measures will be required. The impact can be considered as a negative
with minor magnitude, medium sensitivity and local in nature. Thus, the overall impact significance is
categorised as of minor.
Operation Phase
There may be occasions when landslide may take please due to unusual earth quakes and heavy
rains in salt Range area. This would cause damage to the road and pose risks to the vehicle and
human life. The impact can be considered as a negative with minor magnitude, high sensitivity and
local in nature. Thus the overall impact significance is categorised as of moderate.
Mitigation Measures
Proper design of the road in salt range area covering sufficient space between road and top
of the slopes.
During excavations and levelling the ground for the construction of the road the excavated
material will be filled in other areas where there is need of filling and in case if the material is
not in use safe piles of borrowed material would be made, in case of hills the excavation
would be started from the top and gradually taken down. It must be stabilized by pre–
designed support systems such as mesh and rock bolts prior to the next riser for excavation.
Early warning systems will be introduced that will indicate when cracks appear on road and
allow any widening to be monitored. This system will not be of use in unpredictable scenarios,
such as earthquakes. The system will use numbered, glass strips positioned strategically
across key areas. These will be monitored on a weekly basis for any breakage. Should a
breakage occur, the gap will be measured and monitored for any widening that will provide an
early warning of a potential landslide.
6.3.2.5 Impacts on Land Use
There will be no significant change to the present land use of the area. Areas that will change to
certain extent include the linear length of 285 km, 100 m wide coming under construction of the new
4–Lane Motorway, temporary worker camps and the disposal area for excavated material that cannot
be reused.
The impact can be considered as a negative with minor magnitude, low sensitivity and local in nature.
Thus the overall impact significance is categorised as of negligible therefore no mitigation measures
are proposed.
6.3.2.6 Landscape and Visual Intrusion
The landscape within the project area consists mainly of monotonous plains dominated by shrubs.
The plains are continually interrupted by upland areas off–site of the road. On the whole, complete
COI being typical rural landscape. The important scenic sites along the proposed Motorway corridor
includes; Indus River, Daud–Khel Industrial Estate, Salt Range and Soan River.
Construction Phase
During construction the related equipment and influx of workers will temporarily affect the visual and
landscape values of this area, as will any excavation works and dumping areas. In addition, access
roads to these sites may impact landscape values. The construction of new road includes the removal
of the natural landscape of only project area which will decrease the visual amenity. Quite often,
broken down machinery, structures and other facilities are left on the camp site at decommissioning.
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This could create visual intrusion. The impact will depend wholly on the decommissioning standards
set out in the contract details. Overall impact can be considered as a negligible with negligible
magnitude and low sensitivity.
Operation Phase
The landscape along the road will improve significantly because of new plantation to be raised on
both sides of the road by the project. However, on the other hand during operation along with the road
some other structures will also be developed, which will enhance the economic condition of the area,
but will change the visual amenity of the area impacting on the surrounding landscape and visual
amenity. The overall impact on landscape and visual amenity is assessed to be negligible.
Mitigation Measures
A detailed landscape plan shall be prepared at detailed design stage for the project. This will include
the proposed plantation of suitable trees, based on location and availability of space along the road
and also establish green belt. This shall more than restore the microclimate to its baseline situation
and enhance the landscape of the area. This visual impact can also be mitigated by tree plantation
along the proposed Corridor. It would also serve as physical barrier between the road and the existing
settlements as well as future developments.
6.3.2.7 Soil Erosion and Degradation
Construction Phase
The project area receives low rainfall, which is erratic in most cases but occasional torrential rains
always has the potential for soil erosion and degradation. The excavation site and excavated material
dumped may result in soil erosion by both water and wind. The impact is expected to be higher during
the construction phase. During operational phase when the road acts as a barrier to floods
concentrated water flow and enhancing scouring of the road embankment and side drains may occur.
Soil erosion and contamination may occur on roadside, at contractors‘ camps due cutting/ filling
operations, clearing of vegetation and land levelling activities can destabilize the surrounding land
surface, particularly if the excavated area is left unfilled for long, which may lead to rainfall induced
soil erosion. The unspent materials and debris produced from consumed up materials, if left as such
and allowed to mix with soil underneath, can degrade the quality of receiving soils and may render
them unfit for plantation later stages.
Unplanned disposal may create environmental impacts such as an increase in dust pollution, a
decrease in aesthetic value, erosion. The impact is assessed to be minor and temporary in nature
however, should any spoil be eroded into the Indus River, and then the impact will increase in
significance to moderate and permanent.
The surface soil has the potential to be contaminated by construction material, vehicle movement and
various construction activities. Spillage of fuel, lubricants, and chemicals has the potential to result in
contamination of soil.
The spillage can occur:
During transfer of fuel from one container to another or during refuelling
Maintenance of equipment and vehicles
Due to leakage from equipment and containers
Dropping of material near the asphalt plant
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Also by accidental spills
In addition, construction activities may cause soil erosion in the following ways:
Heavy vehicles used during construction activities compact soil, resulting in the reduction of
their infiltration capacities, thus facilitating surface flow and possible gully formation.
Clearing of vegetation along the roadside during construction will cause a reduction of the
vegetation cover within the ROW. This will expose soil to erosion.
The impact is assessed to be temporary, minor in magnitude with local impact within ROW and low in
sensitivity therefore the overall impact is negligible.
Mitigation Measures
The impacts during construction phase can be minimised by:
To reduce the adverse impacts of excavated material the emphasis will be on reduce the
volume of material requiring disposal as far as possible then disposing of the material in an
environmentally sound manner. The Project has been designed to use most of the excavated
material in filling of ground where needed. Any remaining spoil will be dumped at a depressed
area located along the road in an environment sound manner and area will be restored.
Unnecessary excavations should be avoided.
Excavations would be kept confined to the specified foundation spots as per the approved
engineering drawings.
Restriction of machinery and vehicles to designated areas.
Spill prevention trays will be provided and used at refuelling locations
Oils, fuels and hazardous materials will be stored in appropriately bunded area with a
capacity of 110% of the volume of largest container
Fuels lubricants and chemicals will be stored in covered areas, underlain with impervious
lining
Appropriate spill control arrangements, including shovels, plastic bags, and absorbent
material will be available near fuel and oil storage areas.
Fertile top soil to be disturbed must be stock piled separately for future use during
development of green areas/belts.
Best practice construction methodology will be used in line with local regulations and
international guidelines.
Further, to avoid soil contamination, construction materials will be appropriately stored and
must be handled properly to prevent leaks and spills that could contaminate surface soils or
leach into the groundwater. Hazardous and toxic materials will be stored separately and
handled with caution following the relevant safety guidelines contained on the datasheet.
Construction material disposal areas will be well marked and monitored so that appropriate
procedures for disposal of different agents and waste materials are followed to minimize any
potential contamination.
Soil erosion can be minimized by regular rehabilitation of areas not in use for Project
activities. Rehabilitation will include immediate re–vegetation of slopes using fast–growing
indigenous species and different functional groups of plants i.e. shrubs and grasses for
keeping soil in place.
Roads and access routes will include suitable road engineering techniques such as road edge
buffer re–planting.
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To minimize the potential for soil erosion, upon completion of all disturbed areas would be
contoured and re–vegetated.
Operation Phase
As no major works are involved during operation phase, therefore, no impact on soil is expected
during this phase. However, due to poor maintenance the concentration of flows at inlets of culverts
may cause increase in flow volume leading to soil erosion at the outlet during operational phase of the
project. Overall impact can be considered as a negligible with negligible magnitude and low sensitivity
thus do not require mitigation.
6.3.2.8 Climate
Construction Phase
As Project interventions are spread over a wide area there is no change predicted in the
macroclimatic setting. The microclimate is likely to be temporarily modified by vegetation and tree
removal, levelling of land, cutting and filling, and working of machinery, however, the impact will be
localized and limited to the active construction zone.
Particulate matter will create a negative impact on the microclimate but this will be short term and can
be easily mitigated using appropriate control measures. These negative impacts will mainly be
restricted to areas adjacent to the Motorway, excavated areas, dumping sites, labour camp areas and
machinery parking areas.
The deterioration in the microclimate during the construction phase will be temporary in nature and
will disappear with the completion of the project. Therefore, overall impact can be considered as a
negligible with minor magnitude and low sensitivity.
The mitigation measure to be adopted during construction phase includes;
All site vehicles will be in good running order, and
Water spraying will be carried out on unpaved routes, excavated sites and dumping areas,
particularly during very hot and dry weather.
Operation Phase
As reflected above, there will be no climate issues relating to the operational phase of the project. It is
proposed to plant five times more plants than the number of trees felled along the road sides as well
as additional measures such as landscaping along the project area will be planned after completion of
project. Thus no impact is identified on climate during operational phase of project.
6.3.2.9 Air Quality
Air quality is defined by ambient air concentration of specific pollutants determined to be of concern
with respect to the health and welfare of the general public. Construction activities associated with the
project are expected to have short–term and minor adverse impacts on local air quality. Such impacts
would be primarily caused by increased emissions of particulate matter, carbon monoxide,
hydrocarbons, and nitrous oxides from construction traffic.
Construction Phase
The project activities during construction will involve large movements of heavy diesel operated
machinery and vehicles which produce more noise and generally emit more smoke. Similarly, various
levels of noise and air pollution are expected to be generated from construction machinery and
equipment, working of heavy earth moving machinery, drilling, asphalts mixing plant, concrete mixing
and pouring equipment etc. All these activities will become major sources of noise, smoke and dust
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pollution. High noise and air pollution level if not mitigated will cause major adverse health impacts on
workers on the project site and in local communities. The pollution in the air in the form of dust,
vehicle exhaust, particulate matter, aerosols, smoke and gases will increase besides an increase in
noise pollution. The impact on air quality is considered as short duration negative impact of moderate
magnitude.
Vehicle moving along unpaved road surfaces, especially along diversions and excavation of bare
ground surfaces would create short–term dust emissions. A significant effect on the environment will
be interpreted if there is an increase in visible dust beyond the boundaries of the project COI, or the
dust affects local property or results in any complaints from nearby communities. The dust may also
impact vegetation and animal grazing and will cause a nuisance to the local population in terms of
respiratory and eye irritation and reduced visibility.
Construction workers at the road construction sites, quarries and borrow pits will be exposed to high
dust levels under hot and dry environmental conditions for many hours each day. This impact, if not
well mitigated could have very serious health implications on the workers. In addition to the short–
term dust emissions, project construction activities would generate tailpipe emissions from mobile
heavy equipment and increased vehicular traffic. In a regional context, the daily equipment emissions
associated with project construction, even during maximum–intensity work periods, would be relatively
minor.
All sources of air quality deterioration will be for short duration, temporary in nature, moderate in
magnitude and medium in sensitivity. Thus overall impact significance associated with project
construction activities is categorised as moderate, which will end with the completion of the project.
The contractors and sub–contractors must be held responsible through special clauses in the tender
documents.
Mitigation Measures
Following mitigation measures are proposed to control emissions for dust during construction phase:
Road alignment by passing reasonable distance from residential areas.
Use of new and good condition old vehicles which emit less quantity of smoke.
Regular tuning and maintenance of vehicles and other machinery.
Erecting the windshield walls on three sides of the material stockpiled at least 0.5 m above
the top of the pile.
Covering the stockpile with tarpaulin or thick plastic sheet to prevent dust.
Seeding stockpile surface with the grass if stockpile is to remain in situ for a prolonged period
Construction material that is susceptible to dust formation will be transported only in securely
covered trucks to prevent dust emission during transportation.
All vehicles, generators and other machinery used during construction will be properly tuned
and maintain in good working condition in order to minimise emissions.
Spraying of water on all exposed surfaces to suppress emission of dust. Frequency of
sprinkling shall be kept such that the dust remains under control even during the high wind
season.
Construction material will be stored in a designated area close to the asphalt plant. Sand and
clay shall be covered with plastic sheets to prevent dust blows.
To mitigate air quality issues the sprinkling of water shall be done, especially during hot and
dry periods and at least twice a day when construction activity is at its most intense and or
during the high wind seasons. All trucks transporting construction materials require to be
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covered to limit dust emissions. Care will be taken to ensure the appropriate maintenance of
all construction machinery and vehicles to reduce gaseous emissions.
Operation Phase
The long term effects on air quality may occur during the operational phase of the project as a result
of significantly increased traffic in the area. Increase in road traffic would result in increased daily
emissions of carbon monoxide, hydrocarbons, and nitrous oxide. Although, there will be increased
traffic movement in the area but the travel time of the traffic between these areas will be reduced due
to construction of Motorway. Thus, overall impact significance is categorised as negligible with minor
magnitude and low sensitivity.
Mitigation Measures
Regular monitoring of vehicles plying on the road for noise and smoke emission and imposing
penalty to the drivers violating the standards fixed
Planting of dense trees along both sides of the road
6.3.2.10 Impacts on Agriculture and Livestock production
Rain fed agriculture in the project area is practised on a limited scale on scattered flat patches
developed by the farmers with their own resources. Thus considering proposed project interventions
no adverse impact on agriculture is expected on crops and animal husbandry during the construction
phase of the project. Thus, overall impact significance is categorised as negligible with minor
magnitude and low sensitivity. As regards operation phase positive impacts are perceived as
improved roads infrastructure will provide ease to the growers to transport their production to nearby
markets. Thus a positive impact of moderate significance with moderate magnitude and medium
sensitivity is expected during operation phase of motorway project.
6.3.2.11 Public Safety
Construction Phase
Public safety issues arise mostly during construction of new road in any area. The overall impact
significance is categorised as moderate with moderate magnitude and medium sensitivity. The
mitigation measure to reduce project traffic safety issues includes;
The contractor shall develop ―Traffic Management Plan‖ (TMP) (Annexure VIII) and health
and safety policy and procedures, and educate all drivers and workers;
Access roads for haulage trucks, used during road construction, should not be located near
schools, hospitals and residential areas;
Trespassing from construction sites shall be restricted.
Operation Phase
Improved roadway complete with paved surface will undoubtedly encourage more vehicular traffic and
higher average speeds. The increased vehicular movement and speed may result in road safety
issues like traffic accidents. The accidents may also be due to tiredness. The overall impact
significance is categorised as moderate with moderate magnitude and medium sensitivity.
This impact can be mitigated by following the mitigation measures presented below;
enforcement and penalties against traffic rules violation
speed limits at sensitive locations
fencing along both sides of the 4–Lane Motorway
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Overall speed limit of 120 km/hr. to avoid tyre burst.
Rest areas will also be provided for those in need for rest during travel.
Traffic signs will be provided to facilitate road users about speed limits, rest areas, eating
establishments etc.
Warning messages such as ―speed thrills but kills‖ or ―better late than never‖ etc. will also be
displayed at appropriate locations to aware drivers about likely accidents due to over
speeding.
All the lanes, median, sharp bends will be reflectorized to facilitate travellers in the night time.
Proper lighting arrangement on the proposed 4–Lane Motorway will be done at required
places.
6.3.2.12 Noise and Vibration
Construction Phase
Noise will be generated from vehicular movement, excavation machinery, and asphalt mixing during
the construction phase. The associated potential impacts during daytime are considered to be limited
primarily due to higher ambient noise levels in addition to the typically short duration of each
construction event and the distance to the nearest human settlement.
The potential for adverse noise impacts is considered to be greatest during the evening and night–
time periods due to lower ambient noise levels as compared with daytime conditions. The impacts
from increased noise level will likely to occur during construction phase on the nearby settlements.
Where explosives will be used, especially at quarries, there will be serious noise and vibrations in the
vicinity of the site. Certain degrees of explosion can be destructive to structures particularly houses.
Fortunately most of the potential material sites are located away from human settlements and
activities. In any case, impacts associated with explosions are sporadic and short term.
The main potential impact of high noise levels (85dBA or more) will be on construction site workers.
There are also occupational risks associated with the use of some construction equipment from the
perspective of vibration emissions. Appropriate occupational health and safety measures will
therefore be employed during construction works.
Noise and vibration from construction activity may also disturb adjacent wildlife. The overall impact
significance is categorised as moderate with moderate magnitude and medium sensitivity. The
mitigation measures proposed below for human receptors are also considered relevant in reducing
the potential impacts on nearby wildlife.
Mitigation Measures
Mitigation measures for limiting the potential environmental noise and vibration impacts of the
construction phases include:
Fitting of muffler with construction machinery that produces noise in excess of 85 dB;
Maintaining and powering down all plant items when not in use;
Avoiding the unnecessary revving of vehicle engines;
Workers will be advised to use the quietest work methods and plant items where practicable;
and
Noise barriers should be provided at excessive noise producing areas (such as blasting sites/
quarry sites).
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The following mitigation measures should also be adopted to minimize occupational noise and
vibration impacts:
Workers in noisy areas should be provided with adequate personal protective equipment
(PPE) i.e. ear muffs and plugs;
Vibration absorbing gloves or pads should be provided to the workers using drilling
equipment;
Workers should be instructed in the proper use of equipment;
Workers should make use of frequent breaks, for example, at least one 10 minute break
every hour;
Operation Phase
During the operation phase there would be no permanent impacts, however noise and vibration would
be mainly generated by the vehicles moving on the road, which includes the LTV as well as HTV. The
likely impacts on the local community and wildlife are considered to be negligible with minor
magnitude and low sensitivity. Like the construction phase of the Project, appropriate occupational
health and safety measures will be employed during operational phase of project.
6.3.2.13 Traffic and Transport
Construction Phase
During construction activities large numbers of light and heavy vehicles are expected to use the
approach roads to reach project site. Similarly heavy machinery will be stationed in and adjoining
areas of the road. This may create burden on the capacity of the existing road network and the project
generated traffic may be a nuisance for surrounding communities and local communities.
The proposed project is in remote areas and existing traffic density and volume is not high however,
but when project construction commences, traffic intensity will rise significantly as a result of the
following activities:
Delivery of resources to the work site;
o materials;
o machinery;
o plant and
o Labourers.
A significant volume of traffic and large obstructive vehicles will be associated with the construction
phase. Moreover disturbance to the human and traffic movement in the vicinity of the project area
especially on the connecting roads and intersections is foreseen. The impact is of moderate
magnitude and medium sensitivity but of a temporary nature therefore the overall impact is considered
as moderately significant.
Mitigation Measures
The impact will be mitigated through adoption of designed Traffic Management Plan (TMP)
(Annexure VIII) for each intersection.
Access roads for haulage trucks, used during road construction, should not be located near
schools, hospitals and residential areas;
Trespassing from construction sites shall be restricted.
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Operation Phase
During operational phase the transportation of human, livestock and goods will be much easier. Thus
proposed Motorway will have a major positive impact on the area and population living along the
project area and those going further inland and beyond.
There will be reliable infrastructure that will result into dependable transport services, lower costs of
life, comfortable public transport system at reasonable cost to the users and yet profitable to the
operators. Other significant positive impacts expected from the project roads will be increased
employment opportunities, to both operators and other social service providers. Due to increase in
speed and undisturbed flow of traffic, travelling time will also be saved to reach destination. Trade will
improve due to better transport opportunities. The impact is analysed as positive with major
magnitude and high sensitivity therefore overall impact significance is categorised as of major
significance.
6.3.2.14 Surface Water Quality
Construction Phase
During construction phase deterioration in the surface water quality on large scale is not anticipated.
Although sedimentation rate will change near because of movement of heavy traffic, dumping of the
excavated material and other project related activities. The potential impact on Indus and Soan
Rivers are foreseen mainly as a result of the spread of soil and sedimentation. The impact will be
more significant and negative during monsoon season and is likely to be compounded by human
activities, especially agricultural activities. If the construction camps are sited near water courses,
pollution from waste oil or chemical spills would be more significant than if the sites are located away
from water courses. The potential impact is categorised as negative with minor magnitude and low
sensitivity therefore overall impact significance is negligible.
Moreover, the construction activities could also affect the surface water quality through:
Runoff from crushed and ground rock material from and quarrying;
Run off from dampening systems to control dust emissions;
Sanitary effluents from construction workers camp;
Oil and chemical spills;
Washing of vehicles and other machinery; and
Dumping of spoil material
The associated impacts on water quality may also include:
Contamination of near about water resources;
Water contamination may increase if the surface runoff during rainy season (monsoon)
carries toxic materials into the river;
Sewage effluent, mostly of an organic nature, will contain high biological oxygen demand
(BOD), nutrients (phosphates and nitrates) and pathogens (faecal coliform).
Water quality impacts arising from construction are assessed to be minor and of short duration.
Mitigation Measures
The mitigation measure to reduce the impacts during construction phase includes;
Particular work sites and access roads will be carefully selected so that surface runoff does
not enter the river.
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Sewage will be pre–treated prior to discharge by installation off septic tanks or a pilot
activated treatment plant at sewage generating sources. A sewage collection system is also
envisaged to avoid the spillage of sewage in open areas.
In order to mitigate water quality impacts in line with Pakistani and WHO standards, pre–
treatment will be required to maintain net BOD levels below the standards for effluent
discharges to surface waters.
Oil and water separators and settling ponds will be installed where appropriate to avoid
contaminated construction water entering the river and degrading water quality.
An Oil and Chemical Spill Response Plan will be developed and included in the EMMP to
provide the controls that should be implemented in the event of an accidental spill or leak
incident.
Operation Phase
Over the life of Motorway, there is the possibility of a number of pollution incidents, such as an oil or
chemical spill especially in places where 4–Lane Motorway may have scour channels on either side.
However, the potential impact is assessed as negative of negligible significance with minor magnitude
and low sensitivity.
6.3.2.15 Ground Water Quality
Construction Phase
Road construction involves use of large volumes of water, which may be obtained from rivers, local
streams and boreholes. As the major part of the alignment of 4–Lane Motorway is quite far away from
the river Indus and also the Soan River is seasonal in nature and has very little volumes. It is likely
that the Contractor shall consider sinking of bores at different locations along the proposed 4–Lane
Motorway. It is important that the borehole to supply construction water should not be located close to
the existing ones. This is because it will involve abstraction of large volumes which may lead to drying
up of the community bore holes nearby and be a potential source of conflict. In addition, the water
requirements at the base camps will be relatively high depending on the number of workers, although
these will be much lower than those needed in connection with construction. Limited contamination
may occur during asphalting of road, accidental spills or leakage during construction and production
of work camp wastewater (domestic waste). The impact is analysed as negative with minor magnitude
and medium sensitivity therefore overall impact significance is categorised as of minor significance.
Mitigation Measures
Therefore, to minimize/avoid the anticipated impacts related to the shortage of water sources during
construction,
The contractor shall be responsible for making his own arrangements for water supply for
construction and other purposes without affecting the quality or availability of groundwater
resources to existing users and to provide an alternative supply if interference does occur.
In the event of there being any valid dispute regarding the effect the contractor's arrangement
has had on the water supply of others, the contractor shall be responsible, at his own
expense, for providing an alternative supply to those affected, which is not inferior in quantity
or quality to that previously enjoyed.
Control procedures will be developed to manage sanitary effluent, oil and chemicals and
dumping of spoil material. The drainage system will be designed so that all spills will be
drained and collected in a sump for further appropriate disposal.
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Oil and chemical storage and vehicle wash and oil change facilities will be on an impermeable
surface to avoid percolation.
Operation Phase
No impacts on ground water quality are anticipated during operations.
6.3.2.16 Impacts on Flooding
Presently flooding along the proposed road alignment is not a common feature except Indus River,
which faces high floods almost every year during Monsoon Season, July and August. A bridge is
proposed to be built on the Indus River to cross it being part of the project. The proposed bridge will
change the local upstream hydrology of the River and can be prone to flooding. However, the
potential impact is considered to be negative with minor magnitude and low sensitivity therefore not
significant.
6.3.2.17 Domestic Solid and Liquid Waste
Construction Phase
Creation of construction camps may result in environmental degradation from solid and liquid wastes
generated from camps, offices, vehicle workshops/parking areas and construction sites. Although, it is
anticipated that majority of the labourers will be hired from the local communities and they will return
to their home daily but for others belong to distant places and technical staff road camps will be
constructed along different segments of proposed 4–Lane Motorway to house the road crew and the
equipment and supplies. The construction camp becomes a small village housing many people,
usually in temporary accommodation, with latrines, and food preparation areas and common eating
areas. Often, motorized equipment is kept, fuelled and serviced at the camp. When clearing land for a
construction camp, there will be direct impacts on the environment at the camp site. During operation
of the road camp, measures are needed to minimize the potential for pollution from human waste,
solid waste and from fuel, oil, and lubricant spills to ensure adverse effects do not occur.
Waste expected to be generated during construction has the potential to pose risk to human health
and the environment because of their physical and or chemical properties. Waste likely to be
generated are:
Waste oils and tins;
Steel cuttings;
Municipal solid waste; and
Other discarded materials.
Impacts could result if these wastes are not properly managed and disposed. The impact from waste
before mitigation is assessed to be negative with moderate magnitude and medium sensitivity.
Therefore, overall impact significance is categorised as of moderate significance.
Mitigation Measures
These wastes will be segregated and stored in secure containers, appropriately labelled, stored on an
impermeable surface and transported by a licensed hauler to an appropriately permitted off–site
disposal facility. Where possible waste will be disposed of according to the following waste hierarchy:
Reduce;
Reuse;
Recycle; and
Disposal.
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Improper disposal of waste can result in contaminated leachate or runoff reaching the ground or
surface water resources. Proper management of solid waste is also important because of the risk that
improper solid waste handling and disposal poses to human health and the environmental
degradation. Careless and indiscriminate open dumping of waste can create unsightly and unsanitary
condition within the project area. Open solid waste dump can also provide suitable breeding places
for vermin and flies and other disease vectors, and can also contain pathogenic micro–organisms.
A Waste Management Pan (WMP) will be developed by the contactor and approved by the Engineer
before the start of the construction activities. The WMP will set out the designated waste disposal
site(s) and associated management controls. Training, implementation and monitoring of the WMP
will avoid damage to the environment and terrestrial fauna as well as ensuring the landscape
character and aesthetic value is not compromised. Measures to mitigate potential impacts of improper
handling of waste also includes:
Storing both construction and domestic waste (from workers‘ camp sites) in the specially
designated places
Communicating and agreeing upon waste disposal mechanisms before construction activities
commence
Prohibiting discharge of any non–treated drain water and other forms of waste to water
resources
Using inert waste, such as concrete from bridge reconstruction or excavated soil, as fill
materials e.g. to fill quarries and borrow pits.
Inspecting waste storage areas and facilities in construction sites/camps periodically to
ensure proper handling of waste.
Encouraging reuse and recycling wherever possible to minimize residual waste.
Having a waste handling protocol in place e.g. storing waste away from public view,
provisions dealing with accidental spills of toxic, hazardous, and harmful construction
materials, such as caustic and acidic substances, oil, waste oil, diesel and bitumen
Displaying work instructions and waste disposal procedures for handling and disposal of
containers of used oil, lubricants, paint, and other toxic substances.
Operation Phase
Waste generated during operational will be from service areas such as municipal waste, oils,
lubricants, and solvents, cleaning agents and rags as well as obsolete parts. Operational waste will be
managed in the same way as described for construction waste and the impacts are also the same.
6.3.2.18 Hazardous and Toxic Materials
Construction Phase
The hazardous and / or toxic materials used most extensively during construction comprise:
Bitumen macadam;
Asphalt;
Batteries;
Acids;
Paints; and
Hydrocarbons including:
o petrol;
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o Diesel;
o Lubricating oils; and
o Hydraulic oil.
The use of these materials without proper handling and management pose a safety risk to workers
and residents alike as well as contamination and pollution to the environment in the event of
accidental spillage or leaks.
Different materials have different management requirements according to their potential
environmental, health and safety impacts. The impact from hazardous and toxic materials is assessed
to be negative with minor magnitude and medium sensitivity therefore overall impact significance is
categorised as of minor significance.
Mitigation Measures
The mitigation measures includes:
Communicating and agreeing upon waste disposal mechanisms in WMP before construction
activities commence
Inspecting waste storage areas and facilities in construction sites/camps periodically to
ensure proper handling of waste.
Having a waste handling protocol in place e.g. storing waste away from public view,
provisions dealing with accidental spills of toxic, hazardous, and harmful construction
materials, such as caustic and acidic substances, oil, waste oil, diesel and bitumen
Displaying work instructions and waste disposal procedures for handling and disposal of
containers of used oil, lubricants, paint, and other toxic substances.
All hazardous and toxic materials shall be stored, used and disposed of in accordance with
their associated material safety data sheet (MSDS) and in compliance with any regulatory
requirements.
Operation Phase
There would no usage of hazardous chemicals during the operation phase however regular
maintenance would include the paint work on road which would done according to the procedure of
contractor. The impact from these chemicals is assessed to be negative with minor magnitude and
low sensitivity therefore overall impact significance is categorised as negligible. The mitigation
measures are same as mentioned above in construction phase.
6.3.2.19 Borrow and Disposal Areas
The borrow and disposal areas are only relevant to the construction phase of the Project, which result
in land disputes, soil erosion , loss of potential cropland, loss of vegetation, landscape degradation,
and damage to road embankments. Borrow/open pits may also result in potential sources of mosquito
breeding and may prove hazardous to human being, livestock and wildlife. This will also degrade
hygienic condition of the project area. The waste generated from the contractor camps would be
properly managed and not be allowed to dispose in the borrow pits. The impact is assessed to be
negative with minor magnitude and medium sensitivity therefore overall impact significance is
categorised as of minor significance.
Mitigation Measures
The impact is permanent and minor negative in nature. Mitigation measures will include:
Necessary permits must be obtain for any borrow pits from the competent authorities
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In borrow pits the depth of the pit will be regulated so that the sides of the excavation will
have stable slope
Soil erosion along the borrow pit shall be regularly checked to prevent mitigate impacts on
adjacent lands
In case borrow pits fill with water, measures shall to be taken to prevent the creation of
mosquito breeding sites.
Borrow pits can be used for sanitary landfills, but during the excavation, top 20 cm soil cover
should be preserved for vegetation after the filling of the pits. This is the best way to restore
the flora of that area.
The contractor must ensure the selected borrow areas are clearly demarcated prior to
commencement of excavation works, including the permitted depth of the excavation.
A Waste Management Plan (WMP) (Annexure VIII) will be developed by the contractor and approved
by the engineer. The plan will set out the designated waste disposal site(s) and associated
management controls. Training, implementation and monitoring of the WMP will avoid damage to the
environment and terrestrial fauna as ensuring the landscape character and aesthetic value is not
compromised.
6.3.2.20 Existing Infrastructure
Construction Phase
The new 4–Lane Motorway will pass from Dera Ismail Khan, Mianwali, Attock and end at Hakla at M–
1, the road passes from plain as well as hilly area. Infrastructure in the plain areas mainly includes the
utilities like electricity poles, underground telephone lines, power transmission lines etc. These
impacts are temporary negative with minor magnitude and medium sensitivity therefore overall impact
significance is categorised as of minor significance.
Mitigation Measures
Mitigation measures will include:
Communities shall be informed in advance regarding storage of water when their utilities are
about to be relocated to pave the way for road works.
Water pipes/power/Telephone lines located/crossing in the right of way (road reserve) may be
moved slightly away from the road or provision of service duct may be considered.
Provision in the design and budget for the relocation of the existing utility infrastructures
wherever required; and
All public utilities (e.g. water pipes, power/ telephone lines likely to be affected by the
proposed 4–Lane Motorway will be relocated well ahead of time before the actual
commencement of the construction work.
Use of heavy machinery, blasting material and blasting technique will be carefully considered.
Operation Phase
During operation no impact on existing Infrastructure is envisaged.
6.3.3 Impacts on Biological Environment
6.3.3.1 Flora / Vegetation
Construction Phase
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The potential impact on flora is considered low and is short–term. The predominantly arid environment
is not conducive for plant growth because tree growth is extremely slow. The critical impact, therefore
relates to the inability of the area to naturally regenerate after harvesting the mature trees in
landscape.
The vegetation cover in the project area is very low. Construction of the road will be accompanied by
clearance of vegetation along the proposed 4–Lane Motorway, clearance for construction of access
roads and other civil works. The impact of the project on vegetation is thus very specific to the site of
construction activities and is therefore localized.
Another potential long term impact relates to the advancement of the invasive weed, Prosopis Sp.
Prosopis is a very prolific seeder whose seeds are dispersed through the gut of livestock with a
preference to invade freshly disturbed sites. The paved road will act as an impervious layer
channelling run–off to the roadside which will readily support the proliferation of Prosopis on the
roadside as already evidenced along the paved section in the immediate environs of other local roads
especially along the road from Mianwali to Kalabagh. Such proliferation will spread and pose visibility
challenges to motorists. The impact of Prosopis will be rampant at all disturbed sites, roadsides and
borrow areas.
Additional vegetation clearance in quarry sites, borrow pits, and camp sites will also contribute to
overall vegetation loss. However, the diversity of natural vegetation in the project area is low,
suggesting that vegetation clearance will not cause loss of rare species, species of medicinal and of
major commercial value. Such impacts will be primarily confined to the Project site during initial
periods of construction and need to be minimized by adopting appropriate mitigation.
These impacts are temporary negative with moderate magnitude and medium sensitivity therefore
overall impact significance is categorised as of moderate significance. The impact of vegetation
clearance for road construction is likely to be moderate significance, which can be minimised by
adopting following mitigation measures:
Mitigation Measures
Vegetation should only be cleared only where it interferes with road construction.
Construction workers should be encouraged to use alternative sources of cooking fuel.
In areas where soils are compacted as a result of road construction e.g. along temporary
access roads, soil should be loosened through ripping, after completion of the works, to
enable infiltration of water and growth of plants.
Dumping of construction material must avoid in vegetation areas.
Compensation of damaged of flora could be by way of systematic plantations along the ROW
of the 4–Lane Motorway.
Use of native and fast growing species where possible.
Using nursery plants (grasses) which assist stability in open patches especially in service
areas.
In general, adverse impacts will be mitigated by planting five times more plants than the number of
trees cut down to accommodate the Project.
Operation Phase
There are no adverse impact on flora / vegetation is expected to occur during the operational phase.
6.3.3.2 Fauna / Wildlife
Construction Phase
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Wildlife diversity and population in the project area is rather low in these areas. This is partly because
over the years, wildlife has been killed for a variety of reasons including bush meat. In addition,
wildlife habitats have been degraded through the felling of trees for charcoal and firewood. Therefore,
minor Impacts to terrestrial fauna will result from disturbance and degradation of habitats around the
main construction sites resulting from the increased worker population and improved access.
Undomesticated animals do not constitute the major proportion of faunal density in the area
surrounding the project and no endangered or rare species have been reported in the project COI.
During construction, the fauna in the surrounding area may be disturbed due to various construction
activities like movement of heavy machinery, blasting and induced human activities. All these impacts
will be temporary in nature and will vanish with the completion of construction phase. However,
project has the potential to affect wildlife as follows:
Direct impact through blasting at quarries, noise and vibration occasioned by machinery and
construction workers can affect their feeding habits. Some animals can be more aggressive in
the face of such sudden noise and vibration.
Removal of shrubs and cutting down of trees along the road to pave way for construction.
These trees and shrubs act as perching and nesting sites for a wide range of bird species.
Death of wildlife occasioned by construction vehicles and speeding traffic.
Accidental spills of oil, petroleum products, solvents, bitumen, etc.
Almost all impacts will be of a temporary nature, which will end with completion of the Project. Thus,
the impacts are categorised as of moderate significance with moderate magnitude and medium
sensitivity.
Mitigation Measures
Mitigation measures against impacts on fauna include:
Dumping of construction material should be avoided in areas which have dense vegetation. It
is preferable to select suitable dumping areas in consideration of those locations which are
not preferred for faunal habitation.
As a mitigation measure, special corridors shall be provided for easy movement of wild
animals in the Project area and relocation of species should be considered where possible
and viable.
Mitigation measures will need to be enforced through the EMMP and contractually bind both
contractors and their labourers from undertaking illegal poaching and any other hunting
activity.
Awareness should be created among the construction workers on laws that relate to wildlife
conservation, and the importance of wildlife as a natural heritage.
Used chemical, other wastes and their containers should be kept way from wildlife and
livestock to avoid exposing them to possible poisoning.
Construction vehicles and machinery should be driven at moderate speed to avoid disturbing
wildlife in their habitats, particularly in access roads to quarries and camp sites.
The project should minimize on the number of access roads in order to avoid affecting a
significant proportion of wildlife habitats, food sources and forage for livestock through
destruction of vegetation and soil compaction.
Operation Phase
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Impacts to ecological resources during operational phase will result in increase of traffic noise due to
which the birds‘ population will migrate to adjacent areas and also cause habitat fragmentation. It is
expected that operation of proposed motorway project would not contribute to loss of wildlife habitat.
6.3.3.3 Protected Areas and Endangered Species
No environmentally sensitive areas were found. The closest protected area known as Kalabagh
Game Reserve is also 5km away from the COI. No impact on the protected areas and endangered
species of Flora and Fauna are expected.
6.3.4 Impacts on Socio–Economic Environment
6.3.4.1 Division and Access to Resources
The proposed Motorway passes through the rural area and agricultural fields, which is expected to
divide the people‘s resources and impede the access for communities and their livestock. Moreover,
the proposed motorway will be fenced at the edge of the ROW to prevent any pedestrian and animal
crossings through the motorway. This process will also limit the access to private land across the
motorway. During stakeholder consultation meetings participants on large highlighted the issue. This
issue is considered as one of the most significant social issues of the project. These impacts are
permanent negative with moderate magnitude and medium sensitivity therefore overall impact
significance is categorised as of moderate significance.
Mitigation Measures
To facilitate the movement of locals across the road, adequate number of underpasses and
overhead bridges at appropriate distances will be provided.
6.3.4.2 Land Acquisition
The land acquisition is another major issue identified in this project. The total land to be acquired for
construction of the 4–Lane Motorway is estimated as 2850 ha (285km x 100m). The detail on
ownership and land use of the land to be acquired is not presently known as this aspect is being
taken by the NHA itself. Though, during planning phase efforts have been made to avoid or minimize
relocation of houses and other structures while selecting the alignment of the proposed 4–Lane
Motorway. However, land acquisition for construction of road is unavoidable.
Although, in almost whole road alignment area rain fed agriculture is practiced which, is main
occupation of the people living on the route. The impact of reduction of 2850 ha of land out of
production is one of the significant impacts identified.
These impacts are permanent negative with moderate magnitude and high sensitivity therefore overall
impact significance is categorised as of major significance. The mitigation measures proposed
includes careful alignment and route selection by the designers to minimise the human displacement
at first place.
Mitigation Measures
Adequate budget will be provided in the project cost for the compensation to the affected
people as per Land Acquisition Act, 1894.
Preparation and implementation of Resettlement Action Plan (RAP) in true spirit where
properties cannot be avoided or left intact.
Roads alignment to follow barren areas to minimize relocation and compensation of
properties
The design of alternative access to affected properties and the management of temporary
works and traffic diversion can also reduce the magnitude of impacts on property and welfare.
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Consultation with affected people and other interested parties which can assist in mitigating
the impacts of land acquisition and resettlement actions by providing clear and timely
information as well as opportunities for a complete discussion of options, preferences, and
likely outcomes. Thus, by taking full account of the needs of those affected the design of
implementation arrangements will be based on more solid information.
In the event that displacement is necessary, or that disruptions to livelihoods will occur, a
comprehensive assistance strategy. This would go beyond financial compensation to include
social and commercial rehabilitation or replacement.
6.3.4.3 Construction disturbances to local communities
The 4–Lane Motorway will create some localised disturbances related to construction activities that
produce noise, movement or vibration, traffic, hindrance of movement, and dust. The nuisance and
disturbance related to construction activities will be most felt by nearby communities.
Because of the greater distance from the work site to villages all around the road, it is anticipated that
movement and vibration, dust and noise from construction will not affect community members. These
impacts are temporary negative with minor magnitude and medium sensitivity therefore overall impact
significance is categorised as of minor significance.
Mitigation Measures
The mitigation measures include:
Where impacts are unavoidable, NHA to protect and preserve the traditional rights of local
populations.
Ensure local consultation and participation to understand and incorporate local views and
opinions
6.3.4.4 Employment generation
Construction Phase
It is estimated that a large labour force will be required during the construction phase of the Project.
Construction activities will take place 24 hours a day, seven days a week and are likely to consist of
three shifts of eight hours. These opportunities may attract people to the area around the project.
Consultation results indicate that local communities will be looking to the project to provide
employment preferences for those already living near the proposed 4–Lane Motorway. Using local
community members will increase the local skill base and provide a boost to the local economy. Jobs
that will be available using the skills they can provide include technicians, labour, drivers, catering
staff, general construction labourer, cook, crane operator, driller, electrician, mechanic, iron worker,
painter, pipefitter, plumber and security staff.
A decision has not been made on the sourcing of the contractors and workforce. At this stage the
precise origin of the workforce is unknown although it is expected to include a preference for using
local labour. Special consideration will be made to employ residents of concerned areas nearby 4–
Lane Motorway because they are closest to the Project and are the most likely to have to deal with
construction nuisance. These impacts are temporary positive with major magnitude and nigh
sensitivity therefore overall impact significance is categorised as of major positive significance.
Operation Phase
Operation phase employment will be managed by NHA central level human resources. The
employment generation in service areas will be private and the jobs will includes; shopkeeper,
cleanings staff, managerial staff, security guards, cooks for restaurants and mechanics for all types of
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vehicles i.e. LTV and HTV. Employment generation during the operation phase is considered to be a
beneficial impact of major significance based on operational workers considered to be receptors of
high sensitivity and the magnitude being major.
6.3.4.5 Economic development
During the Project construction phase, contracting parties will need to purchase materials, equipment
and services for the Project, thereby, creating business opportunities for suppliers. Opportunities will
provide economic benefits to suppliers, especially to those who receive longer term contracts. For
example, workers‘ accommodation supply companies may have contracts throughout the construction
phase. This may also be the case for worker transportation, catering, security providers, or providers
of construction materials and plant. There are other local businesses, such as a restaurant and a
hotel near to the proposed 4–Lane Motorway which also benefit from increased business during the
construction phase.
Overall, the procurement of goods and services by the Project will have a beneficial impact to
suppliers. Therefore, local economic development is predicted to be a beneficial impact of the project
on local and national economy. Entire 4–Lane Motorway Project will be fenced except at the
interchanges; therefore, it will not cause substantial increase in the price of land. It is expected that
land values will increase near interchanges. This Impact is considered to be a beneficial impact of
minor significance and low sensitivity.
6.3.4.6 Impacts of workers camps
Construction camps located near inhabited areas can at times cause easy and sometimes unwanted
interaction with local communities. In most cases this leads into conflicts due to negative social
behaviour such as theft, harassment and even spread of diseases.
Construction camps will require sanitation facilities to the occupants of those camps. These facilities
need to be well designed in terms of location, construction style, number of holes and toilet and
bathroom units in accordance with the number of users. Improper sanitation facilities can cause
contamination of ground and surface water especially during rain. It can also cause outbreak of
diseases such as diarrhoea, cholera and typhoid. However, these camps will be demolished during
demobilization phase i.e., when road construction is almost over and the wastes that will be
generated from the same will be treated accordingly. The impact is considered to be negative of
negligible significance based on low sensitivity and minor magnitude. The mitigation measures
includes:
Worker‘s camp site/location shall be agreed with the nearby villages to minimize impact to the
community
Along with project implementation, measures to reduce such conflicts measures include
training, information, strengthening of village/ institutional organization structures etc.
6.3.4.7 Workers health and safety
Site preparation, construction activities and the use of temporary workers‘ accommodation pose
potential risks to the health, safety, security and therefore wellbeing of construction workers if not
managed appropriately. Health and safety issues associated with the use of temporary
accommodation sites include those relating to sanitation, disease, fire, cultural alienation, sleeping
space, quality and quantity of food, personal safety and security, temperature control and recreation,
amongst others. Issues related to food quality and quantity.
Some of the Occupational Health and Safety risks which are likely to arise during the construction
phase of the Project, and are typical to many construction sites, include: exposure to physical hazards
from use of heavy equipment including cranes; trip and fall hazards; exposure to dust, noise and
vibrations; falling objects; exposure to hazardous materials; and exposure to electrical hazards from
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the use of tools and machinery. Another likely Occupational Health and Safety (OHS) risk to Project
workers includes exposure to extreme heat during summer.
Workers on the project, particularly sub–contracted construction workers, are vulnerable to risks to
their wellbeing, health and safety on a daily basis. The Pakistan‘s regulatory standards provide some
protection through the Factories Act 1934, amended in 2012. Appropriate health and safety
management planning and execution in line with good international industry practice will be
undertaken by the Project team to reduce the risks as far as possible.
Influx of workers is likely to be problematic because the site has a large access and also security is
not good enough in some packages. Hence the influx that accompanies workers (such as family
members, entrepreneurs, traders, service providers for the work force will not be allowed access,
which reduces this risk considerably. The impact is considered to be negative of major significance
based on high sensitivity and moderate magnitude.
Mitigation Measures
The mitigation measures include:
Obligatory insurance against accidents for labourers/ workers;
Providing basic medical training to specified work staff and basic medical service during
operations;
Firefighting equipment, safe storage of hazardous material, first aid, security, fencing, and
contingency measures in case of accidents;
Provision of adequate sanitation, washing, cooking and dormitory facilities including light up to
satisfaction;
Elaboration of a contingency planning in case of major accidents;
Adequate signage, lightning devices, barriers, yellow tape and persons with flags during
operations to manage traffic;
There should be proper control on construction activities and Oil spillage leakage of vehicles;
Efforts will be made to create awareness about road safety among the drivers;
Provision of proper safety and diversion signage, particularly at urban areas and at
sensitive/accident-prone spots;
Setting up speed limits;
Eliminate any unusable impounding of water; and
Health and Safety Plan (Annexure VIII) will be developed and implemented to prevent and
reduce accidents and occupational diseases among workers.
6.3.4.8 Health, safety, security and wellbeing of local communities
The specific measures to ensure health, safety, security and wellbeing of local communities will
include:
All vehicles will carry spill kits and fire extinguishers for dealing with spills or small vehicle
fires on public or site roads.
Drivers will be equipped with telephones for contacting the emergency services and
Contractor‘s head office to enact the EPRP if necessary.
Drivers will be first–aid trained and equipped with first aid kits which they will regularly inspect
and maintain.
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The Contractor will develop an EPRP in collaboration with the Engineer to establish actions
and contacts in case of emergency. Review and updating of emergency contact details in the
EPRP will be undertaken quarterly.
The community grievance mechanism will remain effective throughout the construction phase.
A TMP will be implemented.
Increased traffic may also result in road safety risks however the construction of 4–Lane Motorway
means that local communities have been accustomed to the related traffic and potential road safety
risks. The impact is considered to be negative of negligible significance based on low sensitivity and
minor magnitude.
6.3.4.9 Risk of socio–cultural unrest and conflict
There are generic risk factors common to this type of Project which can fuel community unrest or
dissatisfaction such as:
Jobs being seen to be given to ‗outsiders‘.
Lack of communication and information.
Poor timing or planning of engagement activities.
Expectations being unrealistically high with regards to employment generation for a number of
reasons including rumour, false or misleading information disclosure or good intentions at the
outset being impossible or too expensive to implement.
Benefits being slow to materialise due to project delays or other reasons.
Community unrest may result from the aforementioned issues. However, these can be avoided by
properly implementing a grievance redress mechanism. The framework graveness redress
mechanism is provided below. The impact is considered to be negative of negligible significance
based on low sensitivity and minor magnitude.
Mitigation Measures
Timely and effective redress of stakeholder grievances contribute to bringing sustainability in the
developments projects in an area. In this context, the Grievance Resolution Mechanism (GRM) will
help advocate the process of forming and strengthening relationships between NHA management and
the stakeholder community groups and bridge any gaps to create a common understanding. The
GRM and other developments will help achieve the objectives of sustainability and cooperation by
dealing with the environmental and social issues of the Project.
The purpose of the complaints procedure will be to ensure all complaints from local communities are
dealt with appropriately, with corrective actions being implemented and the complainants being
informed of the outcome. The GRM will aim to ensure that grievances are treated without prejudice.
The grievance mechanism to be included and will possess the following salient features:
Designated contact points and/or personnel to receive and register complaints,
All grievances (verbal and written) will be registered in a ―Complain Log‖ and a generic report
will be generated periodically,
NHA officials and other decision makers will respond to all grievances within 30 days of
submission – and more quickly in cases where there is specific urgency,
NHA and other decision makers will screen and assess the severity of the complaint,
NHA and other decision makers may reject a complaint with justifications provided to the
complainant or refer the matter to other authorities as appropriate,
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NHA and other decision makers will define an approach to resolve complains, implement the
approach, communicate approach to the complainant and keep track of the measures
included in approach.
6.4 Summary of Impacts and Mitigation Measures
All impacts identified during construction and operational phase of 4–Lane Motorway are summarised
in Table 6.3.
Table 6.3: Summary of Impacts
Sr. #
Impact Nature
(+ve/-ve) Magnitude Sensitivity
Impact Significance
Mitigation Measures
A Construction Phase
A1 Topography -ve Moderate Low Minor refer Section 6.3.2.2
A2 Drainage -ve Moderate Medium Moderate refer Section 6.3.2.16
A3 Geology and Seismology -ve Negligible Low Negligible refer Section 6.3.2.3
A4 Land sliding -ve Minor Medium Minor refer Section 6.3.2.4
A5 Land Use -ve Minor Low Negligible refer Section 6.3.2.5
A6 Landscape and Visual Intrusion
-ve Negligible Low Negligible refer Section 6.3.2.6
A7 Soil Erosion and Degradation -ve Minor Low Negligible refer Section 6.3.2.7
A8 Climate -ve Minor Low Negligible refer Section 6.3.2.8
A9 Air Quality -ve Moderate Medium Moderate refer Section 6.3.2.9
A10 Agriculture and Livestock production
-ve Minor Low Negligible refer Section 6.3.2.10
A11 Public Safety -ve Moderate Medium Moderate refer Section 6.3.2.11
A12 Noise and Vibration -ve Moderate Medium Moderate refer Section 6.3.2.12
A13 Traffic and Transport -ve Moderate Medium Moderate refer Section 6.3.2.13
A14 Surface Water Quality -ve Minor Low Negligible refer Section 6.3.2.14
A15 Ground Water Quality -ve Minor Medium Minor refer Section 6.3.2.15
A16 Flooding -ve Minor Low Negligible refer Section 6.3.2.16
A17 Domestic Solid and Liquid Waste
-ve Moderate Medium Moderate refer Section 6.3.2.17
A18 Hazardous and Toxic Materials
-ve Minor Medium Minor refer Section 6.3.2.18
A19 Borrow and Disposal Areas -ve Minor Medium Minor refer Section 6.3.2.19
A20 Existing Infrastructure -ve Minor Medium Minor refer Section 6.3.2.20
A21 Flora / Vegetation -ve Moderate Medium Moderate refer Section 6.3.3.1
A22 Fauna / Wildlife -ve Moderate Medium Moderate refer Section 6.3.3.2
A23 Protected Areas and Endangered Species
---------------------No impact identified--------------------- Not Applicable
A24 Division and Access to Resources
-ve Major Medium Moderate refer Section 6.3.4.1
A25 Land Acquisition -ve Moderate High Major refer Section 6.3.4.2
A26 Construction disturbances to local communities
-ve Minor Medium Minor refer Section 6.3.4.3
A27 Employment generation +ve Major High Major refer Section 6.3.4.4
A28 Economic development +ve Minor Low Negligible refer Section 6.3.4.5
A29 Impacts of workers camps -ve Minor Low Negligible refer Section 6.3.4.6
A30 Workers health and safety -ve Moderate High Major refer Section 6.3.4.7
A31 Health, safety, security and wellbeing of local communities
-ve Minor Low Negligible refer Section 6.3.4.8
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Sr. #
Impact Nature
(+ve/-ve) Magnitude Sensitivity
Impact Significance
Mitigation Measures
A32 Risk of socio-cultural unrest and conflict
-ve Minor Low Negligible refer Section 6.3.4.9
B Operational phase Not Applicable
B1 Topography ---------------------No impact identified--------------------- Not Applicable
B2 Drainage ---------------------No impact identified--------------------- Not Applicable
B3 Geology and Seismology ---------------------No impact identified--------------------- Not Applicable
B4 Land sliding -ve Minor High Moderate refer Section 6.3.2.4
B5 Land Use ---------------------No impact identified--------------------- Not Applicable
B6 Landscape and Visual Intrusion
-ve Negligible Low Negligible refer Section 6.3.2.6
B7 Soil Erosion and Degradation -ve Negligible Low Negligible refer Section 6.3.2.7
B8 Climate ---------------------No impact identified--------------------- Not Applicable
B9 Air Quality -ve Minor Low Negligible refer Section 6.3.2.9
B10 Agriculture and Livestock production
+ve Moderate Medium Moderate refer Section 6.3.2.10
B11 Public Safety -ve Moderate Medium Moderate refer Section 6.3.2.11
B12 Noise and Vibration -ve Minor Low Negligible refer Section 6.3.2.12
B13 Traffic and Transport +ve Major High Major refer Section 6.3.2.13
B14 Surface Water Quality -ve Minor Low Negligible refer Section 6.3.2.14
B15 Ground Water Quality ---------------------No impact identified--------------------- Not Applicable
B16 Flooding -ve Minor Low Negligible refer Section 6.3.2.16
B17 Domestic Solid and Liquid Waste
-ve Moderate Medium Moderate refer Section 6.3.2.17
B18 Hazardous and Toxic Materials
-ve Minor Low Negligible refer Section 6.3.2.18
B19 Borrow and Disposal Areas ---------------------No impact identified--------------------- Not Applicable
B20 Existing Infrastructure ---------------------No impact identified--------------------- Not Applicable
B21 Flora / Vegetation ---------------------No impact identified--------------------- Not Applicable
B22 Fauna / Wildlife ---------------------No impact identified--------------------- Not Applicable
B23 Protected Areas and Endangered Species
---------------------No impact identified--------------------- Not Applicable
B24 Division and Access to Resources
-ve Minor Low Negligible refer Section 6.3.4.1
B25 Land Acquisition ---------------------No impact identified--------------------- Not Applicable
B26 Construction disturbances to local communities
---------------------No impact identified--------------------- Not Applicable
B27 Employment generation +ve Major High Major refer Section 6.3.4.4
B28 Economic development +ve Minor Low Negligible refer Section 6.3.4.5
B29 Impacts of workers camps ---------------------No impact identified--------------------- Not Applicable
B30 Workers health and safety ---------------------No impact identified--------------------- Not Applicable
B31 Health, safety, security and wellbeing of local communities
---------------------No impact identified--------------------- Not Applicable
B32 Risk of socio-cultural unrest and conflict
---------------------No impact identified--------------------- Not Applicable
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7 Environmental Management and Monitoring Plan
7.1 Environmental Management Plan
As evident from Chapter Error! Reference source not found. the proposed project does not have
ny major adverse environmental and social impacts on project area. Some minor to moderate adverse
impacts identified pertains to construction phase only which include emission from construction
machinery, dust pollution and safety and social issues. All these issues can be easily managed by
adopting proper management techniques and by involving local communities in the implementation of
the project. Table 7.1 shows the Environmental Management Plan (EMP) to be taken in order to
decrease the environmental and social impacts associated with the project.
7.2 Environmental Monitoring
Environmental and social monitoring is an essential tool for testing whether the adopted EMP is
meeting the set objectives. The specific objectives of the monitoring plan are:
To check whether mitigation measures being taken are adequate and effective,
To comply with legal obligations including safety on construction sites, and
To provide means where impacts which were uncertain at the time of preparation of EMMP or
unforeseen could be identified and steps are required as corrective measures.
To check whether suggested mitigation measures have been adopted, the monitoring indicators and
frequency of monitoring along with the parties responsible for implementation and supervisions are
also mentioned in the Table 7.1.
7.2.1 Compliance Monitoring
Compliance monitoring is done to checks whether the actions proposed in EMP have been carried
out. The tools used for this purpose are visual observations, official record, photographic
documentation and the use of checklists. Compliance monitoring shall be done by the Environmental
and social staff of Construction Supervision Consultants (CSC) and counter checked by
environmental and social staff of NHA. The frequency and parameters to be monitored are given in
Table 7.1. The instrumental monitoring required during the project execution is drinking water quality
test and ambient air quality to make sure that parameters meet the National Environmental Quality
Standards (NEQS) (Annexure IV). For compliance monitoring the duties of environmental and social
team of NHA (EST–NHA) and Environmental and Social Team of Construction Supervision
Consultants (EST–CSC) are presented in Section 7.3 ―Organizational Responsibilities‖;
7.2.2 Effects Monitoring
The EIA predicts the impacts of the proposed project on the basis of information available on the
environment and the natural processes that link various environmental parameters. Based on this
prediction, mitigation measures are proposed such that the predicted residual effects do not exceed
beyond acceptable levels. However, there is always an element of uncertainty in such predictions due
to an insufficient grasp of the processes, limitations in prediction techniques, or inadequate data on
the environment.
In order to address the above concerns, effects monitoring will be undertaken during the project
activities, with the overall objective of proper management of environmental risks and uncertainties.
Broadly, effects monitoring has four objectives:
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To verify that the impacts of the proposed project are within acceptable limits, thus
establishing credibility (public assurance);
To immediately warn the project proponents and the regulatory agencies, (if required) of
unanticipated adverse impact or sudden changes in impact trends so that corrective actions
can be undertaken, which may include modifications in the proposed activities, or the
inclusion of modified or additional mitigation measures;
To provide information to plan and control the timing, location, and level of certain project
activities so that the effects are minimized; and
To facilitate research and development by documenting the effects of the proposed project
that can be used to validate impact-prediction techniques and provide a basis for more
accurate predictions of future impact
The effects monitoring will mainly comprise the following:
Soil erosion;
Air quality (Gases, dust and particulate matter);
Noise;
Socioeconomic and cultural aspects; and
Surface and ground water quality.
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Table 7.1: Environmental Management and Monitoring Plan (EMMP)
Issue Mitigation Measure Monitoring Indicator Monitoring Frequency
Parties Responsible
Implementation Supervision
Design Phase
Landscape visual impact
Design of infrastructure that conforms with the site features (topography and aesthetics)
- Site infrastructure design matching the
local environment.
Once Design
Consultants
NHA
Soil and water contamination
Design appropriate containments for oils/other construction chemicals and sanitary waste from the contractor‘s camp and other places.
- Inclusion of sanitary facility and paved
containments in the design.
Once Design
Consultants
NHA
Removal of Vegetation and cutting of trees
Design of appropriate construction that provides for incorporation of minimum removal of vegetation and existing trees.
- Site infrastructure incorporating
existing trees.
Once Design
Consultants
NHA
Pre–Construction Phase
Approval/ NOCs from relevant EPA/ Authorities
- Rivers and canal Bridges/ culverts design shall be shared with relevant department/s for approval.
- Building design shall also be shared with relevant department/s for approval.
- NOC obtained from all relevant
departments.
Once NHA NHA
Displacement of Persons along the road corridor
Preparation and Implementation of Resettlement Plan (RP)
- Preparation and Implementation of a Resettlement Plan
- Compensation of PAPs
- Payment to PAPs for shifting
- Relocation of PAPs to New Site
- Compensation paid to all PAPs.
Once NHA NHA
Lack of support from
project area
community.
- Timely dissemination of project facts to community and
stakeholders through public consultation and designated
meetings.
- Convening of meetings with Community and Stakeholders to
carry out sensitization and disseminate project facts.
- Feedback information from project
area community.
Weekly
before start of
construction
Contractor CSC
Vegetation damage
- Except to the extent necessary for establishing the
construction site and carrying out the construction works,
vegetation shall not be removed, damaged or disturbed nor
should any unauthorized planting of vegetation take place;
- The clearance of the site for construction purposes shall be
kept to a minimum. The use of existing un–vegetated or
disturbed areas for the Contractor‘s Camp, stockpiling of
materials etc. shall be encouraged;
- Areas to be cleared should be agreed with experts and
demarcated before the start of the clearing operations;
- Clearing and removal of vegetation, especially at borrow sites
- Existing trees incorporated in the
Road Design.
Periodically Contractor CSC
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must be carried out in such a way that damage to adjacent
areas is prevented or minimized;
- All vegetation encroaching into the road reserve must be
cleared to give room for visibility;
- Areas with dense indigenous vegetation are not to be
disturbed unless required for construction purposes, nor shall
new access routes be cut through such areas;
- Trees should be trimmed rather than removed wherever possible; and
- Inventory of trees to be cut during construction.
Construction Phase
Environmental and
social issues while
siting and operating
camp sites
- Contractor need obtain clearance permit for siting work camp
and workshop for acceptability from public/owner
interferences;
- All efforts during the design stage should be made to
minimize the removal of existing plantation at camp site;
- Contractor will provide plan for siting & rehabilitation of camp
site upon completion;
- Photographical and botanical inventory of vegetation before
clearing the site Compensatory plantation to be scheduled
when construction work near to end; for each tree removed 5
new plants shall be planted;
- The Contractor will provide a proper waste management plan
(Annexure VIII); and
- The sewerage system for the camp will be properly designed
(pit latrines) and built so that no water pollution takes place.
- Record of tree cutting and
compensatory plantation
- Compliance as per mitigation
measures proposed.
Periodically Contractor CSC
Generation of used
oils and other
hazardous substances
- All maintenance of equipment and vehicles shall be
performed in the workshop.
- If it is necessary to do maintenance on site, but outside of the
workshop area, the Contractor shall obtain the approval from
CSC prior to commencing activities;
- The Contractor shall ensure that there is no contamination of
the soil, vegetation or surface water.
- The workshop shall be kept tidy at all times and shall have the
following as a minimum:
- An impermeable floor either constructed of concrete or
suitable plastic fabric
- Quarry and borrow pit site reports Periodically Contractor CSC
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- The floor shall be bunded and sloped towards an oil trap or
sump.
- Drip trays shall be used to collect the waste oil and lubricants.
- The drip trays shall be inspected and emptied daily;
- Drip trays shall be closely monitored during wet weather
Environmental and social concerns during excavation and rehabilitation of borrow pits.
- The Contractor must obtain any necessary permits for borrow
pits from the competent authorities, including National
Highway Authority.
- No excavations are allowed within 100 m to ROW.
- In borrow pits the depth of the pit will be regulated so that the
sides of the excavation will have a slope not steeper than 1: 4.
- Soil erosion along the borrow pit shall be regularly checked to
prevent / mitigate impacts on adjacent lands.
- In case burrowed pits fill with water, measures shall be taken
to prevent the creation of mosquito-breeding sites.
- Abandoning borrow areas without proper rehabilitation
measures will be disallowed.
- The Contractor‘s agreement with the landowner must
determine the options and appropriate measures for
rehabilitation of the borrow pit as approved by the
Independent Consultant, such as reshaping the borrow site
into a desired land-use plot (e.g. irrigation field, fishpond), re-
plantation aiming at double amount of trees removed from the
site.
- Permits obtained for borrow pits from
the competent authorities.
- Compliance as per mitigation
measures proposed.
Periodically Contractor CSC
Soil Erosion and
Contamination
- Soil from the site is to be used for backfilling excavated areas
while excess soil is disposed of off–site;
- Soils are not to be left exposed to wind/rain;
- Soil erosion is to be reduced and river valley protection
enhanced.
- Unnecessary clearing of vegetation will be strictly prohibited.
- Vehicle speeds will be regulated and monitored to avoid
excessive dust emissions.
- Incident record of all moderate and major spills will be
maintained. The record will include the location of spill;
estimated quantity; spill material; restoration measures;
photographs; description of any damage to vegetation, water
resource, and corrective measures taken.
- Ground cover in constructed areas
- Quality of surface water at the site and
in the neighbouring rivers/canals
- Take photographs before and after
construction activity to monitor any
change and soil conditions
- Daily checking of fuel tanks for
leakages
- Development of Management plan
and its implementation
Weekly Contractor CSC
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- Fuel tanks will be daily checked for leaks and all such leaked
will be plugged immediately.
- A Management plan (Annexure VIII) will be prepared to deal
with spills.
Air Pollution (dust, fuel and smoke emissions)
- Control speed of construction vehicles and Prohibit idling of
vehicles;
- Water is to be sprayed during the construction phase on dusty
areas to reduce dust emission;
- Regular maintenance of vehicle & equipment to reduce
smoke;
- Provision of dust masks for use in dusty conditions;
- Use of serviceable vehicles/machinery to avoid excessive
smoke;
- Records of machine and vehicle
maintenance
- Water spraying on dust pollution
sources
- Availability and use of protective gear
- Installation of proper signage
Weekly Contractor CSC
Excess noise and Vibration
- Use of noise reduction/ hearing protection devices when
working with noisy equipment or noisy environment;
- Use serviceable equipment with low noise emission;
- Instruct truck/machinery operators to avoid raving engines;
- Records of machine and vehicle
maintenance
- Availability and use of Ear Muffs
Weekly Contractor CSC
Dust generation due to erection of bating & asphalt plant causing health risks to operating workers, impact on biophysical environment
- Ensure precautions to reduce the level of dust emissions
from, hot mix plants, crushers and batching plants will be
taken up, e.g. providing them, as applicable, with protection
canvasses and dust extraction units.
- Mixing equipment will be well sealed and equipped as per
existing standards.
- Water will be sprayed on the lime/cement and earth mixing
sites.
- Work safety measures like dust masks shall be provided by
the contractor to ensure no health risks for operators.
- Compliance as per mitigation
measures proposed.
Periodically Contractor CSC
Generation of Solid Waste
- A Waste Management Plan (Annexure VIII) will be developed
before the start of the construction.
- Provide communal solid waste collection containers (skip) for
the collection and storage prior to appropriate disposal;
- Segregation of solid waste;
- Recyclables should be sold to local contractor;
- Excavation activities to be done preferably during the dry
season to avoid soil erosion and siltation of streams;
- All non-hazardous waste material that cannot be recycled or
reused will be disposed of as per waste management plan.
- Preparation and implementation of
Waste Management Plan
- Clean, Organized, Neat Road Site
- Presence of waste collection
receptacles
- Periodic instrumental monitoring
Weekly Contractor CSC
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- Construction site soil to be used to backfill excavated sites;
- All containers of hazardous waste will be appropriate labelled.
Generation of Liquid Waste – used oil and other Chemicals (Hazardous Waste)
- Construct a paved containment for storage of oils and other
liquid chemicals being used in the construction of the road;
- Provide containers for storage of used oils from vehicles
/machines/equipment being used at the construction site;
- Engage a Registered Firm for the collection of hazardous
material.
- Presence of a paved area for storage
of oils and other chemicals
- Presence of used oil containers.
- Presence of proper disposal
arrangements
Weekly Contractor CSC
Impacts on Physical Cultural Resources
If cultural heritage (e.g. graves, cemeteries, sacred trees, etc.) are
discovered the contractor must stop work and contact NHA. NHA
will then contact Archaeological department for further
investigation. The Contractor also must use the Chance Finds
Procedures provided in Section 7.3.4.
- Records of locations of ancient
objects and cultural heritage
As needed Contractor CSC
Risk of fire - Provide fire fighting equipment at the construction site area; - Contractor staff to be sensitized on fire fighting equipment
use;
- No burning of materials is to be permitted at the site.
- Presence of proper Fire Extinguishers
and other such material at
construction site
- Awareness of workers on use of fire
fighting equipment‘s.
Monthly Contractor CSC
Pollution of Surface and Groundwater
- No domestic waste is to be disposed of at the project area; - Provision of used oil containers at a central point; - Use of waste bins/proper waste management; - Pave parking area for trucks and direct drainage to
containment; - Proper treatment of used water before disposal
- Water Quality testing results
- Presence of Waste Bins
- Proper used water disposal
arrangements in place
Monthly Contractor CSC
Safety of Workers and other visitors at construction site
- Use of construction site barrier tapes to isolate the site(working) area to bar intruders from accessing the area;
- Layout plan for camp site, to be approved 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;
- Use of appropriate Personal Protective Equipment (PPE) during the clearing of vegetation and construction activities;
- Adopting ergonomic work flow designs that fit physical tasks to employees and not vice versa. Maintain work productivity;
- Construction site visitors require appropriate safety Gear and guidance.
- One permanent dedicated ambulance with all necessary equipment ready at times at each working site or at suitable distance.
- Presence of certified First aiders
- Workers have and are using Safety
Gear
- Medical records
- Emergency contacts for nearest
Emergency services, Hospital and
Police available
- One permanent dedicated ambulance with all necessary equipment ready at times
- Presence of one MBBS doctor and First aid staff
- Preparation and implementation of EPRP
Weekly Contractor CSC
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- Presence of one qualified MBBS doctor with ambulance. - Display of emergency contact Nos. At suitable place - The Contractor will develop an EPRP in collaboration with the
Engineer to establish actions and contacts in case of emergency.
Temporary road use risk to local population
- Notification on the intension to move large equipment by road; - Observe strict code of conduct by the transporters; - The contractor shall develop ―Traffic Management Plan‖
(TMP) (Annexure VIII) and health and safety policy and procedures, and educate all drivers and workers;
- Access roads for haulage trucks, used during road construction, should not be located near schools, hospitals and residential areas;
- Trespassing from construction sites shall be restricted.
- Availability and announcing of
transportation Programme well in
advance.
- Preparation and implementation of
Traffic Management Plan (TMP)
Monthly Contractor CSC
Working at heights - Testing of structures for integrity prior to undertaking work; - Implementation of fall protection including induction on
climbing techniques and use of fall protection measures, - Use of harnesses and scaffolds for working at heights;
Inspection, maintenance, and replacement of fall protection equipment ;
- Use of helmets and other PPE that are going to mitigate against scratches, bruises; lacerations and head injuries due to dropping objects;
- Provision of first aid facilities at the site;
- Medical Records and Training records
- Availability and use of proper PPE
- Availability of Fall Protection
Equipment at the Construction Site
Monthly Contractor CSC
Health issues of construction workers and Community
- Sensitise workers and community on sexually transmitted diseases HIV/AIDS;
- Sensitize workers on use of protection facilities like mosquitoes nets or appropriate gear;
- Health and Safety Plan (Annexure VIII) will be developed and implemented to prevent and reduce accidents and occupational diseases among workers.
- Pamphlets on Health Matters
- Periodic awareness training record
- Records of disease
incidences/prevalence
- Preparation and implementation of
Health and Safety Plan
Monthly Contractor CSC
Community misconceptions
- Awareness and creation of better liaison with the Community
on construction sites;
- Periodic meetings with local communities to promptly;
- Project progress reports and monitoring reports to be
prepared and recommendations implemented;
- Records of Meetings with Community
- Records of community issues
recorded and responses.
- Record of complaints received from
the communities
Monthly Contractor CSC
Social Security Concerns
- Conduct Information Education and Communication amongst
the community and the project staff;
- Hold meetings between Contractor Staff and Community;
- Have regular police patrols at the beginning of project
development;
- Meeting reports
- Police records on project area security
Periodically Contractor CSC
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Issue Mitigation Measure Monitoring Indicator Monitoring Frequency
Parties Responsible
Implementation Supervision
- Collect information on persons coming into the project area.
Surface run off & sedimentation from construction activities
- Construction of effective drainages and culverts;
- Plant soil binding grasses and other native plants
- Covering of loose material
- Surface runoff water impact protection
facilities in the project area
Monthly Contractor CSC
Sanitary facilities for construction workers
- Installation of appropriate sanitary facilities;
- Installation of appropriate sewage works (septic tanks and soak pits since the construction sites are not expected to have sewage network;
- Having a monitoring programme for the septic tanks to ensure
no overflow takes place
- Proper disposal of septic tank effluent
- Presence of Toilet Facilities for
Workers and Visitors at Construction
Site
Monthly Contractor CSC
Stress on local water resources
- Suitable arrangement for abstraction of water without affecting community resources
- Carry out hydro–geological studies to identify suitable location of tube–wells
- Consider installation of independent tube–well or fetching of water sinking of borehole to provide water for construction
- Presence of contractor own source of
water for Road construction activities
without affecting community resources
- Record of site complaint register
Periodically Contractor CSC
Safety of pedestrians crossing the 4– Lane Motorway
- Sensitise workers and community on road safety; - Availability of sensitization/safety
awareness Report
Periodically Contractor CSC
Dangers of Child Labour
- Contractor to be strictly advised not to engage any underage
persons (under 18 years of age) to perform any form of work
during construction.
- Contractor will be required to comply with the Child Labour
Act.
- Workers employment record or list
containing date of birth.
Periodically Contractor CSC
Operation Phase
Maintenance of the Road and Working at heights
- Use of barrier tapes to isolate the maintenance areas;
- Provide harnesses and scaffolds for working at heights;
- Inspect, maintain and replace fall protection equipment;
- Use of helmets and other PPE to mitigate against scratches,
bruises; lacerations and head injuries due to dropping objects;
- Provision of first aid facilities at the site;
- Use of Proper PPE and Equipment
- Hand–outs on safety
Periodically Contractor NHA
Road Accidents - Provision of First aid facilities and ambulance at proper places - Availability of First aid and ambulance
facilities at proper places
Periodically NHA NHA
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Contractor
The Proponent
(NHA)
Project Manager
CSC
ESMU
Environmental and Social Team of CSC
Environmental and Social Team of NHA
Environmental and Social Team of
Contractor
7.3 Organisational Responsibilities
7.3.1 Inclusion of the EMP in Contract Documents
In order to make Contractors fully aware and responsible of the implications of the EMP and to ensure
compliance, it is recommended that E&S measures be treated separately in the tender documentation
and that payment milestones should be linked to E&S performance of contractor, measured after
execution of the prescribed mitigation measures. Such a procedure would help ensure adequate
management of Project impacts is carried out during the construction and operation phases, where a
consistent approach will be expected on behalf of the Contractor and sub–contractors so that data
and information collected from monitoring programs is comparable with baseline monitoring data.
The Contractor shall be made accountable through contract documents and/or other agreements for
fulfilling E&S obligations and delivering on the E&S components of the Project. Contractors shall be
prepared to co–operate with the executing agency, supervising consultants and local population for
the mitigation of adverse impacts. After the EMP‘s inclusion in the contract documents, the Contractor
will be bound to implement the EMP and will hire appropriately trained E&S management staff to
ensure the implementation and effectiveness of the mitigation measures. The Contractor is required to
bid for executing the EMP including the recommended mitigation measures and monitoring programs,
as part of its Bill of Quantities (BOQ).
7.3.2 Implementation Responsibility
Ultimately, it is the responsibility of NHA as the Project Proponent to ensure implementation of the
EMP through consultants and contractor(s). The Project Proponent‘s staff, the Construction
Supervision consultants (CSC) and the Contractor will be responsible for ensuring the implementation
of the EMMP and each party shall be required to have the capability and capacity to manage E&S
obligations. Training and workshops shall be arranged involving the Project Proponent, consultant
and contractor to share Project experience and best practice for E&S protection. An organogram
illustrating the interfaces between the Project E&S teams is shown in Figure 7.1.
Figure 7.1: Organogram illustrating interface between the Project environmental and social
teams
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7.3.3 Establishment of Environmental and Social Management Unit
7.3.3.1 The Proponent Staff
Overall responsibility for environmental management will rest with NHA. The nominated Project
Manager (PM) of NHA will ensure that EMP has been made part of the contract document and will
depute full time dedicated environmental and social staff for the project. In case of non–availability of
the environmental and social staff from the existing staff the PM will appoint new staff for EMMP till
the construction phase of the project. The environmental and social team of NHA (EST–NHA) will
include following staff:
Manager Health, Safety and Environmental (HSE), Deputy Director Level;
Sociologist (Assistant Director Level)
Environmental and social team of NHA (EST–NHA) for project will assume overall responsibility for
ensuring:
That while executing the contract and undertaking the construction all environmental norms,
regulations and requirements promulgated by Environmental Protection Agency (EPA) with
respect to the work site and adjacent areas are fully respected and implemented by CSC.
The proponent environmental and social team will ensure that CSC has appointed and
nominated team for environmental and social monitoring of the Project.
ESMU is established from the start of the project.
Organize regular monthly meeting of the ESMU chaired by Manager HSE NHA.
Ensure that minutes of meeting (MOM) are recorded by Environmental and social team and
circulated among all the participants.
Implementation of the EMMP during operational phase.
7.3.3.2 The consultant Environmental and Social Team (EST–CSC)
The CSC will ensure that during construction all environmental norms, regulations and requirements
promulgated by Environmental Protection Agency (EPA) with respect to the work site and adjacent
areas are fully respected and implemented by the contractor. CSC will appoint full time designated
team of environmental and social staff for the supervision of EMMP. The Environmental and Social
team of CSC (EST–CSC) will include following staff.
Sr. Environmentalist or Environmental Engineer;
Sr. Sociologist/ Community Liaison Officer; and
Five HSE Inspectors (One for each package).
The EST–CSC will be responsible to:
Take prime responsibility for the environmental management of the Project as a whole in
compliance with requirements of the EPA and EMMP.
Review and approve the Project EMMP prepared by the contractor.
Review reporting and compliance audits undertaken by contractor's environmental engineers
Review and report on performance of the contractor to the EPA (as required)
Prepare compliance reports on progress of achieving obligations identified in the EMMP for
submission to the NHA and EPA.
Report on a daily basis any EMMP non–compliances to the Contractor General Manager
Act as public liaison officer representative for NHA.
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7.3.3.3 The Environmental and social team of Contractor (EST–C)
The appointed contractor will be required to agree to the following actions:
Develop a Project EMMP;
Implement the requirements of the mitigation activities in the EMMP;
Provide a construction site layout plan that identifies key activity area including lay down,
accommodation and parking etc. prior to commencement of works;
Provide all training necessary to oversee and implement EMMP requirements
Identify and employ an appropriately qualified and experienced full time Environmental and
social team on site (EST–C) with dedicated Environmental, Social and Health & Safety
(ESHS) responsibilities to oversee works on site;
The Contractor will be responsible for the ESHS performance of sub–contractor(s)‘ including
subcontractor(s) adherence to the requirements of the EMMP. All sub–contractor(s) will be
required to have dedicated environmental and social staff to implement the EMMP and to
monitor and manage this on an on–going basis. The sub–contractor(s) staff will be required to
liaise closely with the EST–C and obligations will include the provision of monthly reports and
participation in weekly construction review meetings etc.
Contractors shall employ a qualified team for managing ESHS issues at site on daily basis within a
week of the signing of the agreement. The team members of EST–C are given in Table 7.2.
Table 7.2: Members of the EST–C
Sr. # Designation Total Number of Staff Input
1 Manager/ Environmental, Social, Health and Safety 1 Full time
2 Sr. Environmental Engineer or Scientist 1 Full time
3 Sr. Social Scientist/ Sociologist/ Community Liaison Officer 1 Full time
4 Jr. Community Liaison Officer 5 One for each package * Full time
5 Health and Safety Inspector (s) One for each construction site* Full time
6 MBBS Doctor 1
7 First Aiders One for each construction site* Full time
* Staff number to be decided and approved by the EST–CSC.
The EST–C will have the following responsibilities:
Implementing the EMMP during the construction phase
Supervising the construction activities for the environmental and social aspects
Participation in the ESMU
Take prime responsibility for practical implementation of ESHS management measures
Oversee and ensure the implementation of the EMMP (with support from the Contractor
Construction Site Manager and ensure all subcontractor(s) are in compliance with the EMMP
requirements
Review and report performance to the Construction Site Manager and EST–CSC
Review sub–contractor(s) E&S protection/mitigation measures to ensure compliance with the
EMMP
Report on a daily basis any EMMP non–compliances to the Construction Site Manager
Carry out regular ESHS awareness sessions/toolbox talks and assist personnel in applying
ESHS standards on site
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Conduct regular audits and inspections to check that committed impact mitigation measures
are being implemented
Act as the first point of contact on ESHS matters for the Contractor, government authorities,
other external bodies and the general public.
7.3.4 Chance finds procedures
The procedures of ―Chance Find‖ should be incorporated into each sub–project EMMP and civil works
contracts and following is proposed in this respect:
If the Contractor discovers archaeological sites, historical sites, remains and objects during
excavation or construction, the Contractor shall:
Stop the construction activities in the area of the chance find;
Delineate the discovered site or area;
Secure the site to prevent any damage or loss of removable objects. In cases of removable
antiquities or sensitive remains, a night guard shall be arranged until the responsible local
authorities/ officers from Archaeological department;
Notify the supervisory Environmental Engineer of EST–CSC, EST–NHA and Project
Manager. The Project Manager NHA and EST–NHA will then notify the Archaeological
department immediately (within 24 hours or less);
Archaeological department would then be in charge of protecting and preserving the site before
deciding on subsequent appropriate procedures. This would require a preliminary evaluation of the
findings to be performed by the Archaeological department. The significance and importance of the
findings should be assessed according to the various criteria relevant to cultural heritage, namely the
aesthetic, historic, scientific or research, social and economic values.
Decisions on how to handle the finding shall be taken by the Archaeological department. This could
include changes in the layout (such as when finding irremovable remains of cultural or archaeological
importance) conservation, preservation, restoration and salvage. Implementation for the authority
decision concerning the management of the finding shall be communicated in writing by
Archaeological department.
Construction work may resume only after permission is given from the Archaeological
department concerning safeguard of the heritage. It may require change in the road alignment
and design.
7.4 Monitoring Schedule
The monitoring will be initiated right from the date of mobilization of the Contractor. The Table 7.1 also
indicate responsibility of implementation, monitoring frequency and responsibility of agencies
involved.
7.4.1 Photographic Record of Project Area
The EST–CSC shall take photographs of the important and sensitive project sites prior to start of
construction. The following information for each shot shall be maintained:
Shot number,
Title of photograph,
Date,
Time, and
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Photographic features.
7.4.2 Storage of Information
The electronic database will be established covering the following information about the EMMP:
Training programs,
Staff deployment,
Non–compliance,
Corrective actions,
Environmental data will be maintained about the following parameters.
Soil and land pollution,
Disposal of waste material at proper places and manner
Fuel or oil spills.
Noise pollution
Dust pollution
Smoke pollution
Vegetation and trees cut and compensatory plantation
7.4.3 Meetings
Before start of the project construction Environmental and Social Management Unit (ESMU) will be
established at project level to safeguard the environment of the area. ESMU meetings will play very
important role in construction activities. Regular monthly meetings among EST–NHA, EST–CSC and
EST–C will be organized by EST–NHA. The purpose of these meetings would be to discuss the
ESHS issues and non–compliances noted by EST–NHA and EST–CSC and adaptation of adequate
measures for their remedies. ESMU meetings will be arranged in different Packages periodically and
minutes of meetings shall be recorded by the EST–CSC for circulation to project management and all
stakeholders.
7.4.4 Reports
The EST–CSC will produce monthly reports of the project based on the ESHS compliances and
issues to EST–CSC for onward submission to all concerned as per Table 7.3.
Table 7.3: Preparation of Periodic Reports
Report Prepared by Reviewed by Distribution
Weekly EST–C EST–CSC Project Manager CSC, EST–NHA
Monthly EST–CSC EST–NHA Project Manager CSC, NHA and EPA
Annual EST–CSC EST–NHA Project Manager CSC, NHA and EPA
Final Report upon Completion of project.
EST–CSC EST–NHA Project Manager CSC, NHA and EPA
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7.4.5 Complaints Register
The EST–C will maintain a complaint register at the construction site(s) document all complaints
received from the local communities. The register will also record the measures taken to mitigate the
reported concerns. All of these concerns shall be documented in the monthly reports by the EST–
CSC in the periodic reports. The status of the closeout concern shall be verified and counter signed
by the designated official of EST–CSC.
7.4.6 Training Plan
Environmental training will help to ensure the process of carrying out the requirements of EMMP that
it is clearly understood and followed by all project personnel. The primary responsibility to provide
training to all the project personnel will be that of EST–C and EST–CSC. The indicative training detail
that would be provided to different professional, semi–professional and occupational groups at the
managerial, skilled and unskilled levels is described in Table 7.4.
Table 7.4: Indicative Training Program
Staff Trainer Contents Schedule
Contractor personnel
EST–C and EST–CSC
– Mitigation measures
– Social and cultural values of the area
– Importance of Environmental, Health and Safety
– Importance and use of PPE
Before and regularly during construction.
Contactor construction crew:
Skilled labours
Unskilled labours
EST–C – Importance of Environmental, Health and Safety
– Use of Personal Protective Equipment‘s.
Same as above.
Drivers EST–C – Road safety
– Road restrictions
– Vehicle restrictions
– Defensive driving
– Social and cultural values of the area.
Same as above.
Camp staff EST–CSC and EST–C
– Camp operation
– Waste disposal
– Natural resource conservation
– Housekeeping
Same as above.
Restoration team EST–CSC and EST–C
– Waste disposal
– Levelling and dewatering of borrow area and diversion channels
Before start of restoration activity.
7.4.7 Environmental Audit
It is proposed to arrange environmental audits of the project on biannual basis. The objective of the
environmental audit is to have an independent evaluation of the environmental obligations of the
executing agency of the project. Environmental auditing is generally done by an unbiased sovereign
organisation or a person having full command on the subject. The terms of reference for
environmental audits will be designed by the EST–CSC with the collaboration of EST–NHA. The
findings of the environmental audits will be circulated to project management and EPA and other
interested parties and stakeholders.
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7.4.8 Environmental and Social Cost Estimates
An estimated environmental management and monitoring budget of Rs. 3.108 million has been
proposed for construction period as detailed in Table 7.5.
Table 7.5: Environmental Management and Monitoring Cost
Sr. # Item Quantity of Samples Unit Cost (Rs.) Total Cost
(M. Rs.)
A. Monitoring Activities
1 Quarterly Surface Water Quality
Monitoring 3–sites;
- Point where road crosses Indus River/ where bridge to be built.
- Point where road crosses Soan River/ where bridge to be built
- Point where road crosses Soan River/ where bridge to be built.
-
Biannual.
Two composite samples from each river from upstream and downstream of proposed bridges
Lump sum (L.S)
0.300
2 Ground/ Drinking Water Quality
Monitoring;
Five samples – One from each Package construction sites (Project tube well or tube well from nearby villages located within 100m from the centreline of proposed 4–Lane Motorway
Biannual Lump sum (L.S)
0.300
2 Ambient Air Quality Monitoring
Five sites – One from each Package
construction sites
Biannual Lump sum (L.S) 0.900
3 Noise Level Monitoring
Five sites – One from each Package
construction sites
Biannual Rs. 25,000 (01 Noise Meter)
0.025
Sub. Total 1.525
B. Tree Plantation Compensatory Plantation – Five trees to
planted against one tree cut. The cost of
planting tree sapling including its after care for
two years
In case of any cutting/ uprooting 1:5 shall be planted.
L.S including after
care of two years
to hand over to
NHA
0.800
Sub. Total 0.800
C Environmental Audit First during first year of construction and second soon after project completion.
150,000 0.500
Total (A+B+C) 2.825
Contingencies @ 10% 0.283
Grand Total (Rs) 3.108
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8 Conclusion and Recommendation
This chapter presents the conclusions drawn from the EIA studies of the Project together with
recommendations.
8.1 Baseline Conditions
The 4–Lane Motorway will traverse the marginal, barren rain fed and sparsely populated
areas of Dera Ismail Khan, Mianwali and Attock districts.
The people living along and adjacent to proposed route belongs to deprived strata of the
nation as almost all social amenities are meagre.
The road will pass one industrial estate of Daud–Khel / Sikandarabad producing Gray & White
cement and Urea fertilizer.
The road will cross one biologically sensitive area, the Indus River in between Minawali city
and Jinahh barrage. As per data obtained from Wildlife departments located in Dera Ismail
Khan, Mianwali and Attock, the Indus at crossing point does not have any sensitive species of
Flora/Fauna. The proposed route will not cross any National Park, Wildlife Sanctuary and
Game Reserve.
There is evidence of appreciable number of birds, and small wildlife (mongoose, rats,
porcupines, moles, etc.) as well as larger animals like jackals and foxes, and occasional
visitors like wild boars in the area.
No indigenous or vulnerable groups of people were identified in the project area.
No endangered, threatened and vulnerable species of flora were identified in the project COI
which could be affected by the project.
No wildlife sanctuary, National Park, Game Reserve, Protected Area are located in the project
COI area or near to buffer zone of project COI.
No Ramsar wetland site is found in the project area or in the vicinity.
There are no sensitive ecosystems/ habitats in the project area which could be affected.
There are no spots of vegetation in natural state which could be affected by the project.
A comprehensive consultation process with the project primary and secondary stakeholders
has been carried out during the EIA process. The outcome of the consultation process was
very encouraging all stakeholders in general took keen interest in the objectives and
interventions of the project and appreciated the project idea.
Social baseline findings indicated some sectors requiring special efforts for uplift of the local
communities (not directly related with the project) including education, health, potable water
and sanitation facilities. There are no archaeological or historic sites or monuments in the
project COI or near to its buffer zone which could be affected by project activities.
8.2 Project Impacts
The EIA identifies both positive and adverse impacts likely to arise during construction and
operational phases of the project. The adverse impacts identified include impacts, which can be
ameliorated or mitigated to well within normally acceptable levels through practicable control and
management measures. The adverse impacts are likely to occur mainly during construction phase.
Many of these will be temporary in nature and are expected to vanish with the completion of the
construction phase of the project. Mitigation measures for all these impacts have been proposed in
the EMP. These are considered to be limited given the size of the project and it is considered that the
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impacts can be ameliorated or mitigated within normally acceptable levels through practicable control
proposed EMMP.
8.2.1 General
Human and economic displacement is not foreseen on substantial scale as route identified
has been planned to pass at the reasonable distance from the villages, towns and other
populated areas, therefore.
Limited land acquisition and displacement will take place from the people living in the ROW
(100m) of 285 km long 4–Lane Motorway, for which RAP will be prepared by NHA.
There will be no short term or long term adverse impact on surface and ground water quality.
8.2.2 Positive Impacts
Enhanced economic growth is anticipated due to improved road connectivity, economic and
social value addition in the area of influence. The project is anticipated to open the hidden
areas of Dera Ismail Khan, Mianwali and Attock districts.
The planned 4–Lane Motorway being part of CPEC will largely contribute to the economic and
social development of the China, Pakistan, Afghanistan and central Asian countries.
It will bring more population of remote areas of Dera Ismail Khan, Mianwali and Attock
districts in to the stream of benefits, which in turn will change the social complexion of people
around this road by creation of jobs and employment opportunities.
Apart from the usual benefits of saving in time this link will transform the entire pattern of
transportation in the surrounding areas resulting in uplift of economic condition of local
community.
This link will bring revolution in road transport and time saving journey for passengers. There
will be enhanced productivity, reduced travel times and less stress to road users.
It will also contribute to ensure smooth and efficient movement of trade, goods and traffic in
relatively shorter time. Less transport costs for transport companies because of reduced
distance and good quality road.
Unemployment, poverty, lacks of educational and health facilities are among the major social
constraints of the settlements and villages located near to project COI. The construction work
could offer employment opportunities to thousands of local semi–skilled and unskilled
workers. The construction work could offer employment opportunities to hundreds of local
semi-skilled and unskilled workers as labourers, drivers, electricians, plumbers, or guards,
etc.
8.2.3 Adverse Impacts
Typical construction related impacts such as dust from vehicles should not be a major
problem in most areas, except from off-road access routes passing close to settlements.
During construction there could be a tendency to dispose sewage from the offices, labour
camps and other such places in open areas and ditches causing nuisance to adjoining areas.
During operational phase, unscientific disposal of used water generated from offices and
service areas will pose threat to ground water. This will have to be strictly avoided by
including a proper disposal scheme (treatment plant) in the design.
Deterioration in air quality (air and noise) is envisaged due to the movement of large numbers
of vehicles, operation of construction machinery in the project COI especially during
construction phase.
Some manageable traffic hazards are anticipated during construction activities.
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Flora and fauna habitat in project COI is expected to be affected significantly due to project
interventions.
Disturbance to the human and traffic movement in the vicinity of the project area especially on
the connecting roads and intersections is foreseen. The impact will be mitigated through
adoption of designed TMP for each intersection.
Division of village land in different segments, resulting in inconvenience to the people for
approaching the resources. It will be mitigated by providing bridges and culverts at all
required places.
Blockage of natural drainage channels. The impact will be mitigated by providing proper
drainage arrangements at all required places.
Deterioration of air quality in the surrounding of the project site because of induced vehicles
and construction machinery exhaust release/emission. Appropriate mitigation measures have
been proposed in EMMP.
Increased particulate matters concentration in the air because of project operations like traffic
movement, excavation, filling and compaction activities for which suitable mitigation measures
have been proposed in EMMP.
Enhanced noise pollution expected to be generated from construction machinery and
equipment. The impact will be mitigated by implementing the measures proposed in EMMP.
Cutting of 11050 trees (although road alignment has not dense vegetation), log of all trees cut
will be maintained and five trees against one tree cut will be planted as compensatory
plantation. Besides compensatory plantation afforestation on both sides of the road are also
proposed to enhance the authentic of the area and to enhance positive impacts of the project.
8.3 Conclusions
EIA studies of the environmental and social setting of the proposed project, and implications
of the proposed interventions, does not indicate any significant negative impact of such nature
or magnitude that would suggest the project to be not feasible.
It is clear as a matter of fact that the project itself do not have any major negative impact on
the physical, biological and socio–economic conditions of the project area. The ones that are
found to be negative are also site–specific and can be easily managed/ controlled with the
strict implementation of the Environmental Management and Monitoring Plan (EMMP).
The proposed EMMP consists of a combination of operational policies, procedures, practices,
actions to address identified impacts and risks. It will favour the avoidance and prevention of
impacts over minimisation, mitigation, or compensation, wherever technically and financially
feasible. Where risks and impacts cannot be avoided or prevented, mitigation measures and
actions are identified so that the project operates in compliance with applicable national and
provincial laws and regulations.
8.4 Environmental and Social Costs
Tentative costs of environmental and social mitigation measures proposed in the report amount to
Rs.3.108 million. A significant change in this amount is likely, following comments and alterations in
the proposed measures, and the damages actually caused.
8.5 Recommendation
Inclusion of proposed EMMP in the bidding document as well as the Contract Agreement to
ensure its effective implementation by the Contractor.
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NHA being proponent of the project should manage the following sufficiently before start of
execution of the project independently or through CSC:
o Establishment of an effective ESMU to ensure delivery of its environmental & social
responsibilities and obligations on the project.
o Grievance Redressal Mechanism to redress the grievances of local staff and
communities.
o Compensatory Re-plantation Scheme to replace five trees against one tree cut.
o Arrangements for Landscaping and Greenification on both sides of 285 km long road
through hiring the services of Landscape Consultant.
o Development of Safety, Health and Environment Guidelines for implementation of the
contractor.
o Preparation of Site Specific mitigation plans through contractor for approval from the
CSC.
The overall findings of the EIA studies show that the 4–Lane Motorway Project is
environmentally and socially viable project subject to the implementation of EMMP in letter
and spirit.
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Ethno botanical leaflet, 2006
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(EIA) Regulations, 2000
Punjab Environmental Protection Act 2012
Pakistan Penal Code, 1860
Pakistan Explosives Act, 1884
Land Acquisition Act, 1894
Factories Act, 1934 (Amendment) Act 2012
Forest Act, 1927
Protection of Trees Act, 1949
Motor Vehicle Ordinance, 1965 and Rules 1969
Antiquity Act, 1975
Employment of Child Act, 1977
Highway Safety Ordinance, 2000
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (9-2) March 2017
Local Government Ordinance, 2001
National Conservation Strategy (NCS), 1992
District census report Mianwali 1998
District census report Attock 1998
http://www.dostpakistan.pk/agricultural-map-pakistan Assessed on 02-03-2016
http://www.ecogeodb.com/ECO_Detail.asp?P=Geology Assessed on 02-03-2016
Data Processing Center Pakistan Meteorological Department Karachi.
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (a) March 2017
Instruction: Answer the questions assuming the ―without mitigation‖ case. The purpose is to identify potential impacts. Use the ―remarks‖ section to discuss any anticipated mitigation measures.
Annexure – I: Rapid Environmental Assessment (REA) Checklist
Project Title:
Screening Questions Yes No REMARKS
A. Project Siting
Is the Project area adjacent to or within any of the following environmentally sensitive areas?
Cultural heritage site
Protected Area
Wetland
Indus River between Mianwali and Jinnah Barrage
Mangrove
Estuarine
Buffer zone of protected area Kalabagh Game
Reserve
Special area for protecting biodiversity
B. Potential Environmental Impacts
Will the Project cause…
Encroachment on historical/cultural areas?
Disfiguration of landscape by road embankments, cuts, fills, and quarries?
Encroachment on precious ecology (e.g. sensitive or protected areas)?
Alteration of surface water hydrology of waterways crossed by roads, resulting in increased sediment in streams affected by increased soil erosion at construction site?
Deterioration of surface water quality due to silt runoff and sanitary wastes from worker–based camps and chemicals used in construction?
Increased local air pollution due to rock crushing, cutting and filling works, and chemicals from asphalt processing?
During construction
phase only
Noise and vibration due to blasting and other civil works?
ROADS AND
HIGHWAYS
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (b) March 2017
dislocation or involuntary resettlement of people
Other social concerns relating to inconveniences in living conditions in the project areas that may trigger cases of upper respiratory problems and stress?
During construction phase only
Hazardous driving conditions where construction interferes with pre -existing roads?
Poor sanitation and solid waste disposal in construction camps and work sites, and possible transmission of communicable diseases from workers to local populations?
Creation of temporary breeding habitats for mosquito vectors of disease?
Dislocation and compulsory resettlement of people living in right–of–way?
on very limited scale
Accident risks associated with increased vehicular traffic, leading to accidental spills of toxic materials and loss of life?
Increased noise and air pollution resulting from traffic volume?
Increased risk of water pollution from oil, grease and fuel spills, and other materials from vehicles using the road?
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (c) March 2017
Annexure – II: Performa’s used for Focus Group Discussions
Village Profile Performa New 4–Lane Motorway Project (From N55 to M–1) (Focus Group Discussion)
1. Identification
a) Village: ______________________ b) Tehsil: ____________________________
c) District: ______________________
2. Population
a) Total _______________________(Nos.) b) Households ______________ (Nos.)
3. Family System
a) Nuclear____________% b) Joint_______________%
4. Housing (Nos)
a) Kacha:___ b) Pacca:______ c) Semi-Pacca:_____ d) Total:____
5. Ethnicity
Sr. No Tribe Number/Percent of Household
1
2
3
4
Total
6. Languages spoken in the village
a) Panjabi:______ b) Saraiki:_______ c) Urdu:_______ d) Other:__________
7. Main Occupation
Sr. No Occupations Percentage
1
2
3
Total
8. Education Facilities
Description
Nos of institutions In case of No, mention nearest
availability Boys Girls
Yes No Yes No
Primary School
Middle School
High School
Inter College
Degree College
Madrassa
Any other(Specify)
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (d) March 2017
9. Health Facilities
Facility Within Village Existence Functional In case of No,
mention nearest availability
Yes No Yes No
Hospital (Government/ Private)
Basic Health Unit
Mother Child Care Center
Child Immunization Center
Dispensary
Hakeem / practitioners
10. Common Diseases in the Village
a) Malaria:____________ b) Typhoid:____________ c) Polio:______________
d) T.B:_______________ e) Diarrhea:___________ f) Hepatitis:__________
g) Skin Diseases:_______ h) Eye Diseases:_______ i) any other ________
11. Civic Infrastructure
Type of Amenity Available in the
Village Available in Nearby
Village / Locality Distance from
the Village (km)
Electricity
Gas
Fuel Cylinder
Telephone (Land Line)
Post Office
Bank
Mosque
Graveyard
Other
12. Source of Drinking Water
Tap/ Water Supply____ Hand-pump:____ Stream/Canal:______ Others:_____
13. Water table depth (ft.) ____________________________________________________
14. Water Quality for drinking
Fit:_______________________ Unfit:_________________ Partially fit:____________
15. Source of Irrigation water
Canal:_________________ Tube well:____________________ Well:_________________
Stream:________________ Canal+tubewell+well:___________ Other (Specify):________
16. Land Use (Acre)
Cultivated Area__________ Cultivable Waste ___________ Barren Land ___________
17. Cropping Pattern and Yield
Rabi Crops: Average Yield
(Kg/Acre) Kharif Crops:
Average Yield (Kg/Acre)
_________________ ________________ _________________ ________________
_________________ ________________ _________________ ________________
_________________ ________________ _________________ ________________
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (e) March 2017
18. Is there any sewage disposal system available in the village? YES_____ NO______
If not then where do you dispose your sewage?
a) Open Pit:__________ ____________ b) Septic Tank:_____________ ________
c) Open Drain:_________ ______ d) Pipe:____________ _________________
e) Other:________________ __ f) Soaking Pit ______________
19. Do you have any system for collection of solid waste YES______ NO_________
a) If yes, give details: ___________________________________________________
b) If no, then where do you dump your waste? _______________________________________
20. Livestock in the village (Nos.)
Buffaloes: _____________________ Sheep: _______________________
Cows: ________________________ Camel: _______________________
Goat: ________________________
21. Leadership Pattern
Who is the most influential person in the village?
a. MNA/MPA:______ b. Member Union Council: _____ c. Village Elders:________
d. Malik:_________ e. Teacher:_________ f. Caste/ family Head:____
g. Religious Leader:__ h. Others:_________________ i.
22. Conflict Resolution
How conflicts are resolved?
a) Jirga:______________ b) Tribal/Caste Head:______ c) Family Head:______
d) Court:_____________ e) Any other:_____________
23. Gender
a) In which activities women participate?
b) Do women contribute in household income? YES__________ NO_____________
If yes, in what ways?
c) Are women consulted in decision making matters? YES__________ NO_____________
If yes, in what matters?
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (f) March 2017
24. Is there any industry in your village or in the vicinity? YES___ NO_______
If yes; which Industry?
25. Does any NGO or CBO exist in the village? YES______ NO_______
If yes; explain their name and activities?
Name Activities
a) __________________ ___________________________________________
b) __________________ ___________________________________________
26. Do there exist any vulnerable households in the village? YES_______ NO_____
If yes, give details, (Nos)
Widows ____ Handicaps _____ Homeless _____ Other (Specify)_____
27. Specify the nearest facility or amenity? (km)
Police Station ____ Grain Market ___ Cattle Market __ Main town visit for recreation ____
28. State the pressings needs of the village?
a)
b)
c)
29. Any development in progress at your village regarding community benefit.
a)
b)
c)
30. Community perception about the project.
a)
b)
c)
31. Significant observations.
a)
b)
c)
Interviewer: ________________________________________ Date: ____________________
List of Participants/ Respondents
Sr. No. Name Father’s Name Village / Settlement Contact No.
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (g) March 2017
Focus Group Discussion with Women New Four Lane Motorway Project (Yarak on Indus Highway N–55 to Hakla on M–1)
1. Identification
a) Village: ______________________ b) Tehsil: _____________________________
c) District: ______________________
2. What are the basic problems of the women of this village regarding;
Health
a)
b)
c)
Education
a)
b)
c)
Basic house hold activities
a)
b)
c)
Income generating activities
a)
b)
c)
Right of ownership
a)
b)
c)
Participation in decision making
a)
b)
c)
Skill development
a)
b)
c)
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (h) March 2017
Women felt needs of the village
a)
b)
c)
Any other gender related issues and problems at village.
a)
b)
c)
Interviewer: ________________________________________ Date: ____________________
List of Participants/ Respondents
Sr. No. Name Father’s Name Village / Settlement Contact No.
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (i) March 2017
Annexure – III: Engineer’s Estimate
Sr. # Item Description Unit Packages
1 2 3 4 5 Total
1 Earth Works
1.1 Cleaning and Grubbing SM 3,288,113 3213750 3317 1910625 3709688 12,125,493
1.2 Removal of Trees 150-300 mm Girth
Each 1,500 1500 1600 1500 1500 7,600
1.3 Removal of Trees 301-600 mm Girth
Each 500 500 450 400 400 2250
1.4 Removal of Trees 601mm or over Girth
Each 250 250 250 250 200 1200
1.5 Compaction of Natural Ground
SM 3,288,113 3213750 3317 1910625 3709680 12,125,485
1.6 Excavate Unsuitable Common Material
CM 108,900 19250 200000 200000 19 528,169
1.7
Formation of Embankment from Roadway Excavation in Common Material
CM 297,000 32500 808757 4760 250 1,143,267
1.8
Formation of Embankment from Roadway Excavation in Unclassified Rock Material
CM 2,200 1100 1887100 2040000 32500 3962900
1.9
Formation of Embankment from Borrow Excavation in Common Material
CM 8,410,468 8819800 6341977 600000 1054680
0 34719045
1.10
Formation of Embankment from Structural Excavation in Common Material
CM 20,000 20000 20 30000 20000 90020
1.11 Subgrade Preparation in Earth Cut
SM 19,000 36500 75000 75 25000 155575
1.12 Improved Subgrade CM 508,200 490545 485595 534600 534600 2553540
1.13 Formulation of Granular Material Platform
CM 24,000 105000 45000 24000 68000 266000
2 Sub Base and Base Course
2.1 Granular Subbase CM 259327 269879 279216 304282 - 1112704
2.2 Aggregate Base Course CM 511503 513135 533262 584938 - 2142838
2.3 Asphaltic Base Course Plant mix (Class B)
CM 164811 168972 171538 188337 - 693658
2.4 Water Bound Macadam Class B
CM 4300 4300 4300 4300 - 17200
2.5 Breaking of Existing Road Pavement
CM 1500 1500 1500 1500 - 6000
2.6 Scarification of Existing Road Pavement
SM 5000 5000 5000 5000 - 20000
Rigid Pavement for Toll Plaza Portion (Road Structure)
2.7 Lean Concrete CM 1125 1500 1500 1500 - 5625
2.8 Concrete Class B CM 2813 3750 3750 3750 - 14063
2.9 Installation of Tuff Pavers
SM 9450 12600 12600 12600 - 47250
3 Surface Course and Pavements
3.1 Bituminous Prime Coat SM 1103830 1135786 1103816 1208811 1240517 5792760
3.2 Bituminous Tack Coat SM 2153780 2265431 216311 2354211 2385917 9375650
3.3 Triple Surface Treatment (TST)
SM 445618 484725 491625 529575 541363 2492906
3.4 Asphaltic Concrete for Wearing Course (Class
CM 52792 56 55668 60441 62025 230982
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (j) March 2017
Sr. # Item Description Unit Packages
1 2 3 4 5 Total
A)
4 (A) Structures (Box Culverts)
4.1 Structural Excavation (all type of soil including rock)
CM 12715.63 11956 11780 34775 - 71226.63
4.2 Granular Backfill CM 90354 73377 69548 204954 - 438233
4.3 Common Backfill CM 53104 45767 42962 116909 - 258742
4.4 Concrete Class A2 (Underground)
CM 288 219 212 632 - 1351
4.5 Concrete Class A2 (On ground)
CM 6780 6885 6120 13005 - 32790
4.6 Concrete Class A2 (Elevated)
CM 11643077 9528 9027 23299 - 11684931
4.7 Lean Concrete CM 4150 3786 3520 9177 - 20633
4.8 Reinforcement as per AASHTO M-31 Grade-60
Ton 4210 3742 3456 8311 - 19719
4.9 Pre-molded joint Filler 25mm Thick with Bitumastic Joint Seal
SM 172 121 114 332 - 739
4.10 PVC Water Stop 9'' Size M 6572 5775 5670 16695 - 34712
4.11 Rip Rap Class B CM 12223 7738 7815 27408 - 55184
4.12 Filter Layer of Granular Material
CM 4074 2579 2605 9136 - 18394
(B) Structures (Retaining Walls and Breast Walls)
4.13 Structural Excavation in common material
CM 81389 247555 524755 584182 40068 1477949
4.14 Back Filling rock material
CM 33220 97900 95700 131450 15400 373670
4.14 Concrete Class A2 CM 7205 3603 168506 171154 3603 354071
4.16 Concrete Class B CM 165 83 149 3267 99 3763
4.17 Lean Concrete CM 748 374 12716 12342 374 26554
4.18 Plum Concrete (2:1 @ Concrete to Stone Ratio)
CM 58976 227343 207543 272539 28036 794437
4.19 Reinforcement as per AASHTO M-31 Grade-60
Ton 1081 540 25276 26273 540 53710
4.20 Steel Wire Mesh for Gabion
Kg 308000 462000 440000 550000 27500 1787500
4.21 Rock Fill in Gabion CM 30800 46200 44000 55000 2750 178750
(C) Structures (Underpasses)
4.22 Structural Excavation (all type of soil including rock)
CM 2491 1941 4912 - 11775 21119
4.23 Granular Backfill CM 853 728 1842 - 4747 8170
4.24 Concrete Class A1 (On Ground)
CM 563 424 1074 - 2811 4872
4.25 Concrete Class A2 (Underground)
CM 2167 1476 3733 - 8108 15484
4.26 Concrete Class A2 (Elevated)
CM 4620 3143 7952 - 18635 34350
4.27 Lean Concrete CM 373 275 695 - 1687 3030
4.28 Reinforcement as per AASHTO M-31 Grade-60
Ton 2045 1261 2934 - 16797 23037
4.29 Pre-molded joint Filler 25mm Thick with Bitumastic Joint Seal
SM 41 40 102 - 253 436
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (k) March 2017
Sr. # Item Description Unit Packages
1 2 3 4 5 Total
4.30 Water Stope 9" Size M 1186 784 1984 - 4582 8536
4.31 Rip Rap Class A CM 331 331 837 - 2090 3589
(D) Structures (Bridges)
4.32 Structural Excavation (all type of soil including rock)
CM 2630 8092 10374 - 9360 30456
4.33 Granular Backfill CM 1500 3000 4335 - 4500 13335
4.34 Common Backfill CM 1201 3643 3837 - 3369 12050
4.35 Concrete Class A1 (On Ground) Approach Slab, Barrier
CM 428 3405 1571 - 1344 6748
4.26
Concrete Class A2 (Elevated) Transom, Deck Slab, Diaphragm, curtain wall and wing wall
CM 3230 32539 11045 - 7796 54610
4.37 Concrete Class A3 (Elevated) Piers
CM 1115 7766 3788 - 3528 16197
4.38 Concrete Class A3 (Underground) Piles
CM 3079 52877 14882 - 10754 81592
4.39 Precast Concrete Class D1
CM 1699 34091 8081 - 4953 48824
4.40 Lean Concrete CM 55 169 205 - 209 638
4.41 Reinforcement as per AASHTO M-31 Grade-60
Ton 1689 2572 7257 - 5079 16597
4.42 Reinforcement (Structural Shapes) as per ASTM A-36
Ton 7 114 27 - 21 169
4.43 Pre-stressing Wire Strand, 1/2" dia Complete in all respects
Ton 85 1686 343 - 219 2333
4.44 Launching of Girder Ton 4083 81080 16496 - 10544 112203
4.45 Elastomeric Bearing Pads (According to size and thickness)
C.cm 1060800 1803360
0 4243200 - 330722 23668322
4.46
Cast-in place concrete piles, dia 1200 mm (boring only) in Normal Soil
LM
33750 4170 - 2220 40140
4.47
Cast-in place concrete piles, dia 1200 mm (boring only) in Gravel Strata
LM
22500 2700 - 1650 26850
4.48
Cast-in place concrete piles, dia 1200 mm (boring only) in Normal Soil
LM 1995 3000 3165 - 3975 12135
4.49
Cast-in place concrete piles, dia 1200 mm (boring only) in Gravel Strata
LM 2730 2000 2110 - 2650 9490
4.50 Pile Load Test for dia 1200 mm (2.5 times Design Load)
Each 3 9 6 - 10 28
4.51 Proof Load Test on working piles (1.5 times Design Load)
Each 3 9 6 - 10 28
4.52
Permanent Pile Causing (liner) for piles
Tons 206 5255 870 - 720 7051
4.53 Sonic Integrity Tests (SIT) On all Piles
Each 88 1660 372 - 308 2428
4.54 Riprap Class B CM 1517 4911 5436 - 5545 17409
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (l) March 2017
Sr. # Item Description Unit Packages
1 2 3 4 5 Total
4.55 Filter Layer of Granular Material
CM 337 1053 1169 - 1232 3791
4.56
Manufactured-Trade Marks expansion joints for roadway (25 - 30) mm movement
M 212 3498 936 - 824 5470
4.57 GI Drain Pipe Dia 100 mm
M 162 669 189 - 150 1170
(D - I) Structures (Soil Investigation for Bridges)
4.58
6" minimum dia drilling straight rotary/percussion including back filling of holes from NSL up to 45m depth or till the rock level whichever is met earlier
LM 120 500 500 500 450 2070
4.59
Perform SPT at 1m interval l/c collection, preservation & Transportation of disturbed samples to an approved; laboratory
No. 50 200 200 200 200 850
4.60
Continuous core drilling in bedrock up to a maximum of 5 m depth below rock strike level, including determination of core recovery/ RQD, preservation of core samples in core boxes, labelling, waxing of selected core samples, photography of rock cores and transportation of core samples to the laboratory. In case core recovery is less than 80% reduce run length to 0.5 m
LM 20 67 60 33 67 247
4.61
Collection of undisturbed soil samples from boreholes using Shelby pitcher/design sampler i/c preservation and transportation of samples to an approved laboratory
No. 20 67 60 33 67 247
4.62
Performance of FDT in test pits through and replacement method i/c moisture content determination
No. 50 167 150 83 167 617
4.63
Excavation of test pits up to 1.5m depth along road alignment including backfilling of pits to original condition
M 25 83 75 42 83 308
4.64
Collection of undisturbed block samples from test pits at appropriate location as directed by the Engineer
No. 25 83 75 42 83 308
4.65
Collection of composite bulk sample (at least 60 kg for sandy/clayey soils and 120 kg for gravely
No. 25 83 75 42 83 308
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (m) March 2017
Sr. # Item Description Unit Packages
1 2 3 4 5 Total
soils)
4.66
Collection and preservation of waste samples from bore holes & transportation to an approved Laboratory
No. 25 83 75 42 83 308
4.67 Laboratory testing, Grain size analysis
No. 15 50 50 25 50 190
4.68 Hydrometer analysis No. 15 50 50 25 50 190
4.69 Atterberg limits No. 15 50 50 25 50 190
4.70 Specific gravity No. 15 50 50 25 50 190
4.71 Natural moisture content No. 15 50 50 25 50 190
4.72 Bulk density and dry density (Soil/rock cores)
No. 15 50 50 25 50 190
4.73 Direct shear test No. 15 50 50 25 50 190
4.74 Consolidation test (collapse/swell potential)
No. 15 50 50 25 50 190
4.75 Unconfined compression test (Soil/rock cores)
No. 15 50 50 25 50 190
4.76 Chemical analysis of soil
No. 15 50 50 25 50 190
4.77 Chemical analysis of water
No. 15 50 50 25 50 190
4.78 Submission of investigation report (triplicate)
No. 15 50 50 25 50 190
4.79 CBR No. 15 50 50 25 50 190
4.80 Modified Proctor Test No. 15 50 50 25 50 190
5 Drainage and Erosion Works
5.1
Concrete Class A-1 (on Ground) for Chutes and Ducts (Services Crossing)
CM 5520 4800 4800 4500 6420 26040
5.2 Concrete Class B CM 1447 1447 1447 2110 2110 8561
5.3 Reinforcement as per AASHTO M-31 Grade-60
Ton 552 480 480 450 642 2604
5.4 RCC pipe culvert AASHTO M 170 Class ii dia 910 mm
M 2500 2000 2 5000 5000 14502
5.5
Concrete Class B in bedding and Encasement of concrete pipe culvert
CM 3000 4447 4447 6 5710 17610
5.6 Steel wire mesh for Gabions
Kg 114000 91200 91200 91200 91200 478800
5.7 Rock fill in Gabions CM 12000 9600 9600 9600 9600 50400
5.8 Rip Rap, Class A CM 2000 2000 2000 2000 2000 10000
5.9 Grouted Rip Rap, Class A
CM 1000 1000 1000 1000 1000 5000
5.10 Dismantling of structure and Obstruction
CM 500 500 500 500 500 2500
5.11 Grouted stone pitching 20-25cm Thick
SM 90000 66000 82500 90000 90000 418500
5.12 Supplying & Installation of PVC Pipe 150 mm dia
M 2000 5600 5600 5600 5600 24400
5.13 Relocation of united watercourse
SM 1000 1000 1000 1000 1000 5000
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (n) March 2017
Sr. # Item Description Unit Packages
1 2 3 4 5 Total
5.14 Relocation of Brick Lined Watercourse
SM 500 500 500 500 500 2500
Construction of Bund in River Indus
5.15
Formation of Embankment from Borrow excavation in common material
CM - 756 - - - 756
5.16 Rip Rap Class C on Slope & J-Spur
CM - 426 - - - 426
6 Ancillary Works
6.1 Pre-cast concrete edge kerb/Dyke
M 127811 125620 127820 139920 143880 665051
6.2 Metal Guard Rail M 25000 25000 20000 20000 20000 110000
6.3 Guard Rail End Pieces Each 300 300 300 300 300 1500
6.4 Steel Post for Guard Rail
Each 10000 10000 8000 8000 8000 44000
6.5 Traffic Road Signs, Triangular Category-1 sides 1200 mm
Each 200 200 250 300 350 1300
6.6 Traffic Road Signs, Circular Category-2 diameter 1200 mm
Each 200 200 250 300 350 1300
6.7 Traffic Road Signs Rectangular Category - 3C
SM 600 600 600 700 750 3250
6.8 Delineators/Angle Reflector
Each 11000 11000 11000 12000 12000 57000
6.9 Gantry Sign Type-I as shown on drawing
Each 10 10 0 10 10 40
6.10
Provision of service duct for optional fiber cable along the fence throughout the project length
PS - - 0 - - 0
6.11 Provision of Intelligent Transport System Services for the project
PS - - 10 - - 10
6.12
Pavement marking in TP Reflective Paint for Arrow line of specified width
SM 66000 88000 8800 96000 96000 354800
6.13
Pavement marking in TP Reflective Paint for Arrow, Stops, Pedestrian crossing, Hatch area etc.
SM 500 500 500 600 600 2700
6.14 Reflectorized Pavement Studs (Raised Profile Single)
Each 24000 20000 22000 24000 24000 114000
6.15 Chain Link Fabric Fencing
M 110000 110000 110000 120000 120000 570000
6.16 New Jersey Barrier (Double Face)
M 57000 57500 57016 64016 63750 299282
6.17 New Jersey Barrier (Single Face)
M 1000 2000 1000 1000 1000 6000
6.18 Concrete Class B (Drains)
CM 4000 500 750 1500 500 7250
6.19 Kilometer Post Each 120 60 60 120 60 420
(A) Ancillary Works (Toll Plaza)
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (o) March 2017
Sr. # Item Description Unit Packages
1 2 3 4 5 Total
6.20
04-Lane 03 Nos. Toll Plazas at Two interchanges including 16 Nos. toll both complete in all respect, Complete structure steel canopy (15*20) m at each location, complete lighting arrangement for canopy area and lights with poles (single arm/double arm & 5 arm on loops and ramps) using Pakistan cable 3 cores and 4 cores feeder pillars, main and sub distribution panels, earthling etc. Complete in all respect. Transformer 300 KV at each interchange, Admin building (covered area 4000 sq. ft. at each interchange, single story with light fixtures with cables, light and power plugs, plumbing, sanitation, overhead tank etc. complete in all respect). Generator room (100 sft at each location) and generator Volvo/caterpillar make (100 KV at each location), exhaust fans, lighting arrangement complete in all respect as per M2 NHA Standards or as directed and approved by the Engineer.
PS (Nos.
) 3 4 4 4 6 21
6.21
Weight station Building as per M-2 NHA Standards. Complete in all respect
PS (Nos.
) 3 4 4 4 6 21
6.22
Weighing equipment a as per M-2 NHA Standards. Complete in all respect
PS (Nos.
) 3 4 4 4 6 21
7 General Items
7.1 Provide surveying and allied instruments
PS - - - - - 0
7.2
Maintain Survey instruments, provide vehicle, survey team and helpers
Month
24 24 24 24 24 120
7.3
Provide the Employer's & Engineer's Representative office & Residence (on rental basis)
PS - - - - - 0
7.4
Furnish & Equip Employer's & Engineer's Representative office & Residence
PS - - - - - 0
7.5 Maintain Employer's and Engineer's Representative office &
Month
24 24 24 24 24 120
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (p) March 2017
Sr. # Item Description Unit Packages
1 2 3 4 5 Total
Residence
7.6 Provide Material Testing Project Laboratory (Rental basis)
PS - - - - - 0
7.7 Equip and Furnish Material Testing Project Laboratory
PS - - - - - 0
7.8
Maintain Material Testing Project Laboratory including provision 04 helpers
Month
24 24 24 24 24 120
7.9 Provide Employer's Representative's Transport (02 Nos.)
PS - - - - - 0
7.10
Provide Engineer's Representative's Transport (Toyota Double Cabin with A/C, 4 wheel drive)
Each 2 2 2 2 2 10
7.11
Provide Engineer's Representative's Transport (Toyota Single Cabin with A/C, 4 wheel drive)
Each 6 6 6 6 6 30
7.12
Running and Maintenance of Employer's/Engineer's Representative's Transport
Month
280 280 280 280 280 1400
7.13
Complete solution for aerial imaging, Reconnaissance survey and data processing to establish Geospatial data and intelligent deliverables Trimble or Equivalent for CPEC Project to be used by NHA HQ DESIGN Section
PS - - - - - 0
7.14
Development of Quantity Surveyor at Design section NHA-HQ Islamabad
Month
24 24 24 24 24 120
7.15
Employing Trainee Engineer's WITH Boarding, Lodging and messing
Month
72 72 72 72 72 360
7.16
Provision of heavy duty photocopier machine and scanner along with all accessories to be used at planning section NHA HQ
PS - - - - - 0
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Environmental Impact Assessment (q) March 2017
Annexure – IV: National Environmental Quality Standards (NEQS)
A. NEQS for Municipal – Industrial Effluent
Sr. # Parameter
Standards
Into Inland Waters
Into Sewage Treatment (5)
Into Sea
1 Temperature ≤ 3oC ≤ 3oC ≤ 3oC
2 pH 6–9 6–9 6–9
3 Biochemical Oxygen Demand (BOD) 80 250 80**
4 Chemical Oxygen Demand 150 400 400
5 Total Suspended Solids 200 400 200
6 Total Dissolved Solids (TDS) 3500 3500 3500
7 Oil and Grease 10 10 10
8 Phenolic Compounds 0.1 0.3 0.3
9 Chloride 1000 1000 SC**
10 Fluoride 10 10 10
11 Cyanide 1.0 1.0 1.0
12 An Ionic Detergents 20 20 20
13 Sulphate 600 1000 SC**
14 Sulphide 1.0 1.0 1.0
15 Ammonia 40.0 40.0 40.0
16 Pesticides 0.2 0.2 0.2
17 Cadmium 0.1 0.1 0.1
18 Chromium 1.0 1.0 1.0
19 Copper 1.0 1.0 1.0
20 Lead 0.5 0.5 0.5
21 Mercury 0.0 0.0 0.0
22 Selenium 0.5 0.5 0.5
23 Nickel 1.0 1.0 1.0
24 Silver 1.0 1.0 1.0
25 Total Toxic Metal 2.0 2.0 2.0
26 Zinc 5.0 5.0 5.0
27 Arsenic 1.0 1.0 1.0
28 Barium 1.5 1.5 1.5
29 Iron 8.0 8.0 8.0
30 Manganese 1.5 1.5 1.5
31 Boron 6.0 6.0 6.0
32 Chlorine 1.0 1.0 1.0
B. NEQS for drinking water quality and WHO standards
Properties/ Parameters Standard values for Pakistan WHO standards
Bacterial
All water intended for drinking (e. Coli or Thermo tolerant Coliform bacteria)
Must not be detectable in any 100 ml sample
Must not be detectable in any 100 ml sample
Treated water entering the distribution system (E. Coli or thermo tolerant coliform and total coliform bacteria)
Must not be detectable in any 100 ml sample
Must not be detectable in any 100 ml sample
Treated water in the distribution system (E. Coli or thermo tolerant coliform and total coliform bacteria)
Must not be detectable in any 100 ml sample
In case of large supplies, where
Must not be detectable in any 100 ml sample
In case of large supplies, where
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
MM Pakistan (Pvt.) Ltd.
Environmental Impact Assessment (r) March 2017
Properties/ Parameters Standard values for Pakistan WHO standards
sufficient samples are examined, must not be present in 95% of the samples taken throughout any 12–month period.
sufficient samples are examined, must not be present in 95% of the samples taken throughout any 12–month period.
Physical
Colour ≤15 TCU ≤15 TCU
Taste Non objectionable/Acceptable Non objectionable/Acceptable
Odour Non objectionable/Acceptable Non objectionable/Acceptable
Turbidity ‹ 5 NTU ‹ 5 NTU
Total hardness as CaCO3 < 500 mg/l —
TDS ‹ 1000 ‹ 1000
pH 6.5 – 8.5 6.5 – 8.5
Chemical
Essential Inorganic mg/Litre mg/Litre
Aluminium (Al) mg/1 <0.2 0.2
Antimony (Sb) <0.005 (P) 0.02
Arsenic (As) < 0.05 (P) 0.01
Barium (Ba) 0.7 0.7
Boron (B) 0.3 0.3
Cadmium (Cd) 0.01 0.003
Chloride (Cl) <250 250
Chromium (Cr) <0.05 0.05
Copper (Cu) 2 2
Toxic Inorganic mg/Litre mg/Litre
Cyanide (CN) <0.05 0.07
Fluoride (F)* <1.5 1.5
Lead (Pb) <0.05 0.01
Manganese (Mn) < 0.5 0.5
Mercury (Hg) <0.001 0.001
Nickel (Ni) <0.02 0.02
Nitrate (NO3)* <50 50
Nitrite (NO2)* <3 (P) 3
Selenium (Se) 0.01(P) 0.01
Residual chlorine 0.2–0.5 at consumer end
0.5–1.5 at source –
Zinc (Zn) 5.0 3
Organic
Pesticides mg/L
PSQCA No. 4639–2004, Page No. 4 Table No. 3 Serial No. 20– 58 may be consulted. ***
Phenolic compounds (as Phenols) mg/L
< 0.002
Polynuclear aromatic hydrocarbons (as PAH) g/L
0.01 ( By GC/MS method)
Radioactive
Alpha Emitters bq/L or pCi 0.1 0.1
Beta emitters 1 1
* indicates priority health related inorganic constituents which need regular monitoring.
*** PSQCA: Pakistan Standards Quality Control Authority
Source: http://www.environment.gov.pk/Announces/DWQStd-Adv-29062008.jpg Assessed on 02-03-2016
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C. National environmental quality standards for noise
Sr.# Category of Area / Zone Effective from 1st July, 2010 Effective from 1st July, 2012
Limit in dB(A) Leq**
Day Time Night Time Day Time Night Time
1 Residential area (A) 65 50 55 45
2 Commercial area (B) 70 60 65 55
3 Industrial area (C) 80 75 75 65
4 Silence Zone (D) 55 45 50 45
Note:
Day time hours: 6:00 am to 10:00 pm
Night time hours: 10:00 pm to 6:00 am
Silence zones: zones which are declared as such by the competent authority. An area comprising not less than 100 meters around hospitals, educational institutions and courts.
Mixed category of areas may be declared as one of the four above–mentioned categories by the competent authority.
** dB (A) Leq: Time weighted average of the level of sound in decibels on scale A which is relatable to human hearing.
Source: http://www.environment.gov.pk/NEQS Assessed on 02-03-2016
D. National environmental quality standards for motor vehicle exhaust and noise
D.1 Vehicle Inuse Diesel Exhaust
Sr. # Parameter Standard (maximum
permissible limit) Measuring Method Applicability
1 Smoke 40% or 2 Ringlemann scale during engine acceleration mode.
To be compared with Ringlemann Chart at a distance of 6 meters or more.
Immediate effect.
2 Carbon Monoxide (CO)
0.06 Under idling conditions: Non–dispersive infrared detection through gas analyser.
3 Noise 85 dB (A) Sound meter at 7.5 meters from the source.
D.2 Vehicle New Diesel Exhaust
Type of Vehicle
Category/ Class Tiers CO HC + NOx
PM Measuring
Method Applicability
For Passenger Cars and Light Commercial Vehicles (g/km)
Passenger Cars.
M 1: with reference mass (RW) up to 2500 kg. Cars with RW over 2500 kg. to
meet NI category standards.
Pak–II IDI 1.0 0.7 0.08 NEDC (ECE 15+ EUDCL)
All imported and local
manufactured diesel vehicles with effect from 01–07–2012.
Pak–II DI 1.0 0.9 0.10
Light Commercial Vehicles.
NI–I (RW <1250 kg) Pak–II IDI 1.0 0.7 0.08
Pak–II DI 1.0 0.9 0.10
NI–I (1250 kg < RW < 1700 kg)
Pak–II IDI 1.3 1.0 0.12
Pak–II DI 1.3 1.3 0.14
NI–I (RW > 1700 kg) Pak–II IDI 1.5 1.2 0.17
Pak–II DI 1.5 1.6 0.20
Noise 85 dB (A) Sound – meter at 7.5 meters from the source.
D.3 For Heavy Duty Diesel Engines and Large Goods Vehicles (g/Kwh)
Type of Vehicle
Category/ Class
Tiers CO HC NOx PM Measuring
Method Applicability
Heavy Duty Diesel Engines
Trucks and Buses
Pak–II 4.0 1.1 7.00 0.15 ECE–R–49 All imported and local manufactured diesel vehicles with the effect 01–07–2012
Large Goods Vehicles
N2 (2000 and up)
Pak–II 4.0 7.0 1.10 0.15 EDC
Noise 85 dB (A) Sound – meter at 7.5 meters from the source.
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Environmental Impact Assessment (t) March 2017
D.4 Vehicles Pertol Exhaust
Type of Vehicle
Category/ Class Tiers CO HC+ NOx
Measuring Method
Applicability
Passenger Cars
M 1: With reference mass (RW) up to 2500 kg. Cars with RW over 2500 kg to
meet N1 category standards.
Pak–II 2.20 0.50 NEDC (ECE 15+ EUDCL)
All imported and new models * locally
manufactured petrol vehicles
with effect from 1st July,
2009**.
Light Commercial Vehicles
N1–I (RW< 1250) Pak–II 2.20 0.50
N1–II (1250 kg > RW) < 1700 kg Pak–II 4.00 0.55
N1–III (RW > 1700kg) Pak–II 5.00 0.08
Moto Rickshaws and Motor Cycles
2 – 4 strokes > 150cc Pak–II 5.50 1.30
Noise 85 dB (A) Sound – meter at 7.5 meters from the source.
Explanation:
DI: Direct Injection. IDI: Indirect Injection. EUDCL: Extra Urban Driving Cycle.
NEDC: New European Driving Cycle. ECE: Urban Driving Cycle.
M: Vehicle designed and constructed for the carriage of passenger and comprising no more than eight seats in addition to the driver's seat.
* New models means both model and engine type change.
** The existing model of petrol driven vehicles locally manufactured will immediately switch over to Pak–II emission standards but not later than 30th June, 2012.
Source: http://www.environment.gov.pk/NEQS Assessed on 02-03-2016
D.5 NEQS for Ambinet Air
Pollutants Time–weighted
average
Concentration in Ambient Air
Methods of measurement Effective from
1st January 2009
Effective from 1st January
2012
Sulphur Dioxide (SO2) Annual Average * 80 µg/m3 80 µg/m3 Ultraviolet Fluorescence method 24–hours** 120 µg/m3 120 µg/m3
Oxides of Nitrogen as (NO)
Annual Average * 40 µg/m3 40 µg/m3 Gas Phase Chemiluminescence 24–hours** 40 µg/m3 40 µg/m3
Oxides of Nitrogen as (NO2)
Annual Average * 40 µg/m3 40 µg/m3 Gas Phase Chemiluminescence 24–hours** 80 µg/m3 80 µg/m3
O3 1 hour 180 µg/m3 130 µg/m3 Non dispersive UV absorption
method
Suspended Particulate Matter (SPM)
Annual Average * 400 µg/m3 360 µg/m3 High Volume Sampling (Average flow rate not less
than 1.1 m3/minute) 24–hours** 550 µg/m3 500 µg/m3
Repairable Particulate Matter. PM10
Annual Average * 200 µg/m3 120 µg/m3 β Ray absorption method
24–hours** 250 µg/m3 150 µg/m3
Repairable Particulate Matter. PM2.5
Annual Average * 25 µg/m3 15 µg/m3 β Ray absorption method
24–hours** 40 µg/m3 35 µg/m3
1 hour 25 µg/m3 15 µg/m3
Lead (Pb) Annual Average * 1.5 µg/m3 1 µg/m3 ASS Method after sampling using EPM 2000 or equivalent
Filter paper 24–hours** 2 µg/m3 1.5 µg/m3
Carbon Monoxide (CO) 8 hours ** 5 µg/m3 5 µg/m3 Non Dispersive Infra–Red (NDIR) method 1 hour 10 µg/m3 10 µg/m3
Annual arithmetic mean of minimum 104 measurements in a year taken twice a week 24 hourly at uniform interval.
** 24 hourly/ 8 hourly values should be met 98% of the in a year. 2 % of the time, it may exceed but not on two consecutive days.
Source: www.environment.gov.pk/NEQS/SRO-2010-NEQS%20Air-Water-Noise.pdf. Assessed on 02-03-2016
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Environmental Impact Assessment (u) March 2017
Annexure – V: List of Women Participants
Sr. # Name Father’s Name / Husband Name
A. Village Yarak Janoobi
1 Rukhsana Bibi Abdul Rehman
2 Amrina Bibi Noor Zaman
3 Gulshan Bibi Muhammad Aslam
4 Kalsoom Bibi Sana Ullah
5 Zahid Perveen Elahi Baksh
6 Skeena Bibi Khadim Hussain
7 Smiyya Bibi Ghulam Sarwar
8 Raziya Bibi Muhammad Ramzan
9 Shakela Bibi Omer Hameed
10 Shah Bibi Ashiq Hussain
11 Sirdaan BIBI Allah Yar
12 Skeena Bibi Ghulam Hussain
13 Zainab Bibi Noor Hussain
14 Bakhtawer Bibi Muhammad Ibrahim
15 Meraj Bibi Muhammad Iqbal
16 Munawer Bibi Muhammad Akram
17 Sakina Bibi Faiz Muhammad
18 Shehnaz Bibi Muhammad Nawaz
19 Bushra Bibi Abdul Razzaq
20 Hasina Bibi Hashim
21 Moreda Bibi Sana Ullah
22 Nadira Bibi Ghazi Khan
23 Fatima Bibi Haji Qadir
24 Kalsoom Bibi Khadim Hussan
25 Zohran Bibi Sarfraz
26 Mumtaz Bibi Suleman
B. Village Yarak Shumali
1 Amna Bibi Mahrban
2 Saffia Sarwer Ghulam Sarwer
3 Halima Bibi Shabir Ahmad
4 Skeena Bibi Abdul Rehman
5 Noreen Bibi Khalid Saeed
6 Roqiyya Bibi Sarwer
7 Skeena Bibi Abdul Aziz
8 Ghazala Abbas Abbas
9 Saira Bibi Sona Khan
10 Meraj Bibi Abdul Gaffar
11 Farzana Bibi Abdul Qayyum
12 Maraj Bibi Faiz ur Rehman
13 Sirajo Bibi Matee Ullah
14 Farzana Bibi Abdur Rashid
15 Haseena Bibi Ghulam Qasin
16 Muridan Bibi Shadi Khan
17 Asiya Bibi Ghulam Abbas
18 Shamim Bibi Abdul Star
19 Aneela Bibi Muhammad Hashim
20 Saffia Bibi Rehmat Ullah
21 Naseem Bibi Ghulam Abbas
22 Taslim Bibi Muhammad Aliaf
22 Naseem Bibi Noor Zaman
23 Khurshid Bibi Aziz Ullah
24 Shamshad Bibi Ashiq Hussan
25 Razia Bibi Muhammad Marad
26 Nawab Bibi Rasheed Ahmad
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Environmental Impact Assessment (v) March 2017
Annexure – VI: Detail of Public Consultations
Sr. #
Village and District
Participants
Issues raised and Feedback Name Father’s Name Contact No.
1 Yarak (Dera Ismail Khan)
Hallab Ullah Abdul Aziz 0346-9490570 People will not receive judicious compensation against land and other assets
Hiring process shall be open and transparent and hiring committee shall include participants from every village nearby
Improvement in the trade opportunities in country
Agriculture land will be divided into two portions
Job preference to local people
The economic condition of the area will become better
Privacy will be disturbed due to construction work
This project will generate job opportunities to the locals.
Khalil ul Rehman Abdul Karim 0346-9170667
Khalil Ahmed Muhammad Aziz -
Muhammad Ismail Muhammad Hanan 0343-7997707
Muhammad Aslam Muhammad Gull 0345-9847427
Zubair Khan Ghulam Farid 0341-9205094
Ikram ullah Muhammad Ashraf 0348-9503185
Muhammad Ishaq Gul Baz Khan -
Muhammad Ishaq Mushtaq Ahmad 0341-7681327
Saleem Javaid Ghafoor Ali -
Muhammad Ismial Muhammad Nawaz -
Ismail Khan Ayoob Khan -
Muhammad Altaf Lakkhu Khan -
Mushtaq Khan Ghulam Sarwar 0347-7982845
Sana Ullah Abdul Qayyum -
Liaqat Ali Allah Dad -
Mohi Ullah Haji Khan -
Muhammad Ishaq Muhammad Hayat 0346-7870385
Muhammad Hanif Muhammad Ramzan 0346-7877328
Munir Ahmad Nazir Ahmad 0346-7876043
Muhammad Nazir Muhammad Tahsail 0343-6989241
Muhammad Rashaid
Ahmad Shafiq 0341-1958929
Goda Baksh Sardar Baksh -
Zia ul Haq Abdul Kareem 0343-9170762
Rahmat ullah Muhammad Gull 0342-9543287
Khalid Saeed Muhammad Suleman -
Muhammad Imran Muhammad Fazal 0347-7928469
Muhammad Bakhsh
Allah Bakhsh 0346-7580946
Ihman ullah Muhammad Hashim 0343-4535391
Faiz ul Rehman Mehrban Ali 0347-7928470
Muhammad Amin Muhammad Ramzan -
Juma Khan Ghulam Khan 0346-4806279
Yaqoob Nawaz Muhammad Sarfraz 0344-9398756
Imran Muhammad Ahmad Bakhsh -
Nazir Ahmad Ghulam Mustafa 0342-9588051
Faiz Ul Rehman Sohna Khan -
Moeed Ali Muhammad Majid 0342-8936397
Muhammad Mushtaq
Muhammad Manzoor 0342-9369402
2 Moazam (Dera Ismail Khan)
Abdul Rehman Muhammad Meharban 0346-9272731 Main problem in the area is unemployment
Fear of road accidents during construction phase of the project
Privacy will be disturbed due to construction works
People should be given judicious compensation against land acquired
Due to the project activities, jobs will be provided to the locals and area will prosper
This project will generate job
Livelihood of some persons specially agriculturist will be disturbed
opportunities to the locals
Afzal Rehman Asal Khan 0344-2935871
Muhammad Shabib
Nazir Hussain -
Muhammad Zubair Khan Mir 0348-9422302
Shafi ullah Gul Meer 0346-8881421
Muhammad Bilal Gul Meer 0342-9379830
Bilal Munir Muhammad Ameer -
Nafees ur Rehman Jahnaun Gull -
Ashfaiq Ahmad Mushtaq Ahmad 0341-9776648
Ihsan ullah Wali Muhammad -
Khan Muhammad Muhammad Nawaz 0346-8734370
Hazrat ullah Asal Khan 0340-0955065
Muhammad Nawaz
Shah Nawaz -
Muhammad Noman
Farid Allah -
Muhammad Illyas Khas Muhammad -
Saif ul Rehman Asal Khan 03467476185
Dil Nawaz Haq Nawaz -
Rehmat ullah Inam ullah -
Feasibility Study of New Four Lane Motorway from Yarak at N55 to Hakla at M1
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Environmental Impact Assessment (w) March 2017
Sr. #
Village and District
Participants
Issues raised and Feedback Name Father’s Name Contact No.
Jahnan Gull Raban Gull 03419204994
Shmia ul Rehman Jahnan Gull -
Mudassar Hussain Shmia ul Rehman -
Muhammad Saleem
Gull Meer 03489379830
Muhammad Rizwan
Inam ullah -
Altaf Khan Atlas Khan 03458766750
3 Paniala (Dera Ismail Khan)
Farhad Umair Khan - Insufficient medicines provided by BHU
Job preference to local people
Hiring process should be open and transparent and hiring committee should include participants from every village nearby
Agriculture land will be divided into two parts which is major adverse impact
Privacy will be disturbed due to construction work
People should be judiciously compensation
Due to the project activities, jobs will be provided to the locals and area will become prosperous
Improvement in the commercial activity in the Project Area, resulting in economic uplift of the people of the Project Area.
Farhan Ullah Majaid Ullah 0346-9500911
Muhammad Kashif Nadir Khan 0345-1965362
Innam Ullah Ali Muhammad 0348-0550765
Ismail Muhammad Nazir Muhammad -
Muhammad Ibrahim
Nazir Muhammad 0342-2528324
Innam Ullah Gulman Rasool 0346-6536219
Muhammad Faisan
Saeed Ahmad 0341-9282105
Noor Ahmad Muhammad Saeed 0345-9837154
Muhammad Osama
Jan Muhammad -
Muhammad Anees Muhammad Hanif -
Saeed Abdul Shakoor
Muhammad saif 0345-9875773
Fazal Khan Muhammad Khan 0346-3592085
Taaj Muhammad Ghulam Muhammad 0344-9262252
Shar Akbar Ghulam Qadir -
Ghulam Qadir Ghulam Serwer 0346-9725181
Abdul Raoif Abdul Majid 0341-9282462
Abdul Rashid Noor Muhammad -
Haji Noor Muhammad
Muhammad Ali -
Bashir Ahmad Taj Muhammad 0346-8886173
Muhammad Shaid Sher Muhammad 0342-9388503
Muhammad Ishaq Abdul Moeen 0346-0956116
4 Kachi Kath Garh (Dera Ismail Khan)
Anwar Hussain Haji Ashraf 0342-9372514 Improvement in the commercial activity in the Project Area, resulting in economic uplift of the people.
Government should put some efforts to control seepage of water and remove unemployment
People should be compensated honestly
Privacy will be disturbed due to construction work
The economic condition of the area will become better
Mureed Qadir Nazar Hussain 0346-3680834
Muhammad Ali Ghulam Mazhar 0343-8898123
Muhammad Ali Ghulam Rasool 0345-9846164
Asad Abbas Ghulam Qadir 0333-9805117
Mushtaq Hussain Jumma 0344-9816067
Ghulam Qadir Jumma 0341-74842
Muhammad Ali Muhammad Ramzan 0341-7650662
Najaf Ali Muhammad Ramzan 0341-7650662
Tariq Ali Muhammad Ramzan 0346-6244078
Mulazim Hussain Muhammad Ali 0341-6405502
Ghulam Raza Jumma -
Zafar Abbas Ghulam Qadir -
Sabz Ali Ghulam Shabir -
Murid Abbas Fakir Hussain -
Nazim Hussain Nazar Hussain -
Muhammad Ali Ghulam Hussain -
Iqbal Hussain Muhammad Nawaz -
Allah Ditta Muhammad Nadir -
Nayaz Hussain Ghulam Hussain -
Haji Muhammad Ashraf
Ghulam Hussain 0345-9785228
Mukhtar Hussain Haji Muhammad Ashraf
0341-7591518
5 Iskandarabad (Mianwali)
Abdul Jabbar Allah Din Qureshi 0306-7814597 The economic condition of the area will become better
Health, drinking water and education facilities are most pressing needs of the area
Improvement in the trade opportunities in country
Zakaullah Azmat ullah 0308-4971671
Munir Muhammad Nazeer 0306-3952760
Akram ullah Hafeez ullah 0305-4483759
Muhammad Akram Shah Alam Khan 0301-7805861
Khak Hussain Gul Muhammad 0301-5678180
Tasaduq Rasool Ghulam Rasool 0300-7784381
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Environmental Impact Assessment (x) March 2017
Sr. #
Village and District
Participants
Issues raised and Feedback Name Father’s Name Contact No.
Sher Gul khan Noor Khan 0300-8700043 People should be judiciously compensated against losses
Privacy will be disturbed due to construction works in the area
This project will generate job opportunities for the locals
Shafi ullah Sana ullah 0306-5040466
Sana ullah Gul khan 0301-3951562
Zanurian Shah Waris Shah 0301-8304717
Muhammad Iqbal Dost Muhammad 0306-6357877
Muhammad Ismaial
Shah Alam Khan 0300-5054410
Mir Muhammad Gul Muhammad 0300-4121206
Amir Abdullah Khan
Abdullah Khan 0300-9855403
6 Mari Indus (Mianwali)
Syed Iftikhar Shah Tajamal Hussain Shah 3457073281 People are facing problem of drainage
Lacking clean drinking water in the area
Access to nearby villages during construction
Improvement in the commercial activity in the Project Area, resulting in economic uplift of the people of the Project Area.
Zulifqar Ali Shah Tajamal Hussian Shah -
Izhar Ali shah Tajamal Hussian Shah -
Abdul Ghafoor Niaz Hussain Shah -
Mujahid Akhter Ali Hussain -
Jamil Khan Abdul Aleem Khan
Jamal khan Muhammad Mansha 0341-4450419
Mustafa Hussain Ali Abbas -
7 Daud–Khel (Mianwali)
Ghulam Shabir Khaliq Dad Khan 0301-3952965 Hiring process should be open and transparent
Agriculture land will be divided into different parts (Negative impact)
Improvement in the commercial activity in the Project Area, resulting in economic uplift of the people of the Project Area.
People will not get judicious compensation against land acquired
Privacy will be disturbed due to construction work
Project will enhance the economic condition of the area
Khalid Khan Muhammad Hayat 0306-2113622
Haji Habib ullah Khan
Haji Muhammad Khan 0300-6087198
Muhammad Akram Ghulam Hussain 0304-8626426
Umer Khan Sher Gul Khan 0302-3955722
Hashim Khan Shah Alam khan 0301-7570372
Inam ullah Khan Aman ullah Khan 0300-6089244
Afzal Khan Aslam Khan 0302-6354029
Habib ullah Khan Saeed ullah Khan -
Munsib Dad khan Qutal Khan 0302-9303956
Sher Gul Khan Noor Khan 0300-8700043
Sher Muhammad Khan
Muzaffar Khan 0306-6184837
Zaka ullah khan Faiz ullah Khan 0302-8173330
Syed Najam ul Hussain
Gul Hussain Shah 0302-3965085
Sher Dad Khan Haisb ullah Khan 0302-5105994
Azmat ullah Sher Bahadar khan 0300-6656949
Sardar Khan Ghulam Hussain Khan 0301-6354297
Zafar ullah Khan Rab Nawaz 0301-7804253
Iqbal Khan Shah Wali ullah 0300-6093319
Zafar Khan Mudassir khan -
Salar Khan Ali khan -
Ibrahim Khan Salamat Ali -
Afzal Khan Ali Imdad Khan -
8 Pai–Khel (Mianwali)
Zahid Mahmood Khan
Muhammad Khan 0300-9876058 Fear of road accidents during construction phase of the project
Improvement in the trade opportunities
Livelihood will be disturbed to some people
Privacy will be disturbed due to construction work
Some funds should be allocated for the provision of education, health clean drinking water and sewerage facilities in the surrounding communities
Ghulam Subhani Ghulam Rabbani 0300-8180589
Mian Musa Ghulam Fareed 0301-7955221
Hameed ullah Khan
Aman ullah Khan 0300-9809027
Rafique Ullah Aman ullah khan 0343-5268932
Shahzaib Attar Khan 0308-8342201
Ayyub Khan Alam Khan 0301-4648155
Zar khan Alam Khan 0301-6827540
Gaffar Khan Khan Muhammad 0301-5499379
Sahib khan Muzaffar Khan 0301-6799800
Kundal Khan Shah Dil Khan 0305-8910881
Ansar Khan Trat Khan 0306-4450826
Muhammad Ashraf Hamid Ullah Khan 0344-1770229
Fazal Khan Muhammad Zaman 0304-0963087
Allah Nawaz Khan Muhammad Khan 0302-6351807
Naimat ullah Muhammad Ramzan 0301-2977712
Malik Rizwan Mir Abdullah 0300-2835265
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Environmental Impact Assessment (y) March 2017
Sr. #
Village and District
Participants
Issues raised and Feedback Name Father’s Name Contact No.
9 Dilewali (Mianwali)
Zafar Khan Sardar Khan 0315-6049600 Job preference to local people
Land will be divided into two parts
People will not receive judicious compensation against land acquired
Privacy will be disturbed due to construction work
Hiring process should be open and transparent and hiring committee shall include participants from local villages
Option of link roads improvement should also be included in project components
Iqbal Khan Sardar Khan -
Saleem Asif Shah Khadim Hussain Shah 0302-6359750
Muhammad Zafar Malik Usman 0305-7278649
Umer Abbas Sher Muhammad 0305-5639136
Ikhtiar Aman Noor Muhammad -
Ghulam Mahmood Noor Muhammad 0311-7897879
Nawaz Shah Aslam shah 0300-6097348
Yar Muhammad Muhammad Nawaz 0307-6057912
Muhammad Ramzan
Sultan Sikander 0314-5297814
Malik Allah Yar Ghulam Ali 0312-7036355
Abid Hussain Shah Ghous Muhammad 0308-8102536
Malik Sher Ahmed Malik Jahangir 0306-6353499
M. Tahir iqbal Muhammad Aslam 0331-7215840
Zahir Iqbal Noor Muhammad 0308-4963347
Yar Muhammad Jinda -
Muhammad Hussain
Muhammad Ali -
Sikander Abbas Abdul Sattar -
Muhammad Ayyaz Noor Muhammad -
Ghulam Hussain Ghulam Mustafa -
Jalal Hussain Imam Bakhsh -
Saleh Muhammad Muhammad Din -
10 Rokhari (Mianwali)
Amir Nawaz Khan Mehar Khan 0300-6093223 Water supply scheme should also be introduced
Project will enhance the economic condition of the area
Job preference to local people
Livelihood will be disturbed in case of agriculture land and businesses
People should be paid proper compensation against land acquired
Privacy will be disturbed due to construction work
Fear of road accidents during construction phase of the project
Improvement in the commercial activity in the Project Area, resulting in economic uplift of the people of the Project Area.
Adil Khan Amir Abdullah Khan -
Aziz ullah Mehar Khan 0344-4495201
Karim Nawaz Khan
Mehar Khan 0302-6355663
Muhammad Munir Khan
Muhammad Hanif -
Aqib Khan Karim Nawaz -
Muhammad Zubair Sher Muhammad -
Muhammad Feroz Muhammad Din -
Muhammad Ameer Sher Muhammad -
Muhammad Asif Khan
M. Ameer Khan -
Mian Khan Ghulam Muhammad
Atta khan Ghulam Muhammad -
Muhammad Aftab Ghulam Muhammad -
Hidayat ullah Muhammad Khan -
Muhammad Nazir Muhammad Shareef -
Muhammad Irfan Muhammad Sarwar -
Muhammad Tazaullah
Abdullah -
Muhammad Naeem
Ghulam Rasool -
Faiz Muhammad Ghulam Muhammad -
11 Langrial (Attock)
Muhammad Imran Ashraf Khan 0302-4247972 Implementation of project will appreciate the value of land
Livelihood will be disturbed of people engaged in agriculture
People should be given judicious compensation against land acquired
Privacy will be disturbed due to construction work
Project will enhance the economic condition of the area
Access problem for the villagers and their animals
Access to nearby villages during construction
Option of link roads improvement should also be
Muhammad Kamal Ghulam Muhammad -
Muhammad Ayub Nawab Khan 0300-7058831
Shahzad Fateh Khan
Yar Muhammad Khan 0301-5012095
Ghulam Rasool Rab Nawaz 0300-3385684
Shaukat Ali Khan Ahmad Khan 0300-3385684
Muhammad Ameer Lal Khan 0300-7027439
Muhammad Khan Sardar Yar Khan 0300-9130468
Zafar Iqbal Fateh Muhammad 0303-5204778
Hilal Haider Syed Fateh Khan 0312-5204778
Humayun shaukat Shaukat Ali Khan 0312-9392727
Muzammil Khan Shaukat Ali Khan -
Asif Khan Ghulam Ali 0336-5559204
Ansar Khan Noor khan 3365589204
Mazhar Iqbal Muhammad Farooq -
Anayat Ali Muhammad Ali -
Sardar Jaffar Ali Sardar Aurangzeb -
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Sr. #
Village and District
Participants
Issues raised and Feedback Name Father’s Name Contact No.
Muhammad Javed Muhammad Ali - included in project components Sardar Haris Khan Sardar Fateh khan -
12 Khunda (Attock)
Tariq Mahmood Muhammad Khan 0300-4606357 Access problem for the villagers and their animals
Livelihood of agriculturist will be disturbed
People should be paid judicious compensation on market rates
Privacy will be disturbed due to construction work
Agriculture land will be divided into two parts
Consultants briefed the participants about the project
Khalid Mahmood Abdul Khaliq -
Muhammad Aqeel Noor Muhammad 0303-0597170
Muhammad Ijaz Abdul Khaliq 0307-5301230
Tasawar Hussain Ahmed Khan 0307-5301230
Rafakat Ali Khan Rustam Ali Khan 0300-5218522
Muhammad Hayat khan
Muhammad Nawaz Khan
0300-8340269
Salamat Ali Muhammad Nawaz -
Muhammad Alam Imtiaz Ahmed -
M. Fakhar ud Din Iqbal Ahmed 0300-5503779
Sheikh Arslan Ghulam Muhammad 0300-5208523
13 Rawal (Attock)
Noor Muhammad Hayat Muhammad 0316-4063277 Job preference to local people
Livelihood will be disturbed of some people
People should be paid judicious compensation against land acquired and other losses
Privacy will be disturbed due to construction work
Access to nearby villages during construction
Fear of road accidents during construction phase of the project
Option of link roads improvement should also be included in project components
Ghulam Muhammad
Muhammad Noor 0300-0874395
Muhammad Shafi Noor Muhammad 0300-5510420
MUhammad Hafeez
Muhammad Bashir 0303-6320700
Arshad Mahmood Ghulam Fareed 0312-5232455
Masood akhter Muhammad Sharef 0315-3712942
Khizar Hayat Ghulab Khan -
Muhammad Zareen
Noor Muhammad 0308-9511907
Attiq ur Rehman Muhammaad Rafique 0311-9607714
Amanat Khan Abdullah Khan 0307-5543952
Muhammad Sadiq Muhammad Noor -
Muhammad Bashir Muhammad Noor -
Mian Khan Banaras khan 0312-5080532
Muhammad Din Muhammad Ibrahim -
Abdul Hameed Muhammad Abdullah -
Muhammad Javed Muhammad Sadiq 0300-8332457
Muhammad Ibrahim
Noor Muhammad -
Waqas Fareed Ghulam Fareed 0313-5017717
Anwar Khan Ahmad Din 0304-2060149
Muhammad Adnan Muhammad Nisar -
Abdul Majid Abdullah Khan 0300-8332457
Abdul Sattar Mir Muhammad -
Muhammad Riasat Abdur Rehman -
Muhammad Asif Ghulam Jillani 0311-5223483
Muhammad Maskeen
Mian Muhammad 0316-5420664
14 Kot Fateh Khan (Attock)
Abdullah Khan Ashraf Khan 0300-5232244 Some funds should be allocated for providing health, education and drinking water facilities to the surrounding villages
Livelihood will be disturbed of some people
People should be given judicious compensation against land acquired
This project will generate job opportunities to the locals.
Fear of road accidents during construction phase of the project
Link roads development should also be considered in the project
Muhammad Akbar Sultan Muhammad 0301-5559773
Umer Hayyat Sultan Muhammad -
Muhammad Naeem
Ghulam Rasool 0303-5527350
Sher Khan Meer Khan 0300-9721549
Abdul Latif Hayyat Muhammad 0302-5481705
Nasir Aziz Abdul Aziz 0313-5304905
Aqib Javed Muhammad Javed 0333-5971735
Sadaqat Ali Noor Khan 0305-5790570
Tariq Mehmood Mehboob Elahi 0300-5522564
Malik Atta Muhammad
Muhammad Sharif 3009559661
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Annexure – VII: Consultations with Departments
Sr. #
Organization/ Department
Official(s) Consulted
Contact Issues Raised and Feedback Received
1 Agriculture Department (Dera Ismail Khan)
– Aman ullah (Assistant Plant Protection Officer)
– Karim Nawaz (Deputy Director)
– Abdul Haleem (Agriculture Officer)
0346-7858281 0345-9874334 0345-9143771
Agricultural area extending from Yarak to Mir Alam along the Project road corridor is rain fed
Wheat and gram are main Rabi crops grown while fodder, sorghum and millet are main Kharif crops
Mango, dates and other fruit orchards are also present in Paniala area
Red mountainous area of Rahmani khel is rich in oil, gas and other minerals
2 Environment Protection Department (Dera Ismail Khan)
– Noor Ayaz Khan, Assistant Director
District Environment Officer explained that any project of such nature requires EIA not IEE.
However, for approval purposes consultants have to submit the EIA to both EPAs Punjab & KP because the road falls in both provinces.
KP–EPA has provided one NOC for a similar situation where the Project area was falling in more than one province
No sensitive areas are located in the area of influence of said road project
EPD Dera Ismail Khan has planned to plant 10 lac of trees in the district in collaboration with Forest Department
3 District Coordination Office (Dera Ismail Khan)
– Nisar Ahmed Deputy Commissioner
– Salman Lodhi Assistant Commissioner)
– Hazrat Ali Assistant Commissioner
0996-9280116 0300-8554655 0345-1930446
The project will bring Improvement in the commercial activity in the Project Area, resulting in economic uplift of the people.
There is no security threat as area is void of any political tension and disturbance especially area lying within the influence of project. Hence project activities can be undertaken free of any fear
4 Education Department (Dera Ismail Khan)
– Nazir Khan Khattak (DEO)
– Robail Khan (DD0)
– Shakeel Ahmed (ADO)
– Azra Bibi (DO Female)
0346-9064211 0346-9504709 0332-9638621 0996-9280133
Some boys and girls school may be affected adversely, which will need relocation
There are many religious institutions along the proposed road alignment.
However, formal education institutions are relatively less especially of women.
Consequently female literacy rate is less as compared to male literacy rate
5 Forestry Department (Dera Ismail Khan)
– Mazhar Iqbal (DFO)
– Najeeb ullah (SDFO)
- Ahmed Nawaz (SDFO Paharpur)
- Bakht Shearani (Range Forest
officer)
0300-9027728 0344-0912795 0345-9853189 0315-9315315
There is no protected area established by the wildlife department near to proposed road within Dera Ismail Khan District
The trees alongside the national & provincial highways and local roads are the property of forest department in the district
The department will be willing to cooperate with project officials when exact corridor of the road corridor is provided officially to the divisional officer
The department can also help to determine the schedules rates of government and public trees if requested
Every year new saplings are planted alongside roads and canals, Tali and keekar trees are found more in the area
6 Fisheries Department (Dera Ismail Khan)
– Rast Baz (Assistant Director)
– Mulazim Hussain (Inspector)
0344-1988190 0341-6405502
Fish found in the Project area include Malli, Rahoo, Mori, Singhara, Thala, Khaga, Soul, Sira, Bachwa, Grass Carp, Gulfam, whereas imported species of tilapia and silver carp are also found
In the road alignment there is no government hatchery
Some fish pond are working in Paniala, However, no fish pond is near the project area
Major problem is lack of drinking water in the
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Sr. #
Organization/ Department
Official(s) Consulted
Contact Issues Raised and Feedback Received
area
The area is mainly rain fed, due to which pumps have been installed in some locations to get water for drinking purpose. However, these pumps are not used for filling of fish ponds
Until now government has not initiated any scheme for fish farm.
Due to availability of fresh water, 20 fish ponds are present in the area of Paharpur
7 Livestock Department (Dera Ismail Khan)
– Dr. Akhter Ali (Regional Director)
– Dr. Shahzaib (Research Officer)
– Dr. Afzal (SVO)
0331-4521830 0323-6609480
There is no private or government livestock farms in the Dera Ismail Khan area.
In Paharpur farms area present which contain variety of sheep and cattle
The sheep variety include Damani goat, whereas cattle include Frisian cross, which is used for research purpose
Nilli Ravi buffalos also found in the area
The people in the area have less awareness about the species of livestock farming but are aware of the livestock diseases.
Main livestock diseases include FMD (seasonal), render pest, teloses, beabesisos in cattle and sheep. In camel trypmosomisis is present which is also found in horses. Sheep goat diseases include enterotonimea, blue tongue and foot roughs.
Poultry diseases include NDA, IBD, Ascites, HPS, IB are common in Dera Ismail Khan
No report for swine flu and bird flu even for dengue
Govt has established livestock dispensaries in Paniala and Yarak.
Brucellosis, a zoonotic disease is present in area
8 Wildlife Department (Dera Ismail Khan)
- Abdul Haleem Khan, (DO) - Sajil Baloch (SDFO) - Riaz Mehmmod (HD)
0344-8303119 0345-9832575 0333-9963273
There is no protected area within or in the immediate vicinity of the road Project area except Sheikh Badin national park located near Paniala
The species of fauna found in park are grey and black partridges and chakor
Migrant species include quails, tiloor and bar busters
Pigs, jackals, porcupine, hyenas and wolf area also reported in the fauna of Dera Ismail Khan
Wildlife Park established in Dera Ismail Khan contains peacocks, pheasants, chin Kara, ostrich, black buck, monkeys, and ducks. This park was made by KP Govt one year ago
Badin National Park at Paniala, contains partridges, leopard ,gecko, salamanders , hyenas, wolf, foxes, jackals, hares, snakes lizards found in the area
Endangered species in the area are urial and chinkara
Badin national park would be divided into two parts in future
9 Agriculture Department (Mianwali)
– Malik Rizwan (Agriculture Officer)
– Malik Ijaz (DO Arculture – Extension)
– Muhammad Hanif (Agriculture Inspector)
– Zahid Hussain Zaki (Asst. Director Farms)
0348-4846090 0345-5074294 0301-3959344 0303-7716516
The bridge to be constructed to join Dilewali and Esakhel will enhance the economic activity in the area as well as the distance would be reduced
The agriculture in the area is moderate, main reason is the area lacking in canal system
The soil along the proposed road is loamy and somewhere hard, so less agriculture is in practice
The ground water is fit for drinking and irrigation
Main crops in the area are wheat (Rabi) and rice and cotton (kharif)
Water logged area also found near Daudkhel
10 Social Welfare
– Khizar Hayat Khan (DO)
0333-6842635 More projects like this should be initiated to create job opportunities in the area
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Sr. #
Organization/ Department
Official(s) Consulted
Contact Issues Raised and Feedback Received
Department (Mianwali)
– M. Mansoor (Accountant)
Improvement in the commercial activity in the Project Area will result in economic uplift of the people of the area.
The department does not interfere in NHA projects as it is a federal department
NGOs are functioning in the area of Daudkhel and Mari Indus
NGOs include Alfalah Women Welfare Organization and Alaleem Welfare Society. They have worked on the women uplift programs
11 Livestock Dairy Development (Mianwali)
– Dr. Sabir Hussain (Veterinary Officer)
– Dr. Aslam Khan (DO Livestock)
0300-4972792 0301-3950496
The project has no adverse impact on the livestock of the area, as there are no farm within the AOI of the project
Improvement in the animal trade opportunities in anticipated
12 Wildlife Department (Mianwali)
– Ihsan Ahmed Raja (DO Wildlife)
– Azhar Syed (Asst. Director Wildlife)
0301-5239026 0451-920155
The important species of wildlife are mostly present at Chashma Barrage, where Chashma is a Wildlife Sanctuary in the area
Thirt five (35) species of ducks are present including migratory ducks
Namal Game reserve is also important site for wildlife but the project has no impact on the site
An area of 1 km near Chashma Barrage has been declared as buffer zone for the wildlife
The wildlife in the area comprises of grey and black partridges, jackals, porcupine, urinal and chin Kara also found
Leopards are extinct in the area due to predator prey relationship
13 Environment Protection Department (Mainwali)
– Izhar ul Haq (DO Environemnt)
0332-8009695 As such no adverse impacts on the environment are expected by the project activities. However, there would be positive impacts by creating the job opportunities for the locals areas
Fish museum is established at the Chashma Barrage
Cutting of trees would take place which must be compensated during construction phase
14 Health Department (MIanwali)
It is a road project and we have no concerns
15 District office Roads (Mianwali)
– Chaudhry Ijaz (Executive Engineer)
– Asif Bajwa (SDO Roads Provincial)
0301-4638208 0331-7650775
Improvement in the trade opportunities in country
Stated no concern of Roads department regarding the project
17 Forest Department (Mianwali)
– Amir Shah (DFO)
– Malik Imdad Husnain (DOF)
– Said Rasool (Senior Clerk)
0459-920084 0459-920083 0300-8242552
Sheesham, keekar, and eucalyptus are important flora specifies found in the area
There is no vegetation and tree plantation of importance in the corridor of the project
18 Assistant Commissioner Office (Mianwali)
- M. Hussain Rana (AC Mianwali)
0300-7656114 No concern was demonstrated regarding the project. However, project will create positive impact on the area and also generate revenue and jobs to the locals
Improvement in the trade opportunities in the area and in country
Improvement in the commercial activity in the Project Area, resulting in economic uplift of the people.
19 Maple Leaf Factory (Sikanderabad)
– Mr. Amir Feroz (GM)
– Mr. Hanan (DG Finance)
0459-392237 0335-1110506
The project will bring improvement in the trade opportunities in area, country and China
The project will have positive impact on the area, new educational institutions will come up and jobs will be generated
The economy of the area will flourish due to the
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Sr. #
Organization/ Department
Official(s) Consulted
Contact Issues Raised and Feedback Received
establishment of the new road network
20 Forest Department (Attock)
– Athar Shah,(DFO)
– M. Kmaran Kazmi (SDFO-Fatehjang)
– Malik Nasir, (SDFO-Pindigheb)
– Riaz shah (head clerk)
0321-5222256 0335-512512 0301-5733814 0300-9786770
Consultants briefed the participants about the project
Minimum tree cutting should be involved in the project activities
21 Social Welfare Department (Attock)
– Malik Pervaiz Iqbal (Community Development Officer)
057-9316239 Project will open new avenues of development facilities in the area due to improved communication
Tremendous improvement in the trade opportunities in the region, Pakistan and China
Improvement in the commercial activity in the Project Area, resulting in economic uplift of the people
22 Education Department (Attock)
– M. Rasheed, (Assistant Director)
– Mian Ismail, (EDO Education)
0345-5987630 0336-4067930
The project will bring income into the area and benefit the whole community
Project will open new avenues of education facilities in the area due to improved communication
23 Wildlife Department (Attock)
– Sakhi Joiya, (DO)
0304-4186103 057-9316189
Wildlife would be disturbed to some extent due to the project activities during construction phase
Road corridor will bifurcate the habitat of grey and black partridges, see see, hares, quails, etc.
The road will provide easy access to the poachers in the areas which is rich in bio-diversity
Moreover urbanization and commercialization will also disturb the area badly
24 Agriculture Department (Attock)
– Dr. Faiz Kareem, (EDO)
– Muhammad.Younis (Agriculture officer )
0301-5338002 0301-5060185
The crops grown in the area are wheat, peanuts, grapes and orchards of peaches
Road project will create conducive atmosphere for the easy transport of agricultural produce to local markets and ports
25 Environment Protection Department (Attock)
– Muhammad Rafique (Inspector)
0300-7575502 057-9316192
Health and Safety (H&S) awareness in local staff will play very important role in the construction phase
Improvement in the commercial activity will result in economic uplift of the people of the Project Area.
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Annexure VIII: Contingency Plans
1. Emergency Preparedness Plan
1.1. Introduction
Emergency planning is very important during construction activities of any project. The purpose of
such plans is to provide awareness to all concerned with a planned response to emergency situations
that can arise during construction phase. The plan ensures to protect lives, infrastructure,
environment and properties. Emergencies can arise from natural disasters or from project activities
which have the potential for creating devastating destruction. The following is an indicative list of the
types of emergencies that can occur during construction phase of the Motorway project.
Fire
Earthquake
Flood
Severe weather
Land sliding
Hazards
The concerned contractor(s) will be responsible to prepare project specific ―Emergency Plans‖ before
start of construction. These plans will be approved by the Supervision Consultant. The contractor will
issue these plans to all concerned in the form of Standard Operating Procedures (SOP) for
implementation, indicative EPP for some of emergency situations is given below for guidance of the
contractor(s).
1.2. The Plan
To avoid losses from natural hazards following mechanism is proposed to be followed by the
contractor(s).
Obtain an early warning of the emergency conditions such as flood, storms and cyclones from
the metrology department and other concerned agencies.
Formulation of local emergency teams for different working sites/packages.
Safeguard personnel to prevent injuries or loss of life, ESMU and Contractor with the
assistance of Supervision Consultant should assess in advance the possibility of the
occurrence of emergency situations, and establish procedures for preventing workers from
being injured.
Proper Management and handling of harmful substances; Organic solvents, Dust, Specified
chemical substances, Radiation substances etc.
Management of working environment and proper safety measures must be adopted.
In emergency preparedness, procedure of risk management must be adopted for continual
improvement and risk reduction. PDCA Cycle (Plan, Do, Check, Action) leads to continual
improvement while preparing for emergencies as is illustrated below.
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1.3. Risk Management
Apply risk assessment and management procedures at all construction sites as under:
Identify, characterize and assess all risks that can impact on health, safety and environment.
Mitigate risks with controls in engineering, administration and other protective measures.
Monitor risks and take timely action to offset the emergence. Regularly review performance to
improve procedures, further reduce risk, detect weaknesses and trigger corrective measures.
Document, report relevant data and maintain records in compliance with regulatory
requirements.
Following measures are suggested to deal with different types of emergency situations.
1.3.1 Fire
Broad outline of fire fighting procedure will be as under;
Establish well equipped fire fighting section separately for each package ,
Fire extinguishers must be of proper capacity and to be provided at all work places.
Periodically check the function of fire alarm system.
The construction in charge to report the fire, giving location and other necessary details to
Fire Fighting Section.
1.3.2. Earthquake
Issue SOP to impart necessary periodic training to all working staff.
Quickly run for an open area.
If inside camp site then seek shelter immediately under a heavy desk/table, or brace yourself
inside a door frame or against an inside wall.
After earthquake help others.
Report to the Project Emergency Coordinator.
1.3.3. Flood
Flood waters can destroy human life, infrastructure, labour camps and machinery. An early Alert or
Warning of flood should be issued. The mitigation measures for flood can be classified into following
phases;
Risk Assessment and
Proper Planning for
management
Plan
Check
Do
Implementation
and Operation
Corrective Action
and Review
Check and
system audit
Action
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The Emergency Phase: distinguished by the action implemented to rescue the lives of
workers and other project staff. This phase involves rescue efforts, first aid, medical
assistance, and the rehabilitation of the communication and transportation network.
The Transitional Phase: consists of efforts executed to accelerate the rehabilitation of the
workers and situation back to the previous state of life such as reconstructing damaged
buildings and curing of certain diseases.
The Reconstruction Phase: this phase occurs when there are reconstruction and rehabilitation
efforts.
1.3.4. Severe Weather
Severe weather includes very high and very low temperature, dense fog and suspended dust. In
severe weather, working hours should be terminated, reduced or adjusted accordingly.
1.3.5. Landslides
Land sliding may occur in the project area due to high steepness in salt range area and due to natural
seismic activities. The project activities, especially during blasting of rocks, the formation may become
loose and the risk of landslides will increase in the immediate vicinity of the construction sites.
Therefore, blasting of formations must be minimized and if unavoidable, then use low intensity
explosive. Continuous watch of active land sliding areas will be responsibility of ESMU, Contractor
and Consultant.
1.3.6. Hazards
Various types of hazards expected during construction of the Motorway are:
Mechanical Hazards: Hazard of machinery and other project activities may include collisions,
fall from height, struck by objects etc.
Chemical Hazards: includes explosive substances, combustible substances and leakage;
Physical Hazards includes noise, lighting, vibration and hypothermia
Biological Hazards includes, bacteria, viruses, communicable diseases, snake and other
animals biting
Against these hazardous factors safe design, safeguarding and additional safety measures must be
adopted. The measures include safe usage of machines, protection from accident, warning systems,
new workers education, management of working environment, investigations of causes of accidents
and preventive measures for hazardous substances.
A detailed and comprehensive site map of different activities of construction phase must be
developed with emergency management applications and routes of evacuation/exit points etc. and
must be delivered to all levels of working crew, so that each and every working person is familiar with
it.
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2. Health & Safety Plan
2.1. Introduction
Health and safety plan is devised to maintain a safe and healthy workplace during construction
activities of the proposed Motorway.
2.2. Objectives of Health and Safety Plan
Health and safety plan is devised to achieve the following specific objectives;
To move continuously toward zero injuries and occupational illnesses.
To manage and integrate safety and occupational health into all decisions, plans and
operations.
To respond immediately, directly and openly to the concerns of workers.
Provisions of Instructions and training as appropriate in the handling storage and dispatch of
waste.
Demonstrate commitment to, and accountability for safety and occupational health.
Working safely is integral part of the employment and workers are accountable for their own
safety and the safety of those around them.
Assess and manage the risks associated with construction activities.
Verify that all employees, contractor and other associated with working place are trained to
perform their jobs safely.
Maintain regularly test emergency preparedness systems and carry out emergency drills.
Promote safe activities to extend and reinforce safety and health consciousness.
Systematically auditing behaviour based safety, work processes, management systems and
equipment and promptly correcting the deficiencies.
Encouraging the workers to report incidents and Investigate all incidents to determine
contributing factors and improve ongoing prevention efforts.
2.3. Project actions that may adversely impact health of workers and local people include;
Selection of campsite, type of machinery and equipment yards.
Type and disposal arrangements of solid waste from campsite, workshops, batching plants
and other working sites.
Surface and groundwater contamination due to project activities.
Air emissions from vehicles and other machinery/equipment and drilling activities. Air
emissions may be of following categories;
o Dust and potential pollutants from construction machinery, excavation, crushing and
drilling processes.
o Gaseous emissions from vehicles / transport machinery.
Noise pollution due to machinery, blasting, drilling activities and crushing of stones.
Water borne, vector diseases due to stagnant water and open dumping of solid waste.
Communicable diseases due to large number of workers of variable cultural backgrounds in
the project vicinity.
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Potential health hazards due to various operational activities and natural disasters. Natural
disasters include floods, fires, earthquakes, lightning strike, windstorm or cyclone.
2.4. Accident Occurrence
Reasons that may lead to accident occurrence and pose threat for safety during project operations
can be divided into two categories;
1. Unsafe status
2. Unsafe actions
2.4.1. Unsafe status
This may include:
Fault of Object: Design, materials, decrepitude, maintenance, repair and machine failure.
Fault of Safety Device: Absence of safety device, insufficient protection/shield, while crushing
of aggregates etc.
Work place, Layout: Narrow & Confined space, improper layout and exit and live wiring.
Protective gears, Clothing: Unsafe clothing, improper use of protective gears (Helmet,
Dust/Gas mask, Dust respirator, Goggle, Safety shoes etc.)
Non-compliance with work instructions (Standard): unsuitable for specific task machine,
device, tool, improper working equipment, and improper co-operation.
2.4.2. Unsafe actions
This may include:
Outdated safety devices/ Expire validation of Safety Devices.
Leaving from the place without switching off machines and devices
Making unsafe condition for other workers
Improper usage of machine, device, tools
Approach to sensitive spot without protective measures
No use of protective gear, Unsuitable/ improper clothing
Improper usage of machine or tool
Error of action
Maintenance of machines while being operated
Neglecting safety instructions.
2.5. Mitigation Measures
These health and safety hazards can be reduced or mitigated by adopting following measures during
construction activities of the proposed Motorway Project.
The Environmental and Social Management Unit (ESMU) will be required to take care of
occupational health and safety requirements of the project. Contractor will employ a part time
qualified occupational safety officer during the construction phase. The contractor will need to
carry out risk assessments and then follow site and project specific Health and Safety
Management Plans to prevent accidents, injuries and work-related diseases.
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Proper management at campsite through providing pre-treatment and proper sanitation
facilities like septic tanks for effluents at campsites.
Proper management and disposal of rubbish and wastes from campsites, offices, residential
areas and other places. Various options for the treatment and disposal of solid waste are
incineration, composting, sanitary land filling and pulverization etc.
Air emissions are controlled by use of incineration (stack flares), adsorption, gas scrubbing,
and other absorption processes.
Dust and potential pollutants from construction places are avoidable using water spraying
during operation.
Gaseous emissions can be avoided by maintenance and tuning of vehicles and construction
machinery being used for construction/operation.
Prohibition on burning of waste material.
Provision of personal protective equipment including masks and wearing of helmets, gloves
etc. to workers in all project areas.
Apply safeguarding technology e.g. installing fences, gates, escape ladders, safety rings,
safety signs, warning sirens, strobe lights and other physical protective measures
For reducing noise other mitigation measures include:
o Use of low sound rated equipment
o Control timing of noise and vibration to least disruptive periods
o Install noise barriers
o Particularly noisy operations should be enclosed
o Design noise monitoring program identifying location of monitoring sites
Good design of drainage to avoid stagnant water for prevention of water borne, vector
diseases. Run-off control measures such as storm water detention basins with treatment prior
to discharge are normally necessary to avoid such adverse water impact.
As a safety measure against communicable diseases, workers must not be provided
congested campsites. Proper partition as a living place must be given to each worker.
Ensure that periodic awareness campaign for HIV/AIDS is undertaken for the project staff/
medical check-up should also be conducted for the workers on regular basis.
Awareness of potential health hazards should be developed. For each category of natural
disaster, potential hazards should be identified, and the significance of their consequences
should be assessed in order to develop associated contingency scenarios.
For chemical storage with a risk of fire, explosion, or release of chemical substances a
preliminary hazard analysis (PHA) should be considered. The important elements of a PHA
include:
o Identifying hazard scenarios associated with use or storage of chemical substances
and calculating the probability of potentially hazardous incident occurring.
o Conducting a quantitative risk assessment of the most relevant hazards; this
assessment should be based on public safety considerations as well as impact on the
environment if an operational hazard or natural hazard takes place.
o Identifying risk mitigation measures; this should include an assessment of the
adequacy of operational and emergency procedures involving dangerous and
hazardous goods and their effectiveness in reducing risk and environmental impacts.
o Assessing cumulative risk levels expected from the proposed development (i.e. the
safety implication for surrounding land uses).
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o Regular safety audits should be conducted, which includes the equipment and
machines as well as for the on job activities for the storage of material on the project
site.
o Conduct tool box talk on daily basis, so as to enhance the awareness of safety
among workers.
o Protective gears like dust mask for dust emitted from construction activities, gloves
for hand protection and safety goggles for eye protection.
The adequacy of proposed safeguards should be evaluated against risk levels.
Careful planning and control of service areas.
Medical facilities in the project area.
Medical facilities in the project area may lessen the occupational health hazards. Occupational health
hazards may mean:
Conditions that cause legally compensable illnesses
Any condition in the workplace that impairs the health of employees is enough to restrain them from
work or to cause significant discomfort. Both are undesirable and preventable. For prevention of
health hazards, Physicians play a vital role.
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3. Solid Waste Management Plan
3.1. Introduction
Solid waste management plan is designed to describe the procedures, methods and techniques to be
adopted for disposal of solid waste during construction activities of proposed Motorway. It is illustrated
to;
Identify the quantity of each type of waste expected to be produced.
Estimate the quantity of each type of waste.
Identify and plan waste management actions proposed for each type of waste generated.
Proper management of solid waste is important at project site because the danger of improper solid
waste handling and disposal to human health and the environment cannot be ignored. Problems that
can be created due to unsound solid waste management include:
Careless and indiscriminate open dumping of wastes can create visual pollution as well as
conditions;
Delay in delivery of solid wastes to landfills, disposal/dump sites; result in nuisance and
unpleasant odours, which attract flies and other vectors. Such dumps also lead to pollution of
land/soils, ground and surface water through leachate as well as air through emission of
noxious and offensive gases;
Open solid waste dumps can also be a public health risk. Direct contact with them can be
dangerous to the workers and local public, as infectious diseases such as cholera and
dysentery can spread through contact with these wastes. Open solid waste dumps also
provide suitable breeding places for vermin and flies and other disease vectors, and can also
contain pathogenic microorganisms;
Some categories of solid waste block permeability of soils and drainage systems, including
water courses, open drains and sewers, thus posing difficulties in the functioning and
maintenance of such facilities.
3.2. Types of Waste
The expected types of wastes generated from construction activities will be:
Campsite waste or Domestic waste
Workshop waste (vehicles and machinery)
Fuel, oil and chemical waste
Medical waste
Packing waste
Debris from construction and excavation sites
The wastes mention above can also be generalized into following categories:
Biodegradable waste: Mainly organic wastes such as foodstuffs, fruit and vegetables, wood,
grass, bones, textile and other biodegradable items.
Non-biodegradable waste: It includes polythene bags, excavated material, glass,
stone/brick, Shopping bags, plastic products, pesticides residues, process wastes, highly
flammable and volatile substances, used tyres and batteries including metal scrap and
medical wastes such as used needles, plastic, glass bottles and syringes etc.
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3.3. The Plan
The solid waste management plan for proposed motorway Project is developed to ensure that waste
should be dealt with an efficient and environmentally sound manner, starting from waste collection
and ending on disposal. In the proposed motorway Project, human and other activities shall be
centred at camp site, crushers and batching plants.
3.4. Construction of landfill sites
Construction of landfill site will be required separately for campsite area where all biodegradable
waste from camp site will be dumped.
3.5. Waste Collection Receptacles
Waste collection receptacles will have the following characteristics;
Separate receptacles for bio-degradable and non-biodegradable wastes.
Containment (no littering or leakage), convenient to handle, environmentally sound (safe from
winds and scavenging by dogs, rats and cats etc.), economical and accepted by
Environmentalist of Supervision Consultant.
The receptacles design must be suitable for all kinds of wastes.
Distribution of the bins must be based on the number of workers using it or the solid waste
generation rate in the project area. A 140-litre bin is sufficient for around 30-36 people.
The standard waste generation rate of a person is 0.5 kg/ day and for estimated 2500 or 3000
workers it would be 1250 to 1500 kg/day.
3.6. Sorting of the Waste
It is necessary to sort the waste into various categories as mentioned under section 1. The waste
should be sorted manually or mechanically before applying necessary treatment and disposal
arrangement.
3.7. Waste Transportation
The waste must be transported from collection points to disposal points in well maintained,
designated and covered vehicles. Every transportation vehicle must have fixed routes, which should
be established by the Environment and Social Management Unit (ESMU). Hazardous material must
not be allowed to mix with domestic waste. Waste must be collected every day; however, collection
schedule can be adjusted depending on the labour strength and actual requirement.
3.8. Treatment and Disposal
Various options for treatment and disposal of solid waste are waste minimization, recycling,
composting, incineration and sanitary land filling. Different kinds of wastes generated during project
activities can be treated and disposed-off according to the methods given below.
Type of waste Description Disposal method
Campsite
(domestic waste)
Biodegradable: Foodstuffs, fruits and vegetables, wood, bones, grass, tree branches and leaves etc.
Non-Biodegradable: Paper, metals, glass, plastic bottles, scrap metal, textile and shoes, bottles and jars, fluorescent tubes.
Biodegradables: Composting
Non-Biodegradable:
Most of the garbage plastic, glass, combustible/non-combustible and recyclable waste will be segregated and supplied to vendors for recycling or Incineration.
Non-recyclable or non-combustible waste should be buried in designated sanitary landfill to be built by Contractor as per design
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Type of waste Description Disposal method
approved by the Project Consultants and ESMU.
Workshop waste Used oil, plastic containers, ferrous /non-ferrous materials, batteries, vehicles, tyre tubes etc.
Anything mechanically reusable should be provided to certify recycling Contractor for reuse or recycling. Anything potentially dangerous such as batteries and aerosols will be placed in a separate container, appropriately marked, and disposed off through the vendor.
Medical waste
Syringes, glass bottles, bandages, blood sampling tubes, expired drugs, dressing etc.
Hazardous medical waste will be bagged and binned in a separate, appropriately labelled container and to be incinerated at nearby hospital incinerator, if any, or an equivalent facility.
Packing waste material
Paper, plastic, textiles, cardboard, rubber, wood, glass, tin, cans, aluminium cans etc.
Recyclable waste to be handed over to recycling contractors. Combustible waste to be burned in burn pit or incinerator.
Excavated and
Demolition waste
Rocks, sand, silt/clay, concrete, bricks and other building materials
Almost all excavated, construction and demolition waste is capable of being recycled, providing the waste is segregated and separated. The recycled materials can then go on to be used for aggregate formation, landscaping and in road construction.
Excess construction material
Sand, aggregate, cement, bricks, reinforcement steel bars, paints and other construction materials
To be sold back or given to the supplier or other users.
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4. Traffic Management Plan
4.1. Introduction
The proposed Motorway will cross various towns and villages and local roads from Yarak to Hakla.
During construction activities large numbers of light and heavy vehicles are expected to use the
approach roads to reach project site. Similarly heavy machinery will be stationed in adjoining areas of
the road. This will may create burden on the capacity of the existing road network and the project
generated traffic may become nuisance for surrounding communities. Therefore, Traffic Management
Plan (TMP) will be prepared for each package by the concerned contractor for approval by the
Construction Management Consultant. An indicative plan is proposed as under.
4.2. The plan
Traffic management plan for proposed Motorway involves a full risk assessment to the travelling
public, residents and workers. The existing socio-economic and cultural environment of the project
may also need to be considered. A thorough risk assessment will be done by the contractor while
preparing traffic management plan for the project.
Traffic management and road safety considerations are of utmost importance to ensure successful
execution of any project. The proposed project is in remote areas and existing traffic density and
volume is not high however, but when project construction commences, traffic intensity will rise
significantly as a result of the following activities:
Delivery of resources to the work site;
o materials;
o machinery;
o Labourers.
4.3. Routes for Transportation of Construction Materials/Equipment’s
Contractor, at the time of the execution of the project will select a final route keeping in view the peak
and minimum traffic volume hours and his own feasibility and will submit traffic management plan to
the Supervision Consultant for approval. The factors requiring special attention should be;
Pre-project traffic flow pattern
Total directional traffic volume
Type of traffic (Light and Heavy)
Size of the vehicles involved in the project activities and their turning radii.
Estimated project site traffic
Viability of alternate route
Selection of route for arranging/shifting of construction equipment from original destination to
project site
Road conditions
Rainfall and flood pattern and probability
Coordination with the local traffic police and other Government and Private sector
organizations
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4.4. Management of Access Routes
It is important to manage public access routes during construction because it can cause delay to local
traffic and create a safety hazard both on and offsite. People working and living near the project work
site would be annoyed by the emissions, noise and visual intrusion of queuing vehicles. Some
important factors involved in access routes and site traffic are as follows;
The use of public road for site access may be restricted in terms of;
Vehicle size, width and type of load
Time limits
Parking
Pedestrian conflicts
Contractor should have consultation with the local police or local authority to address these issues
and to effectively manage them before the beginning of the construction.
4.5 Contractor’s Obligations
The traffic management plan of the Contractor should be safe enough so that heavy vehicular
transportation for construction activities do not hinder the normal traffic and safe movement of the
vehicles, people, animals and wildlife must be ensured. It will be sole responsibility of Contractor and
Project Environment and Social Management Unit (PESMU). The Contractor obligation must include
the display of traffic signs according to the need to divert the traffic volume and to guide the road
users in advance. The traffic sign, traffic light should be placed from any diverting route or road
marking.
The Contractor should consider the environmental and social impacts of the traffic during
construction. It will be sole responsibility of the Contractor to implement a plan which produces
minimum nuisance to the local people and to the environment (trees, birds, rodents, wildlife and pet
animals etc.). Safety of the people as well as flora and fauna should be given due importance.
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Annexure IX: Pictorial Presentation
Information Disclosure and Consultation with District Forest Officer Dera Ismail Khan
Information Disclosure and Consultation with District Agriculture Officer Dera Ismail Khan
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Information Disclosure and Consultation with District Officer Environment Dera Ismail Khan
Information Disclosure and Consultation with District Education Officer Dera Ismail Khan
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Information Disclosure and Consultation with District Officer Fisheries Dera Ismail Khan
Information Disclosure and Consultation with District Officer Livestock Dera Ismail Khan
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Information Disclosure and Consultation with Community at Barak, Dera Ismail Khan
Information Disclosure and Consultation with Community at Moazam , Dera Ismail Khan
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Information Disclosure and Consultation with District Wildlife Officer Dera Ismail Khan
Information Disclosure and Consultation with District Agriculture Officer Mianwali
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Information Disclosure and Consultation with District Officer Environment Mianwali
Information Disclosure and Consultation with District Officer Fisheries Mianwali
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Information Disclosure and Consultation with Assistant Commissioner Mianwali
Information Disclosure and Consultation with GM Maple Leaf Cement Factory Mianwali
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Information Disclosure and Consultation with District Wildlife Officer, Mianwali
Information Disclosure and Consultation with Community at Pai–Khel, Mianwali
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Information Disclosure and Consultation with Community at DaudKhel, Mianwali
Information Disclosure and Consultation with Community at Dilewali, Mianwali
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Information Disclosure and Consultation with District Wildlife Officer Attock
Information Disclosure and Consultation with District Agriculture Officer Attock
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Information Disclosure and Consultation with Community at Langrial, Attock
Information Disclosure and Consultation with Community at Rawal, Attock
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Annexure – XII: Lab Reports of Water Quality, Air Quality and Noise
Level
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