Eia Karachi Thatta Dual Carriageway Project

Final Report
January 2016
Ref: EIA/01/02/16
KARACHI – THATTA
DUAL CARRIAGEWAY PROJECT
ENVIRONMENTAL IMPACT ASSESSMENT (EIA)
EMC PAKISTAN PVT. LTD.
503, Anum Estate, Opp. Duty Free Shop, Main Shahrah-e-Faisal, Karachi.
Phones: 9221-34311466, 34324680, Fax: 9221-34311467.
E-mail: mail@emc.com.pk, info@emc.com.pk
Website: www.emc.com.pk

Disclaimer:
This report has Attorney – Client Privilege. EMC Pakistan Pvt. Ltd has prepared this report in
accordance with the information provided by Frontier World Organization (FWO) for their sole and
specific use. Any other person(s) who use any information contained herein do so at their own risk.
This report cannot be used in the court of law for any negotiation or standardization.
© EMC Pakistan Pvt. Ltd. 2016

Environmental Impact Assessment (EIA)
Karachi – Thatta Dual Carriageway Project
Final Report
EMC Pakistan Pvt. Ltd Executive Summary
Page i of xiii
Executive Summary
Presented in this report are the findings of the Environmental Impact Assessment (EIA) study carried out
by EMC Pakistan Pvt. Ltd (EIA Consultant) for proposed “Karachi – Thatta Dual Carriageway (KTDC)”
(The Project). The Project is being undertaken by Frontier Works Organization (FWO) (Project Proponent)
under a concession (PPP) agreement. The Concession (PPP) Agreement was signed on 7th
May 2015
between the Works & Services Department, GoS and the Frontier Works Organization (FWO) at the Chief
Minister's House, Karachi.
With professionally qualified and competent staff, efficient work force, flexible organization and a large
pool of modern construction equipment and machinery FWO is capable of undertaking any construction
assignment at short notice anywhere in Pakistan or abroad. FWO, motto ‘Striving for Excellence’ amply
speaks of the continued efforts to deliver the best.
The Project involves construction of a 49.5 km long two lane dual road between Ghaggar Phattak through
National Highway to the start of Thatta bypass/toll plaza (EX – 1). The project scope includes construction
of additional carriageway with wide median between existing and additional carriageways, improvement
and rehabilitation of existing highway with new bridges and culverts. The main objectives of the Project
are to provide new corridor for the development of area, promotion of business activity in the area,
enhancement of operational (Traffic) efficiency due to improved traffic conditions, improve safety and
reliability for commuters and reduce travel time. The improved access envisaged would serve thousands of
commuters living along the Karachi – Thatta route and those who are already using this facility up to
Thatta and/or beyond. It is also expected that the improved facility would help open up these areas for
creation of soft infrastructure such as better services for schools and health centres as these areas would
become easy reach through development of this plan.
EMC Pakistan formulated the following team of officials and experts for conducting the EIA study and
preparing the report:
Table 1: EIA Study Team
S.# Name of Expert Position in EIA Team
1 Mr. Syed Nadeem Arif Project Director / Team Leader
2 Mr. Saquib Ejaz Hussain Project Manager / Deputy Team Leader
3 Dr. Mirza Arshad Ali Beg Senior Environmentalist
4 Dr. M. Mansha Air Quality Expert
5 Dr. Syed Ali Ghalib Ecologist
6 Mr. Agha Saood Environmental Scientist
7 Mr. Shahzad H. Rizvi Sociologist
8 Mr. Sultan Mehmood Zaman Soil Scientist
9 Mr. Ashar H. Lodi Senior Traffic Engineer
10 Dr. S.M. Shahid Alam Senior Structural Engineer

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Page ii of xiii
Figure EX – 1: Project Location

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Page iii of xiii
EMC adopted the following methodology to carry out the EIA study:
Figure EX – 2: EIA Methodology
National legislations, international agreements, environmental guidelines, and best industry practices were
reviewed to set environmental standards that the proponent & the concessionaire will be required to follow
during different stages of the project. SEP Act 2014, Sindh EIA/IEE Regulations 2014 and Sectoral
Guidelines for EIA of Major Roads were the basic guiding documents used during the study.
According to the Sindh EPA (Review of EIA/IEE) Regulations 2014, a proponent of a project falling in
any category listed in Schedule II of regulations shall file an Environmental Impact Assessment (EIA) with
the Sindh Environmental Protection Agency, since the listed projects are generally major projects and have
the potential to affect a large number of people. “Federal or Provincial Highways or Major Roads
(including rehabilitation or rebuilding or reconstruction of existing roads)” are placed in Schedule II thus
requiring an EIA. Accordingly, a detailed Environmental Impact Assessment (EIA) study has been
conducted for proposed KTDC project.
The highway design input will include:
 Detailed topographical survey carried out in the field
 Detailed geotechnical investigations for bridge foundations
 Detailed soil investigation & testing for embankments design
 Data from the road Inventory survey
 Data from the structural survey
 Design criteria development and finalization with the Client
 Hydrological investigation along project route for drainage designs
 Detailed design of pavement structure
Design Criteria
The road alignment design will be carried out in compliance with the criteria generally applied subject to
prior guidance and approval by Work and Services Department, Government of Sindh. The major design
criteria for improvement are as follows:
(i) Improvement of Geometric Condition
→ Maximum gradient shall be 3%, while critical gradient for short distance shall be 5%.

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Page iv of xiii
→ Curves radius shall be minimum 30 m, while curve radius at turning area shall be as per AASHTO
standard to allow passage of trailers and trucks.
(ii) Improvement of Traffic Capacity
→ Design speed shall be 100 km/hour for flat terrain rural and 60 km/h for flat terrain town.
→ Road cross-section shall be 7.3m + 7.3m of carriageways and 3.0m (outer) + 1.2m (inner) of
shoulder width.
→ Both way Bridge cross-sections shall be 7.3m of carriageways and 1.2 m of walkway on outer
side and 1.2m of shoulder on the inside.
→ Construction works can be conducted with minimum obstructions to the present flow of traffic to
assure the improvement of the present traffic capacity.
→ Emergency stop areas for vehicles shall be provided at adequate locations where sufficient ROW
is available.
The detailed design criteria for the Road & Road Structure are proposed in the Table 2.
Table 3.3: Proposed Design Criteria for Road & Road Structures.
Items Design Features
1. Design Speed
 Flat Terrain rural 100 km/hour
 Flat Terrain Town 60 km/hour
2. Road Cross-Section
2.1 Width for each Carriage way
 Pavement Width in Meters 7.3 m
 Shoulder Width in Meters 3.0 m(outer)+1.0 m(inner)
2.2 Cross Slope (Camber)
 Pavement 2.0 %
 Shoulders 4.0 %
2.3 Embankment Slope (H : V) 2:1 to 3:1
3. Stopping Sight Distance in Meters 200 m
4. Minimum Horizontal Curve Radius
4.1 At Curves Area 100 m
4.2 At Turning Area 50 m
5. Gradient
5.1 Maximum Gradient 4%
5.2 Critical Gradient in a Short Distance 6%
5.3 Minimum Gradient 0.1 %
6. Design Life of Pavement 10 years
Air quality measurements by EMC recorded for a period of 24 hours at critical locations along the route so
as to obtain sufficiently representative data on the status of the ambient air quality of the site and its
macroenvironment. The airshed classification arrived at from the data on ambient air quality places the
microenvironment of proposed KTDC project in the moderately polluted category. The prevalent ambient
air quality as observed at selected field survey points, is within allowable limits in accordance with the
applicable NEQS limits.
 SO2 level ranges between 16.8 µg/m3
and 62.1 µg/m3
which is lower than 120 µg/m3
recommended for
the 24-hourly average by the NEQS.

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 NOx level ranges between 24.3 µg/m3
and 44.2 µg/m3
recommended for
 NO level ranges between 8.9 µg/m3
and 21.2 µg/m3
recommended for
 CO level ranges between 2.1 mg/m3
and 4.9 mg/m3
which is lower than 5 mg/m3
recommended for the
8-hourly average by the NEQS.
 PM10 concentration was between 43.6 µg/m3
and 91.5 µg/m3
recommended for the 24-hourly average by the NEQS.
 PM10 concentration was between 18.4 µg/m3
and 48.2 µg/m3
recommended for the 24-hourly average by the NEQS.
Hydrology of the microenvironment is governed by the catchment area Ghaggar Nala, and Dhabeji Nala
which is the most important water course running from the north and across the Railway Line and the
National Highway about 2.5 Km from the Ghaggar Phattak. Ghaggar Nala has an extensive catchment area
in the macroenvironment comprising the Ghaggar Union Council in Bin Qasim Town. This might be the
reason for its flooding with small amount of 5 mm rainfall as was observed during the September 2005,
rains in the area. Another stream known as the Filter Nala, which flows parallel to Ghaggar Nala is about
three Km to the east of Ghaggar Phattak. The two streams flow to the Gharo Creek, which is about 4 Km
to the south of the site. A perennial stream flows just ahead of Dhabeji and is a source of irrigation water
for a large farm adjacent to the spring that is the source of the perennial stream. The water from this stream
as well as the Ghaggar Nala is being extensively excavated by water carriers. The spring related Dhabeji
Nala has a large grove of date palm trees and is also site of the shrine of Baba Jumman Shah Bukhari who
is claimed as the companion of six other Bukharis in the Bhambore area.
The seismic hazard, in view of the historical data, has been estimated for the macroenvironment as
"moderate to major". This suggests the "possibility" of earthquakes of intensity V to VII on (MM) scale
and "probability" of those above VII. The seismic risk factor of g/20 must therefore be incorporated in the
design factor for the construction of road structures.
In order to observe the travel trend of the N-5 Section, the section was divided in two sub sections as
shown in figure EX – 3. It was observed that around 5,181 vehicles are passing the bridge of Ghaggar
Phattak on a week day from Karachi to Gharo, similarly on the opposite direction the number of vehicles
was observed to be around 5,297 vehicles. It is necessary to be noted that a considerable number of trucks
and trailers turn to right on the connectivity from Ghaggar Phattak to Port Qasim, which can be easily
understood by the counts observed at Gharo from Ghaggar Phattak. This shows these vehicles are also
expected to use the facility but they will remain non-tolled. Moving further on the track the survey result
shows 4,708 vehicles at Gharo which shows a drop of around 470 vehicles in comparison to the counts
observed at Ghaggar Phattak. It was observed the travel pattern of section 1 is higher than the section 2 as
the total number of vehicles left to be around 3,466 at the end of section 2 which is Thatta Bypass. This
pattern of travelling is because of the more adjacent towns present in the section 1 in comparison to section
2.

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Figure EX – 3: Schematic Diagram for Traffic Trend
Thatta District is very important due to its wetlands, wildlife protected areas and cultural heritage sites.
Environmental studies were undertaken in the Project Area from Sassi Bridge to Makli by-Pass in Thatta
District. There are three important sites near the Project Area which are discussed below:
Ecology of Haleji Lake: It is located at 067 46 E and 24 47 N with 60m elevation from sea level. The lake
is spread in an area 6.58 km2
(1,704h) with level of water about 1-1.5m and maximum depth about 5-6.
The area is silty, muddy and sandy. The Lake is situated at distance of 21km from Thatta and 88m from
Karachi. It is a perennial freshwater lake with associated marshes and adjacent brackish seepage lagoons,
set in stony desert of limestone and sandstone bedrocks. This Lake was a saline lagoon and in late 1930s, it
was converted into reservoir to provide an additional supply to Karachi. It is a homeland to number of
important fauna especially birds. The area is also important for Marsh Harrier, Pallas’s Fishing Eagle,
Monitor Lizards and Fishes.
Haleji Lake with its surrounding lagoons provides an important wintering and staging site for a number of
water birds, including Coots and Ducks, and it is also a breeding site for many birds like Egrets and
Herons, Cotton Teal (up to 55), Spotbill Duck (upto 60), Purple Moorhen (upto 1,470) and Pheasant-tailed
Jacana (up to 850). Marshes of the area host as roosting sites to some thousand Night Herons.
The Sindh Wildlife Department maintains a Captive Breeding Centre at the lake in which Hog Deer (Axis
porcinusa), Marsh Crocodile (Crocodylus palustris), Smooth-coated Otter (Lutrogale perspicllata),
Mallard (Anas platyrhnchos) and Pea fowl (Pavo cristatus) are kept.
Based on field surveys during the study, 22 mammalian species, 228 species of birds, 32 reptilian species,
2 species of amphibians and 37 species of fishes were recorded (Khan et al. 2012).1
1
Effects of environmental pollution on aquatic vertebrates and inventories of Haleji and Keenjhar lakes: Ramsar sites
(Canadian Journal of Pure & applied Sciences Volume 6, no. 1, pp. 1759-1783, Feb 2012) by: M Zaheer Khan, Darakhshan
abbas, syed ali Ghalib, Rehana Yasmeen, Saima Siddique, Nazia Mehmood, Afsheen Zehra, Abeda Begum, Tanveer Jabeen,
Ghazala Yasmeen, Tahira A Latif; Department of Zoology, Faculty of Science, University of Karachi, Karachi – 75270.

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Forests: Ghaggar Forest, Dhabeji Forest and Rann Pathani Forest are the three riverine forests falling in
district Thatta; they are all labeled as protected forests in Sindh out of which Dhabeji Forest is located
about 18 to 20 km away from Ghaggar Phattak and do fall in the macroenvironment of the project area of
49.5 km long KTDC. While the rest of the two forests are much further than Dhabeji forest. These forests
consists of dominant vegetations of Prosopis juliflora, prosopis glandulosa and euphorbia caducifolia.
28 plant species belonging to 20 families were identified sampled in the main locations within the project
Area. Typha angustata and Tamarix indica were common while Prosopis juliflora was abundant and quite
widespread.
10 species of mammals, 42 species of birds and 16 species of reptiles, 02 species of amphibians, 10 species
of fishes and 28 species of plants were recorded form the Project Area.
The people in the project area are engaged in low level occupation, with the members of the nuclear family
engaged in farming, raising livestock, excavating rocks and crushing, collecting sand and gravel. Two or
three persons from each village assume the management responsibility and assign different roles to
different members of the family and to the families in other villages, if necessary. The area does not offer
opportunities for employment and the population is primarily employed as cheap unskilled labour force
either in Dhabeji or Gharo. Cultivation is limited here due to scarcity of water. For similar reasons
livestock herding is not an income generating option, and the limited livestock holdings in the settlements
are kept primarily for household use of livestock products. Skilled labour is scarce, and the categories of
skilled laborers are mostly drivers, welders, plumbers and electricians. Government service is relatively
rare.
In compliance to Sindh Environmental Protection Act, 2014 and Sindh Environmental Protection Agency
(Review of Initial Environmental Examination and Environmental Impact Assessment) Regulations, 2014,
a scoping meeting for the proposed KTDC Project was conducted with the following main objectives:
 To inform concerned citizens regarding the KTDC Project and its plans for development.
 To consult with stakeholders on environmental scope for the EIA Study of the Project.
 To identify concerns/suggestions & solicit feedback regarding the environmental assessment study
A detailed Social survey of the project area was conducted by the team to identify and engage stakeholders
residing or working in the project area. The stakeholders along the KTDC route include villagers, local
restaurants, petrol and CNG pumps, small shops and businesses, and various industries. FGDs were held
with various stakeholders at different locations of the project area.

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Environmental aspects identified during the consultation meeting and by the screening process were
assessed for their severity and mitigation measures have been proposed on the basis of assessment. The
screening process has through review of literature, primary as well as secondary baseline data, and expert
judgment made assessment of the potential impacts of said activities on the physical, biological, and
socioeconomic environment of the Project. Mitigation measures have been proposed to reduce, minimize
or compensate for the identified potential negative impacts and their adoption has been recommended.
Continuous environmental monitoring will be exercised to ensure that preventive measures are in place to
sustain environmental integrity. Proponent shall be liable to submit the project performance reports to EPA
Sindh on regular basis.
The following basic design standards and policies will be adopted:
(i) American Association of State Highway and Transportation Officials (AASHTO): A Policy on
Geometric Design of Highways and Streets (2004) for Geometric Design;
(ii) Highway Capacity Manual, by the United States Transportation Research Board for the analysis of
roadway capacity;
(iii) AASHTO: Guide for Design of Pavement Structures (1993) & TRL Overseas Road Note 31 (1993)
for the design of pavements; and
(iv) Pakistan Highway Code of Practice for Bridges & ASTM for the analysis & design of structures.
(v) The criteria for all other features will follow the latest design standards and procedures.
→ The geometric design of the project road will be reviewed with respect to the latest AASHTO
standards. All road signs shall be set out to accord with the Standard Manual for Highway Signs
(National Transport Research Centre, Pakistan) and shall generally conform to the ‘Manual for
Uniform Traffic Control Devices-UK’. All the traffic signs shall be designed & place also conforming
to the Highway Safety Ordinance, September 5, 2000.
→ Informatory, regulatory and warning signs have been proposed to be fixed at required locations for
proper guidance and information for the road users. All road signs shall be set out to accord with the
Standard Manual for Highway Signs (National Transport Research Centre, Pakistan) and shall
conform to the Manual for Uniform Traffic Control Devices.
→ All road markings shall be formed using CR paint conforming to AASHTO M249-77 or equivalent
international standard and shall be set out to accord with the Standard Manual for Highway Signs
(National Transport Research Centre, Pakistan) & generally meet the requirements of the United
Kingdom Traffic Signs Manual/other approved international standard.

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→ Electrical connections/wiring associated with road signs shall conform to the requirements of United
Kingdom, Institution of Electrical Engineers Wiring Regulations, 15th
Edition, or similarly approved
international standard. In addition, the regulations of the Water and Power Development Authority and
the requirements of the Pakistan Electricity Act shall also be adhered to.
→ Rigid Pavement will be designed based on AASHTO Guide for Design of Pavements, 1993 (using the
software DNPS 86).
→ The drainage provisions on the highway shall be in accordance with the requirements of AASHTO
Highway Drainage Guidelines 1989.
→ The structural elements such as piles, pier pilecaps, pier transoms, abutment pilecaps, sidewalls, wing
walls, abutment transoms and approach slab shall be analyzed and designed accordingly as per
applicable ACI Code.
→ Design of fencing/barriers shall conform to the “A Guide to Standardized Highway Barrier Rail
Hardware by AASHTO-AGC-ARTBA [a report prepared and approved by American Association of
State Highway and Transportation Officials (AASHTO), the Associated General Contractors of
America (AGC) and the American Road & Transportation Builders Association (ARTBA).
→ Overall Design will be carried out following LRFD 2007.
→ The project would be sited in the Seismic Zone 2A & Zone 2B. The seismic hazard, in view of the
historical data, has been estimated for the macroenvironment as "moderate to major". This suggests the
"possibility" of earthquakes of intensity V to VII on (MM) scale and "probability" of those above VII.
The seismic risk factor of g/20 must therefore be incorporated in the design factor for the construction
of road structures.
→ The impact of liquefaction would be offset by appropriate mitigation measures by construction of
bored reinforced concrete piles, which provides protection from major earthquake.
Mitigation of land acquisition impacts will be achieved primarily by modifying the route / design of the
project structures to minimize its effects on nearby properties and land uses. The design of alternative
access to affected properties and the management of temporary works and traffic diversion can also reduce
the magnitude of impacts on property and welfare.
Consultation with affected people and other interested parties can assist planners in mitigating the impacts
of land acquisition and resettlement actions, by providing clear and timely information as well as
opportunities for a complete discussion of options, preferences, and likely outcomes. Thus, by taking full
account of the needs of those affected the design of implementation arrangements would be based on more
solid information. Restoration of access, & provision of safe road crossings & interchanges will be
undertaken in consultation with affected business communities.
In the event that displacement is necessary, or that disruptions to livelihoods will occur, a comprehensive
assistance strategy is required. This should go beyond financial compensation to include social and
commercial rehabilitation or replacement.
Adequate budget will be provided in the Project cost for the compensation to the affected people as per
Land Acquisition Act, 1894 for the lost assets and restoration of their livelihoods.

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The land acquisition process will be undertaken as per LAA 1894 which is primary law for land
acquisition in Pakistan. Irrespective of its name the act ibid is provincial Act and each province has made
amendments into the Act as per its requirements however, the objective and essence of the Act is almost
similar throughout the country. The Land Acquisition Act 1894, as amended from time to time, is the
primary law for the purpose of land acquisition in the Province of Sindh. The Act provides for acquisition
of land for public purpose.
The following mitigation measures will be taken to minimize impact on soil and groundwater:
→ No untreated effluents will be released to the environment
→ Effluents from the camp offices and the residential camps will be treated in the septic tank before its
disposal. The treated water will be used for tree plantation or will be disposed off.
→ Size and capacity of sewage system will be in proportion with wastewater discharged from Camp so
as to minimize the chance of overflowing or flooding.
→ Waste material will be recycled or reused under appropriate contractual restrictions with the waste
management contractors. Sludge from the septic tank will be disposed of through an EPA certified
contractors.
→ The areas around the construction camps and the construction site will be periodically inspected to
verify that no project related waste is scattered in these area.
→ On completion of the construction phase the temporary infrastructure will be decommissioned and the
sites restored. This will involve:
 Removing the temporary construction camp
 Closing all the temporary waste pits
→ In areas where vegetation was either removed or damaged to establish temporary facilities, a
vegetative cover will be reinstated.
→ Spills of minor nature that may arise from leaks from vehicles, equipment, or storage containers at
campsites or work areas outside the campsite or oil or fuel stains produced during handling and
transfer operations such that the area and depth of soil contaminated is less than 1 square meter and 0.3
m respectively, will be removed and burnt in the burn pit.
→ Moderate Spills of about 200 liters of fuel or oil that may arise from transfer or handling operations
will be removed and burnt in the burn pit in small proportions.
→ Major Spills of oil exceeding 200 liters of oil or fuel that may occur during their transportation to the
camp sites or from failure of the oil containment arrangement at the camp sites will be subjected to
specialized treatment such as incineration or bioremediation.
→ The following control measures are proposed to mitigate the impact on soil resources:
 Spill prevention trays will be provided and used at refueling locations
 During on-site maintenance of construction vehicles & equipment, tarpaulin or other impermeable
material will be spread on the ground to prevent contamination of soil.
 Regular inspections will be carried out to detect leakages in construction vehicles & equipment.
 Fuels, lubricants, and chemicals will be stored in covered banded areas, underlain with impervious
lining.
 Appropriate arrangements, including shovels, plastic bags and absorbent materials, will be
available near fuel and oil storage areas.
 Contaminated soil will be collected and disposed safely.
→ Incident record of all moderate and major spills will be maintained. The record will include the
location of spill; estimated quantity; spill material; restoration measures; photographs; description of
any damage to vegetation, water resource, or community asset; and corrective measures taken.
FWO has devised a Traffic Management Plan for work zone based on the following principle:

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→ Make traffic safety an integral element of project
→ Avoid inhibiting traffic as much as possible
→ Guide motorist in a clear and positive way
→ Develop mechanism to perform routine inspection of traffic control elements & traffic operation
→ Give constant attention to roadside safety
Borrow/open pits and excavation activities may result in land disputes, soil erosion, loss of cropland, loss
of vegetation, landscape degradation, and damage to road embankments.
→ Necessary permits must be obtained for any borrow pits from the competent authorities;
→ No excavations would be allowed within a distance of 100 meters of the ROW;
→ In borrow pits, the depth of the pits would be regulated so that the sides of the excavation will have a
safe slope.
→ Soil erosion along the borrow pit would be regularly checked to prevent/mitigate impacts on adjacent
lands;
→ In case borrow pits are filled with water, measures will be taken to remove the water or prevent the
creation of mosquito-breeding sites.
Currently N-5 is working as a two lane two way highway whereas the bridge sections were upgraded to
multi-lane two way highway during past few years. Thus the highway section of Karachi Thatta N-5
during this project will be upgraded to multi-lane two way highway, which will provide a smooth access to
commuters between Karachi and Thatta.
During construction it is necessary to maintain the existing traffic flow by providing alternative measures
for the commuters. Since the existing traffic is considerably low and currently being catered by a two-lane
two way highway, therefore it is assumed that during construction two lanes must remain through to
provide access to the traffic. The construction period for this section of highway is two years, and it was
observed during the traffic study that during these two years the traffic with growth is still not exceeding
the capacity of this two lane two way highway.
The Transport Management Plan will include consideration of the following:
 Lane availability and minimization of traffic flows past the works site.
 Establishment of acceptable working hours and constraints.
 Agreement on the time scale for the works and establishment of traffic flow/delay requirements.
 Programming issues including the time of year and available resources.
 Acceptability of diversion routes where necessary.
 Need for road closures and the necessary orders.
 Co-ordination with other planned road and street works.
 Establishment of incident management system for duration of the works.
Potential impacts on the air quality during the construction stage are caused by the fugitive dust emissions
and exhaust gases generated by construction equipment in and around the construction site. Dust is a major
component of air pollution, generated mainly from: (i) Site clearance and use of heavy vehicles and
machinery/equipment etc. at construction site; (ii) Procurement & transport of construction materials such
as sand, cement, etc. to the construction site; (iii) Asphalt heating; and (iv) Other gaseous emissions during
construction result from operating of construction vehicles, plant and equipment.

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A wide variety of options exist to control emissions from construction sites. The most effective means of
reducing the dust emission is wet suppression. Watering exposed surfaces and soil with adequate
frequency to keep soil moist at all times can reduce the total dust emission from the project by as much as
75%. This measure alone can bring down the dust level to less than 100 μg/m3
.
It is important to preserve and protect the natural native plants for its use for the present generation as well
as for the generations to come. Where trees are to be cut, mitigation is required in the form of reinstatement
and compensatory planting. Proposed mitigation measures include the following:
→ Incorporate technical design to minimize removal of roadside plantations;
→ Apply flexibility in the decision regarding which side is to be widened;
→ Plan for compensatory and compulsory plantation for each felled tree: four plants of similar floral
function/type for each plant or tree removed; and
→ Disallow introduction of exotic species or species with known environmental setbacks (e.g.
Eucalyptus, Prosopis).
→ Planting in the adjacent area can help to support local flora and fauna. It may provide additional habitat
and migration routes for local animals while also guarding against erosion.
→ Native species of plants are likely to require little maintenance and may prove beneficial for
maintaining ecosystem integrity.
Public awareness of the construction activities will be provided using signage, which will indicate that
construction is in progress. These signs will be placed at appropriate intervals along the roadway. The
construction area will be fenced to help prevent unauthorized access by members of the public.
The contractors will be required to have a medical clinic on site within the construction camps, staffed with
a professional doctor and other qualified medical workers. They will carry out regular health checks among
the construction workers and monitor the trends of any epidemic or health diseases among the workers,
particularly HIV/AIDS.
The contractors will be mandated to implement necessary environmental control measures at the
construction sites, including dust control and public safety measures.
Mitigation will be assured by a program of environmental monitoring conducted to ensure that all
measures are provided as intended, and to determine whether the environment is protected as envisaged.
This will include observations on and off site, document checks, and interviews with workers and
beneficiaries, and any requirements for remedial action will be reported to the EPA.
Social issue will be given due priority and will be resolved at preconstruction stage of project in
consultation with all stakeholders.
The nature of Highway design, its Siting, adoption of adequate measures to minimize waste and control
pollution during construction as well as operation stages of the project will have insignificant residual
impact on the microenvironment and macroenvironment or on Precious ecology.
Construction of KTDC and operation of vehicular traffic afterwards is not expected to have significant
impact on the aesthetics of the microenvironment and macroenvironment. The impact, if identified, will be
mitigated through careful planning, suitable landscaping and adopting appropriate mitigation measures,
besides providing a monitoring and contingency plan.
Construction of KTDC will, on adoption of the suggested mitigation measures, be an environmentally
acceptable proposition. Furthermore the Project will achieve the prime objectives of sustainable

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development in facilitating safe, secure and speedy travel throughout the 49.5 Kms route, besides
upgrading & modernizing the infrastructure facilities by recognizing & removing the existing deficiencies.
There are two essential recommendations that need to be followed to ensure that the environmental
impacts of the project are successfully mitigated. The Implementing Agency (FWO) shall ensure that:
→ All mitigation, compensation & enhancement measures proposed in this EIA report are implemented
in full, as described in the document;
→ The Environmental Management and Monitoring Plan is implemented in letter and spirit.

Final Report
EMC Pakistan Pvt. Ltd Table of Contents
Page 1 of 6
TABLE OF CONTENTS
Chapter 1 Introduction 1 of 11
1.1 Overview of the Project 1 of 11
1.1.1 Project Location & Salient Features 1 of 11
1.1.2 Scope of the Project 4 of 11
1.1.3 Profile of the Proponent 4 of 11
1.2 Environmental Impact Assessment 5 of 11
1.2.1 Objectives of EIA 5 of 11
1.2.2 Categorization of the Project 5 of 11
1.2.3 Methodology Adopted for EIA 7 of 11
1.2.3.1 Scoping 7 of 11
1.2.3.2 Review of Legislation and Guidelines 8 of 11
1.2.3.3 Baseline Data Collection 8 of 11
1.2.3.4 Identification of Aspects 9 of 11
1.2.3.5 Impact Assessment & EMP 9 of 11
1.2.3.6 Documentation & Review 10 of 11
1.2.4 Organization of the EIA Report 10 of 11
1.3 EIA Study Team 11 of 11
Chapter 2 Policy, Legal & Administrative Framework 1 of 20
2.1 Policy Framework 1 of 20
2.2 Statutory Framework 3 of 20
2.3 Sindh Environmental Protection Act, 2014 3 of 20
2.4 Sindh EPA (Review of IEE and EIA) Regulations 2014 5 of 20
2.5 Pakistan Environmental Assessment Procedures 5 of 20
2.6 Sindh & National Environmental Quality Standards 9 of 20
2.7 The Forest Act, 1927 13 of 20
2.8 Cutting of Trees (Prohibition) Act, 1975 and The Protection of Trees and Bush wood Act, 1949 13 of 20
2.9 Sindh wildlife Protection Ordinance, 1972 13 of 20
2.10 Sindh Public Private Partnership (Amendment) Act, 2014 14 of 20
2.11 Biodiversity Action Plan 14 of 20
2.12 Archaeological Relics 14 of 20
2.13 The Land Acquisition Act, 1894 17 of 20
2.14 Employment of Child Act, 1991 19 of 20
2.15 ILO Conventions 19 of 20
2.16 IFC General EHS Guidelines 19 of 20
Chapter 3 Description of Project 1 of 53
3.1 Project Background 1 of 53
3.2 Alternatives 1 of 53
3.2.1 No Project Option 1 of 53
3.2.2 Alternate Transport Modes 1 of 53
3.2.3 Improvement of the existing Carriageway 1 of 53
3.3 Scope of Works 2 of 53
3.3.1 Detailed Design of Project 2 of 53
3.4 Engineering Design Methodology & Inspection Program of Infrastructure 5 of 53

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3.4.1 Highways 5 of 53
3.4.2 Design Methodology 6 of 53
3.3.2.1 Existing Road Geometrics 6 of 53
3.3.2.2 Vertical Alignment 7 of 53
3.3.2.3 Typical Cross-Sections 7 of 53
3.4.3 Structures 7 of 53
3.4.4 Field Survey 8 of 53
3.4.5 Evaluation 9 of 53
3.4.6 Classification 9 of 53
3.4.7 Design Criteria 9 of 53
3.4.8 Materials 9 of 53
3.4.9 Structural Analysis 10 of 53
3.4.10 Design Methodology 10 of 53
3.3.11.1 Bridge Superstructure 10 of 53
3.3.11.2 Bridge Substructure 11 of 53
3.3.11.3 Culverts 13 of 53
3.3.11.4 River Drainage 14 of 53
3.3.11.5 Highway & Traffic Safety 14 of 53
3.3.11.6 Building Design 14 of 53
3.3.11.7 Road Side Lighting Design 15 of 53
3.3.11.8 Planning and Design of Toll Collection Areas 15 of 53
3.3.11.9 Layout of Project Construction Facilities 15 of 53
3.3.11.10Signage 16 of 53
3.4.11 Infrastructure Inspection Program 17 of 53
3.3.12.1 General 17 of 53
3.3.12.2 Routine Inspection 19 of 53
3.3.12.3 General Inspection 19 of 53
3.3.12.4 Main Impression of the Structure 20 of 53
3.3.12.5 Special Investigation 21 of 53
3.4.12 Hydrology 21 of 53
3.3.13.1 Field Survey 21 of 53
3.3.13.2 Meteorological Data 21 of 53
3.3.13.3 Flood Records 21 of 53
3.3.13.4 KW&SB Water Canals 21 of 53
3.3.13.5 Catchments 22 of 53
3.3.13.6 Site Plans 22 of 53
3.3.13.7 Field Review 22 of 53
3.3.13.8 Evaluation 22 of 53
3.3.13.9 Embankment Height 22 of 53
3.3.13.10Protection Works 22 of 53
3.3.13.11Roadside Drainage 23 of 53
3.3.13.12Soils and Materials 23 of 53
3.3.13.13Field Works 23 of 53
3.4.13 Pavements 24 of 53
3.3.14.1 Overlay Thickness 24 of 53
3.3.14.2 New Pavements 24 of 53
3.3.14.3 Alternative Pavements 24 of 53
3.5 Project Management 25 of 53
3.5.1 Site Organization 25 of 53

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3.5.2 Site Staff 25 of 53
3.5.3 Work Break down Structure 25 of 53
3.5.4 Project Monitoring and Evaluation 26 of 53
3.5.5 Information Management System (IMS) 26 of 53
3.5.6 Quality Control Program 26 of 53
3.5.7 Project Meetings 27 of 53
3.5.8 Provision of Health and Safety Plan 27 of 53
3.6 Site Mobilization & Preliminaries 27 of 53
3.6.1 Strategies for Early Commencement of Work 27 of 53
3.6.2 Identification of Source for Suitable Construction Materials 28 of 53
3.5.2.1 Roadway Investigations 28 of 53
3.5.2.2 Classification and CBR Results of soils in existing carriageway and Additional carriageway
alignment 28 of 53
3.5.2.3 Borrow and Construction Materials 28 of 53
3.7 Cement / Asphalt Concrete Mix Design 34 of 53
3.7.1 Cement Concrete Mix Design 34 of 53
3.7.2 Job mix Formula for Asphalt concrete 34 of 53
3.8 Establishment of Site facilities 34 of 53
3.9 Construction Problems and Measures to Overcome 37 of 53
3.9.1 Shifting of Utilities and removal of Encroachments 37 of 53
3.10 Execution of Works 38 of 53
3.10.1 Earthworks 38 of 53
3.9.1.1 Clearing and Grubbing 38 of 53
3.9.1.2 Compaction of Natural Ground 38 of 53
3.9.1.3 Disposing of Unsuitable Soil 38 of 53
3.9.1.4 Formation of Embankment 38 of 53
3.9.1.5 Formation of Sub grade over Embankment 39 of 53
3.10.2 Sub-base and Base Courses 39 of 53
3.9.2.1 Granular Sub-base over Sub grade 39 of 53
3.9.2.2 Aggregate Base Course over Sub-base 39 of 53
3.10.3 Asphaltic Base Course and Asphaltic Wearing Surface 40 of 53
3.9.3.1 Job Mix Formula 40 of 53
3.9.3.2 Bituminous Prime Coat 40 of 53
3.9.3.3 Asphaltic Base Course (First layer) 41 of 53
3.9.3.4 Bituminous Tack Coat for Asphaltic Base Course (Second Layer) 42 of 53
3.9.3.5 Asphaltic Base Course (Second Layer) 42 of 53
3.9.3.6 Removal of Existing Asphaltic Wearing Course 43 of 53
3.9.3.7 Asphaltic Wearing Course 43 of 53
3.10.4 Method of Statement for Construction of Structures 43 of 53
3.9.3.8 Bridge structures 44 of 53
3.9.4.1.1 Type of Foundation 44 of 53
3.10.5 Earth Moving Equipment 45 of 53
3.10.6 Job Safety Analysis 45 of 53
3.9.6.1 Piers and Transoms 48 of 53
3.9.6.2 Pre-stressed Concrete girders 48 of 53
3.9.6.3 Concrete for Culverts and other Structures 50 of 53
3.10.7 Substantial Completion of Project for Operation 50 of 53
3.10.8 Final Inspection 50 of 53
3.10.9 As-Built Documents 50 of 53

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Chapter 4 Environmental and Social Baseline 1 of 49
4.1 The Physical Environment 1 of 49
4.1.1 Ambient Air Quality 1 of 49
4.1.2 Ambient Noise Quality 5 of 49
4.1.3 Climate & Meteorology 9 of 49
4.1.4 Recent Trend in Monsoon Pattern 12 of 49
4.1.5 Storms 15 of 49
4.1.6 Tsunamis 16 of 49
4.1.7 Water Resources 16 of 49
4.1.8 Geology & Topography 21 of 49
4.1.9 Seismicity 23 of 49
4.1.10 Existing & Future Traffic Profile of KTDC 27 of 49
4.2 Ecological Baseline 30 of 49
4.2.1 Flora 30 of 49
4.2.2 Fauna 36 of 49
4.2.3 Results 36 of 49
4.2.4 Threats 38 of 49
4.2.5 Threatened Species 39 of 49
4.2.6 Protected Areas 39 of 49
4.3 Status of Socio-Economic Environment 40 of 49
4.3.1 Economy 41 of 49
4.3.2 Infrastructure Facilities 43 of 49
4.3.3 Socio-economic Status of the Microenvironment 46 of 49
4.3.4 Archaeological and Historical Record 49 of 49
Chapter 5 Stakeholder Consultation 1 of 9
5.1 General 1 of 9
5.2 Identification of Stakeholders 1 of 9
5.3 Approach and Methodology 2 of 9
5.3.1 Scoping Meeting 2 of 9
5.3.2 Focus Group Discussions (FGDs) 7 of 9
Chapter 6 Screening of Potential Environmental & Social Impacts and
Mitigation Measures 1 of 35
6.1 Screening of Environmental Aspects at Designing Stage 3 of 35
6.1.1 Topography 4 of 35
6.1.2 Change of Land Use 4 of 35
6.1.3 Land Acquisition and relocation of Utilities 4 of 35
6.1.4 Cross Drainage and Ancillary Structures 9 of 35
6.1.5 Labor Camps and Construction Base yard 10 of 35
6.1.6 Traffic diversion 11 of 35
6.2 Screening of Environmental Aspects at Construction Stage 19 of 35
6.2.1 Soil Erosion 19 of 35
6.2.2 Borrow/Open Pits 19 of 35
6.2.3 Impact on Air Quality 19 of 35
6.2.4 Noise and Vibration 21 of 35
6.2.5 Impact on Water Resources 24 of 35

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6.2.6 Solid Waste 25 of 35
6.2.7 Impacts on Ecology 28 of 35
6.2.8 Social Impacts 29 of 35
6.2.9 Impacts Archaeological & Cultural Sites 30 of 35
6.2.10 Employment Conflicts 31 of 35
6.2.11 Public Health and Safety 31 of 35
6.2.12 Natural and Manmade Hazards 32 of 35
6.3 Screening of Environmental Aspects at Operation Stage 32 of 35
6.3.1 Air Quality 32 of 35
6.3.2 Noise 32 of 35
6.3.3 Impacts on Water Resources 33 of 35
6.3.4 Impacts on Soil/land 33 of 35
6.3.5 Biological Environment 33 of 35
6.3.6 Traffic Conditions 34 of 35
6.3.7 Socioeconomic benefits 35 of 35
Chapter 7 Environmental Management Plan 1 of 39
7.1 General 1 of 39
7.2 Project Management Approach 1 of 39
7.3 Functions and Responsibilities 2 of 39
7.4 Key Environmental and Social Components 4 of 39
7.5 Environmental Management System – EMS 4 of 39
7.5.1 Functions of Environmental Management System 5 of 39
7.6 Specific Implementation Responsibilities 6 of 39
7.6.1 Design Phase/ Pre-Construction Phase 6 of 39
7.6.2 Construction Phase 6 of 39
7.6.3 Operation Phase 6 of 39
7.7 Environmental Management Programme 6 of 39
7.8 Training, Awareness and Competence 7 of 39
7.8.2 Objectives of Training Programme 7 of 39
7.8.3 Roles and Responsibilities 7 of 39
7.8.4 Training log 7 of 39
7.8.5 Training Needs Assessment 7 of 39
7.8.6 Training Material 8 of 39
7.9 Communication 9 of 39
7.10 EMP Documentation 9 of 39
7.10.2 Meetings and Reports 10 of 39
7.10.3 Social Complaints Register 11 of 39
7.10.4 Change Record Register 11 of 39
7.10.5 Photographic Record 11 of 39
7.10.6 Audit Reports 11 of 39
7.11 Change of Management Plan 11 of 39
7.11.2 Changes to the EMP 11 of 39
7.11.3 Changes to the Operation 12 of 39
7.12 Operational Control 12 of 39
7.13 Environmental Management Procedures 12 of 39
7.13.2 Measures to Improve Environmental Awareness 12 of 39
7.13.3 Specific process to meet environmental requirements 13 of 39
7.13.4 Water Quality Management 13 of 39

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7.13.5 Refuse management 13 of 39
7.13.6 Water Management Plan 14 of 39
7.13.7 Wastewater Management 14 of 39
7.13.8 Materials Management Plan 15 of 39
7.13.9 Worker’s Health and Safety 16 of 39
7.13.10 Emergency Preparedness and Response 16 of 39
7.13.11 Grievance Redressal Mechanism 17 of 39
7.14 Description of Mitigation Measures 17 of 39
7.14.2 Site-specific mitigation measures 17 of 39
7.13.1.1 Soil 17 of 39
7.13.1.2 Surface and Ground Water 21 of 39
7.13.1.3 Air Quality 25 of 39
7.13.1.4 Noise 25 of 39
7.13.1.5 Impacts on Cultural Environment 26 of 39
7.13.1.6 Flora, Fauna and Visual Impacts 27 of 39
7.13.1.7 Construction Camps 28 of 39
7.15 Environmental Management Plan 30 of 39
7.16 Environmental Monitoring Plan 36 of 39
7.16.2 Monitoring Parameters 36 of 39
7.17 Environmental Mitigation Cost 38 of 39
7.18 Environmental Technical Assistance and Training Plan 38 of 39
Chapter 8 Conclusion and Recommendations 1 of 1
ANNEXURES
Annex – I : KTDC – Land Plans
Annex – II : Utilities Layout Plans
Annex – III : Traffic Study

Final Report
EMC Pakistan Pvt. Ltd Chapter – 1: Introduction
Page 1 of 11
Chapter 1 Introduction
Presented in this report are the findings of the Environmental Impact Assessment (EIA) study carried
out by EMC Pakistan Pvt. Ltd (EIA Consultant) for proposed “Karachi – Thatta Dual Carriageway
(KTDC)” (The Project). The Project is being undertaken by Frontier Works Organization (FWO)
(Project Proponent) under a concession (PPP) agreement. The Concession (PPP) Agreement was signed
on 7th
May 2015 between the Works & Services Department, GoS and the Frontier Works Organization
(FWO) at the Chief Minister's House, Karachi. The Contract term is for 27 years including 02 years of
design and construction; thereafter the Private Partner will retain ownership of the right-of-way and the
structures designed and built by it for the term of the concession. The Project related assets shall be
handed over to GoS at the end of the contract period. Project is to be financed by 70:30 Debt to Equity
ratio, whereby the Government of Sindh (GoS) will inject the minority equity of 14% whilst Developers
Equity will be 16%. The construction activity will start from March 2016 and the commercial operations
are expected to commence in the mid of 2017.
1.1 Overview of the Project
1.1.1 Project Location & Salient Features
The Project involves construction of a 49.5 km long two lane dual road between Ghaggar Phattak
through National Highway to the start of Thatta bypass/toll plaza. The proposed route/ROW (Project
Microenvironment) passes through the rural, sub-urban and industrial areas along the section starting
from the Textile Institute of Pakistan at Ghaggar Phattak in District Malir and further moving along
Dhabeji, Gharo and Gujjo up to Thatta bypass in District Thatta as shown in figure 1.1. The project
scope includes construction of additional carriageway with wide median between existing and additional
carriageways, improvement and rehabilitation of existing highway with new bridges and culverts. The
main objectives of the Project are to provide new corridor for the development of area, promotion of
business activity in the area, enhancement of operational (Traffic) efficiency due to improved traffic
conditions, improve safety and reliability for commuters and reduce travel time. The improved access
envisaged would serve thousands of commuters living along the Karachi – Thatta route and those who
are already using this facility up to Thatta and/or beyond. It is also expected that the improved facility
would help open up these areas for creation of soft infrastructure such as better services for schools and
health centres as these areas would become easy reach through development of this plan.
The project team has ambitiously planned believing in quality assurance at all stages of the project cycle
– planning, design, construction and operations & maintenance, to complete the construction in 24
months by anticipating the design work and mobilization of major equipment & management staff
(before commencement date), ensuring efficient materials procurement and carrying out independent
parallel activities of construction wherever possible - especially in the construction of embankment,
interchanges and other major structures. In planning and design due priority has been given to mitigate
risks and minimize impacts through innovativeness/improvisation and pre-empting any delaying
circumstances through constant monitoring of progress against the schedule for each activity.

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Figure 1.1: Karachi Thatta Improvement Section –ROW of KTDC

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Figure 1.2: View of KTDC Project Corridor
The salient features of the KTDC Project are provided in the Table 1.1:
Table 1.1: Salient Features of Project
Item Description
Project Name Karachi – Thatta Dual Carriageway [KTDC]
Infrastructure Type
Road Network including Bridges, Culverts ,
Toll Plazas, Pedestrian Bridges
Length 49.5 km (As per topographic survey)
No. of Lanes Main Carriageway (2+2 Lanes)
Right of Way Variable
Bridges 17x2, (Both Sides)
Total Interchanges Nil
Drainage Culverts 59
Retaining walls where required
Design speed
Rural Section (100km/h)
Urban Areas (60Km/h)

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1.1.2 Scope of the Project
The detailed scope of work comprises Designing, Financing, Construction & Operation and
Maintenance of Project Facilities. The work scope of Project Facilities include contents below:
Table 1.2: Detailed Scope of Project
S.# Description Sort Scope of works required
1 Project road
Main Road
49.5 Km and 4-Lane dual carriageway including bridges and
culverts.
Service road
3.65m width are to be provided on both sides of the main
carriageway in urban areas
2 Interchange —— No Interchanges
3 Structure
Bridges 34 bridges
Drainage Culverts 59 culverts
Utility Culverts &
Pipes
Utility Culverts shall be provided by GOS/Utility Companies.
Retaining walls As per site conditions
4 Drainage ——
Storm water drainage system, Sub-surface drainage and
Properly designed drainage of surface runoff
5 Traffic signs —— Temporary & Permanent Traffic and Construction signs
6 Road marking ——
Thermoplastic road markings for lane marking, edge strips,
stripes and curbs
7
Traffic safety
measures
——
About 3 meters wide raised median is provided between both
carriageways with edge curbs
8
Road
Illuminations
——
Illumination with suitable high mast pole to be provided in urban
areas
9 Landscaping
Operational
Facilities
To be provided
Service Areas No need due to closely spaced urban areas
Maintenance Yards To be provided
Signs and Markings Internal signs and markings should be provided
1.1.3 Profile of the Proponent
Frontier Works Organization (FWO) was established on 31 October 1966 to wrought a miracle and
carve out a modern highway, the Karakoram Highway, across crags and crevices of the highest
mountain ranges of the world. It was towards the completion stage of KKH that the Government
analyzed the tremendous potential of FWO in carrying out civil engineering projects in difficult and
inhospitable areas and decided not only to keep FWO in existence, but also to expand its tentacles
throughout the country.
For the last 48 years FWO has left its imprints, bringing prosperity to utterly backward and forgotten
areas from the sun burnt plateaus of Baluchistan to lush green dales of Swat and Chitral and from the
deserts of Sindh to snowcapped Siachin. Over these years FWO has worked in diversified fields to
include development of communication infrastructure like construction of roads, railway lines and
airfields; irrigation like construction of dams, canals and barrages; power projects like thermal and
hydal; tunneling and mining; telecommunication; construction of residential and industrial infrastructure
and proved its unmatched qualitative and quantitative capabilities.

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In 1991, FWO was called upon to participate in the reconstruction phase of Kuwait, after the Gulf war,
and given to clear 3000 square kilometers of highly mined area, littered with large quantity of
ammunition left behind by the withdrawing Iraqi Army. FWO cleared the area in a record time of just 16
months, ahead of others construction forms of USA, UK, France, Egypt and Bangladesh. Similarly, in
2006, FWO constructed a road from Torkham to Jalalabad in the most hostile and difficulty security
environment.
With professionally qualified and competent staff, efficient work force, flexible organization and a large
pool of modern construction equipment and machinery FWO is capable of undertaking any construction
assignment at short notice anywhere in Pakistan or abroad. FWO, motto ‘Striving for Excellence’ amply
speaks of the continued efforts to deliver the best.
1.2 Environmental Impact Assessment
1.2.1 Objectives of EIA
The objective of EIA is to foresee the potential environmental and social problems that would arise out
of the proposed development activity and address them in the planning and design stage of the project.
Following are some of the main objectives of this EIA study:
 To determine and document the state of the environment of the project area to establish a baseline in
order to assess the impact of implementation of the proposed project;
 To collect and assess existing environmental & social profile of entire project area and incorporate it
in report for future use by client;
 To identify all environmental sensitivities including flora, wildlife and avifauna of the project area,
if there is any;
 To identify national heritage sites, archaeological sites and ecologically important areas in the
project zone of influence;
 To identify and assess all the major and minor environmental & socio-economic aspects and
impacts due to construction and operation of the specifically in the project microenvironment and
generally on its surrounding in accordance with national and international environmental
legislations and guidelines;
 To provide assistance to the proponent for planning, designing and implementing the project in a
way that would eliminate or minimize the negative impact on the biophysical & socio-economic
environment and maximizing the benefits to all parties in the most cost effective manner;
 To provide opportunity to the public for understanding the project and its impact on the community
and their environment in the context of sustainable development;
 To develop a detailed Environmental Management Plan - EMP for the sustainable implementation
mechanism of mitigation measures identified during the study along with monitoring plan.
1.2.2 Categorization of the Project
According to the Sindh EPA (Review of EIA/IEE) Regulations 2014, a proponent of a project falling in
any category listed in Schedule II of regulations shall file an Environmental Impact Assessment (EIA)
with the Sindh Environmental Protection Agency, since the listed projects are generally major projects
and have the potential to affect a large number of people.
“Federal or Provincial Highways or Major Roads (including rehabilitation or rebuilding or
reconstruction of existing roads)” are placed in Schedule II thus requiring an EIA. Accordingly, a

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detailed Environmental Impact Assessment (EIA) study has been conducted for proposed KTDC project
and report was submitted to SEPA for review and approval.
Figure 1.3: EIA/IEE Process in Sindh
Source: EIA Study Team

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1.2.3 Methodology Adopted for EIA
This environmental impact assessment was conducted in the following manner:
Figure 1.4: EIA Methodology
1.2.3.1 Scoping
A scoping exercise was undertaken to identify the potential issues that are to be considered in the
environmental impact assessment. The scoping exercise included the following tasks:
 Data Compilation: A generic description of the proposed activities relevant to this environmental
assessment was compiled with the help of the Project proponent.
 Review of Published literature: All available published and unpublished information pertaining to
the micro and macro environment of the study area was obtained and reviewed. It included the
earlier studies conducted in the study area, environmental & social baseline and impact assessment
studies conducted by different consultants in past. Secondary data was very helpful in understanding
the issues that were identified by other consultants.
 Review of applicable Legislation: Information on relevant legislation, regulations, guidelines, and
standards was reviewed and compiled.
 Identification of potential impacts: The information collected in the above procedures was
reviewed and potential environmental issues identified.
 Initial site visit: An initial site visit was conducted to get an overview of site conditions and the
surrounding areas.
 Stakeholder consultation: A stakeholder consultation was undertaken to document the concerns of
the local community and other stakeholders, and to identify issues that may require additional
assessment in order to address these concerns. Stakeholder consultation was conducted during the
survey with following objectives:
 To inform the Stakeholders, Communities and Project Affected Persons about the project
 To gather feedback from primary and secondary stakeholders on proposed project
 To identify relevant potential issues, including the socioeconomic impact of the project, and
corresponding mitigation measures.

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During the stakeholder consultation process for the project, following key considerations were focused:
 Identification of PAPs in perspective of ROW of the Project
 Identification of required land to be acquired for the Project and its location identification on the
project map.
 Identification of the affected structures, landmarks, facilities, vegetative cover, etc. removed to be
marked on the project map.
1.2.3.2 Review of Legislation and Guidelines
National legislations, international agreements, environmental guidelines, and best industry practices
were reviewed to set environmental standards that FWO will be required to follow during different
stages of the project. Sindh Environmental Protection Act 2014, Sindh EIA/IEE Regulations 2014 and
Sectoral Guidelines for EIA of Major Roads were the basic guiding documents used during the study.
1.2.3.3 Baseline Data Collection
Detailed environmental baseline surveys were conducted to collect primary data on the Project Area to
help identify sensitive receptors. The primary data were examined and compared with secondary data
available from earlier environmental studies in the region. The scope of survey included collection of
information on following key aspects:
(1) To confirm baseline data including Biophysical of the Project Area including the following items
with their seasonal variability:
 Climate and Rainfall
 Air Quality
 Noise Quality
 Topography
 Soil
 Geomorphology
 Geology
 Hydrology
 Vegetation
 Agriculture
 Livestock
 Fauna
(2) To confirm baseline data including Socio Economic Environment of the Project Area including the
following items with their seasonal variability
 Administrative Division
 Demography and Settlement
 Socio-Economic Activities
 Land use and National Resources Management in the Project area
 Existing Infrastructure and Social Services
 Current Resettlement Issues

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Figure 1.5: Baseline survey for field data collection
(3) Preliminary Groundwork Investigations: To carry out preliminary groundwork investigations for
having an over view of the project area, existing infrastructure socio-economic activities. Interview
and/or stakeholder meeting will be conducted to confirm the followings:
 Use of land along the ROW
 Type of infrastructures that would be affected
 Ecological conditions
 Type of crops grown
 Type of socio-economic activities
(4) PAP: Based on 3) above, identification of following:
 Identification of ROW for the Project
 Identification of required land to be acquired for the Project with identification of its location on
the map.
 Identification of PAPs with identification of individuals to be shown its location on the map
 Identification of the affected structures and trees, etc. to be shown its location on the map
1.2.3.4 Identification of Aspects
Identification of environmental aspects and their significance is fundamentally important for
determination of severity of incidence of impacts at different stages of the project. This step is aimed at
obtaining an inventory of the aspects. The aspects identified during this step cover all activities during
construction, installation and operation, in order to determine those which have or can have significant
impact on the environment.
1.2.3.5 Impact Assessment & EMP
Environmental experts at EMC analyzed and assessed the anticipated impacts that are likely to arise due
to the identified aspects. Each of the potential impacts identified during the scoping session was
evaluated using the environmental, socioeconomic, and project information collected. Air quality
Modeling was undertaken to forecast the impact of gaseous emissions. In general, the impact assessment
discussion covers the following aspects:
 Present baseline conditions

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 Potential change in environmental parameters likely to be affected by Project related activities
 Prediction of potential impacts
 Evaluation of the likelihood and significance of potential impacts
 Defining of mitigation measures to reduce impacts to as low as practicable
 Prediction of any residual impacts, including all long- and short-term, direct and indirect, and
beneficial and adverse impacts
 Monitoring of residual impacts.
An environmental management plan (EMP) was developed to oversee the environmental performance
of the project and adoption of proposed mitigation measures. A monitoring plan has also been
incorporated in the EMP to monitor impact of all activities and performance of mitigation measures and
to identify the residual impact if any, and also the positive/negative changes in the physical, and
socioeconomic environment.
1.2.3.6 Documentation & Review
This is the final step of the EIA study. The data generated during and for the study are compiled and
examined by experts of the respective field. Sections of this report were prepared as the study
progressed, by EMC office staff in consultation with experts. The report was finally reviewed by Team
Leader, who analyzed the information, assessed the potential environmental impacts in the light of
national and international guidelines, examined the alternatives in the light of observations on the field
as well as meetings with the stakeholders, before organizing the Report in the present form.
1.2.4 Organization of the EIA Report
Chapter 2 (Policy, Legal & Administrative Framework) briefly discusses existing Provincial / National
Policy and resulting legislation for sustainable development and environmental protection, and then
presents the legislative requirements that need to be followed while conducting the EIA.
Chapter 3 (Project Description) describes the Technical details of the proposed project
Chapter 4 (Environmental & Social Baseline) documents in detail the existing physical, biological, and
socioeconomic conditions at the microenvironment and macroenvironment of the Project.
Chapter 5 (Consultation and Information Disclosure) presents the objectives and outcomes of the public
stakeholder consultation that was conducted during the present study.
Chapter 6 (Screening of Potential Environmental Impacts & Proposed Mitigation Measures). It also
presents an assessment of the Potential Environmental Impacts on the physical, biological, and
socioeconomic environment, besides the measures required to mitigate the negative impacts.
Chapter 7 (Environmental Management & Monitoring Plan) presents the measures proposed for
implementation of the environmental mitigation measures, and
Chapter 8 (Conclusion & Recommendations) presents the findings, conclusions and recommendations
of this EIA Study

Final Report
Page 11 of 11
1.3 EIA Study Team
EMC Pakistan Pvt. Ltd has been commissioned by Frontier Works Organization (FWO) to conduct the
Environmental Impact Assessment study of proposed KTDC Project for local regulatory approval from
the Environmental Protection Agency of Sindh Province, & to meet the requirements of the specified
reference framework as follow:
 Applicable national laws and regulations in Pakistan;
 Sindh Environmental Protection Act, 2014;
 Sindh Environmental Protection Agency (SEPA) Review of IEE/EIA regulations 2014;
 Sectoral guidelines for Environmental Reports – Major Roads;
 Other applicable laws, regulations and guidelines for environmental & social safeguard.
Accordingly, EMC Pakistan formulated the following team of officials and experts for conducting the
EIA study and preparing the report:
Table 1.3: EIA Study Team
Sr. Name of Expert Position in EIA Team
1 Mr. Syed Nadeem Arif Project Director / Team Leader
2 Mr. Saquib Ejaz Hussain Project Manager / Deputy Team Leader
3 Dr. Mirza Arshad Ali Beg Senior Environmentalist
4 Dr. M. Mansha Air Quality Expert
5 Dr. Syed Ali Ghalib Ecologist
6 Mr. Agha Saood Environmental Scientist
7 Mr. Shahzad H. Rizvi Sociologist
8 Mr. Sultan Mehmood Zaman Soil Scientist
9 Mr. Ashar H. Lodi Senior Traffic Engineer
10 Dr. S.M. Shahid Alam Senior Structural Engineer

Final Report
EMC Pakistan Pvt. Ltd Chapter – 2: Policy, Legal and Administrative Framework
Page 1 of 20
Chapter 2 Policy, Legal & Administrative Framework
Presented in this section are the Policy, Legal and Administrative Framework of Project in the context of
sustainable development. All legal provisions relevant to environmental protection applicable to the
planning, construction and operation were identified under the scope of the EIA. The proponent has to
be well aware of these requirements and comply with the provisions as applicable and necessary.
2.1 Policy Framework
The Pakistan National Conservation Strategy (NCS), which was approved by the Federal Cabinet in
March 1992, is the principal policy document for environmental issues in the country. The NCS
signifies the country’s primary approach towards encouraging sustainable development, conserving
natural resources, and improving efficiency in the use and management of resources. The NCS has 68
specific programs in 14 core areas in which policy intervention is considered crucial for the preservation
of Pakistan’s natural and physical environment. The core areas that are relevant to the proposed project
are biodiversity conservation, restoration of rangelands, pollution prevention and abatement, and the
preservation of cultural heritage.
Pakistan is a signatory to the Convention on Biological Diversity, and is thereby obligated to develop a
national strategy for the conservation of biodiversity. The Government of Pakistan constituted a
Biodiversity Working Group, under the auspices of the Ministry of Environment, to develop a
Biodiversity Action Plan for the country, which was completed after an extensive consultative exercise.
The plan, which has been designed to complement the NCS and the proposed provincial conservation
strategies, identifies the causes of biodiversity loss in Pakistan and suggests a series of proposals for
action to conserve biodiversity in the country. The Pakistan Environmental Protection Council (PEPC)
has approved the action plan and steering committees at the federal and provincial levels have been
formed to implement it.
Mid-term Review of NCS: Key Findings: An overview of the key environmental issues facing Pakistan
is as follows:
 Per capita water availability in Pakistan has been decreasing at an alarming rate. In 1951, the per
capita availability was 5300 cubic meter which has now decreased to 1105 cubic meter just touching
water scarcity level of 1000 cubic meter.
 Almost all fresh water resources are severely polluted due to discharge of untreated industrial and
municipal wastes. Pollution of coastal waters due to waste discharges and oil spills coupled with
reduced freshwater flows is resulting in declining fish yields.
 About 55 percent of population has access to a relatively safe drinking water source. Potable water
quality, assessed against WHO standards, fails to meet all the specified criteria, confirming evidence
of extremely high pollutant loads.
 Approximately 35 percent of population has access to adequate sanitation facilities.
 Air pollution is on the rise, especially in urban areas. Recent surveys conducted by Pakistan
Environmental Protection Agency revealed presence of very high levels of suspended particulate
matter (about 6 times higher than the World Health Organization's guidelines). 'Smog' also seriously
affects almost entire Punjab during December and January every year.
 Noise pollution has become a serious issue in major urban centers.

Final Report
Page 2 of 20
 Of about 54,850 tons of solid waste generated daily in urban areas, less than 60 per cent is collected.
No city in Pakistan has proper waste collection and disposal system for municipal, hazardous or
healthcare wastes.
 The deforestation rate has been estimated at 0.2-0.5 percent per annum. Forest cover, which was 4.8
percent of total land area in 1992, could hardly be increased substantially despite all efforts.
 Degradation and encroachment of natural forests, rangelands and freshwater and marine ecosystems
are resulting in loss of biodiversity. At least four mammal species, including tiger, swamp deer, lion
and Indian one-horned rhinoceros, are known to have become extinct from Pakistan while at least
10 ecosystems of particular value for the species richness and uniqueness of their floral and faunal
communities are considered to be critically threatened.
 Desertification affects over 43 million hectares of land annually.
 Pakistan is a highly energy in-efficient country. It uses approximately same amount of energy to
generate 1 dollar of GNP as the USA.
The situation just mentioned is the result of a number of constraining factors including high population
growth rate, prevailing poverty, unplanned urban and industrial expansion, insufficient emphasis on
environmental protection in the government policies, lack of public awareness and education and above
all the ailing economy which has caused deficiencies in institutional capacity and resources for effective
environmental management.
The mid-term review of the NCS led the Government of Pakistan (GOP) and United Nations
Development Program (UNDP) to jointly initiate an umbrella support program called the National
Environmental Action Plan-Support Program (NEAP-SP) that was signed in October 2001 and
implemented in 2002. The development objective supported by NEAP-SP is environmental
sustainability and poverty reduction in the context of economic growth. The primary objective of NEAP
is to initiate actions and programs for achieving a state of environment that safeguards public health,
promotes sustainable livelihood, and enhances the quality of life of the people in Pakistan. The NEAP
identifies four primary areas, (1) Clean air (2) Clean water (3) Management of solid waste (4)
Ecosystem management. The plan also presents five additional areas of concern (i) Management of
fresh water resources (ii) Marine pollution (iii) Toxic and hazardous substances handling and disposal
(iv) Energy conservation and management (v) Compliance with international treaties and protocol.
Studies conducted by GOP and Donor Agencies in Pakistan have identified a number of environmental
concerns with regard to energy, water and air pollution, waste management, irrigated agriculture, and
biodiversity. These studies suggest an overall degradation in the quality and impoverishment of
renewable natural resources such as water, forests and other flora as well as key biological habitats. The
GOP, private sector and civil society have, with few exceptions, not responded positively to meet the
challenges from these concerns.
The Mid-Term Development Framework: 2005-2010 (MTDF 2005-10) of the Planning Commission
has been developed in line with the National Environment Action Plan (NEAP) objectives, and focuses
on four core areas i.e., clean air, clean water; solid waste management, and Ecosystem management. The
Plan has been prepared keeping in mind Pakistan’s experience with such initiatives in the last decade;
the current capacity to undertake planning, implementation and oversight and the identified needs for
improvement in such capacity. The MTDF clearly specifies issues in environment which need to be
addressed.

Final Report
Page 3 of 20
2.2 Statutory Framework
The constitution of Pakistan contains provision for environmental protection and resource conservation.
The constitution mentions environmental pollution and the ecology as a subject in the concurrent
legislative list, meaning that both the provincial and federal government may initiate and make
legislation for the purpose. Article 9 of the Constitution defines the right to life as a “fundamental right”
in these words “No person shall be deprived of life or liberty save in accordance with law”. The
Supreme Court of Pakistan in its judgment in the case Shehla Zia and others vs WAPDA (1994)
declared that the right to a clean environment is part of the fundamental constitutional right to life.
Several laws exist for the protection of the environment. Some of these laws are Federal and the rest
Provincial in character. The promulgation of the Environmental Protection Ordinance 1983 was the first
codifying legislation on the issue of environmental protection. This was indeed a consolidated
enactment to plug the gaps and remove defects/deficiencies in the legislation. The promulgation of this
ordinance was followed, in 1984, by the establishment of the Pakistan Environmental Protection
Agency, the primary government institution dealing with environmental issues. Significant work on
developing environmental policy was carried out in the late 1980s, which culminated in the drafting of
the Pakistan National Conservation Strategy. Provincial environmental protection agencies were also
established at about the same time. The National Environmental Quality Standards were established in
1993.
Prior to the 18th
Amendment to the Constitution of Pakistan in 2010, the legislative powers were
distributed between the federal and provincial governments through two ‘lists’ attached to the
Constitution as Schedules. The Federal list covered the subjects over which the federal government had
exclusive legislative power, while the ‘Concurrent List’ contained subjects regarding which both the
federal and provincial governments could enact laws. The subject of ‘environmental pollution and
ecology’ was included in the Concurrent List and hence allowed both the national and provincial
governments to enact laws on the subject.
However, as a result of the 18th
Amendment this subject is now in the exclusive domain of the provincial
government. The main consequences of this change are as follows: i) The Ministry of Environment at
the federal level has been abolished. Its functions related to the national environmental management
haves been transferred to the provinces. The international obligations in the context of environment will
be managed by various ministries and departments of the federal government, ii) The Pakistan
Environmental Protection Act 1997 (PEPA 1997) is technically no longer applicable to the provinces.
The provinces are required to enact their own legislation for environmental protection.
2.3 Sindh Environmental Protection Act, 2014
Legislative assembly of Sindh province of Pakistan passed the bill on 24th February 2014 to enact Sindh
Environmental Protection Act 2014 (Sindh Act 2014). The Act envisages protection, improvement,
conservation and rehabilitation of environment of Sindh with the help of legal action against
polluters and green awakening of communities.
It equally lays emphasis for the preservation of the natural resources of Sindh and to adopt ways and
means for restoring the balance in its eco-system by avoiding all types of environmental hazards.
Environmental Protection Council (EPC): It has been formed consisting of Chief Minister as
Chairman with Minister in charge of Environment Protection Department, Addl. Chief Secretary,
Planning & Development Department, Government of Sindh and Secretaries of Environment, Finance,

Final Report
Page 4 of 20
Public Health Engineering, Irrigation, Health, Agriculture, Local Government, Industries, Livestock &
Fisheries Forest & Wildlife, Energy, Education Departments Government of Sindh and Divisional
Commissioners of Sindh. Non-official members are also included (i.e. representatives of Chamber of
Commerce & Industry and from medical or legal professions etc.) along with DG, EPA & two Members
of Provincial Assembly also form part of EPC.
The functions and powers of EPC include coordination & supervision of provisions of Act, approving
provincial environmental & sustainable development policies & SEQS, provide guidance for protection
& conservation, consider annual Sindh Environmental Report, deal with interprovincial and federal
provincial issues, provide guidance for bio safety and assist Federal Government in implementation of
various provisions of UN Convention on laws on Seas (UNCLOS).
Sindh Environmental Protection Agency (SEPA): SEPA would be headed by Director General (DG)
with the aim to exercise the powers and perform the functions assigned to it under the provisions of this
Act and the rules and regulations made there under. The Agency shall have technical and legal staff and
may form advisory committees.
The Agency shall administer and implement the provisions of this Act and rules and regulations. It shall
also prepare environmental policies, take measures for implementation of environmental policies,
prepare Sindh Environment Report and prepare or revise Sindh Environmental Quality Standards. SEPA
shall also establish systems and procedures for surveys, surveillance, monitoring, measurement,
examination, investigation research, inspection and audit to prevent and control pollution and to estimate
the costs of cleaning up pollution and rehabilitating the environment and sustainable development.
SEPA would also take measures for protection of environment such as to promote research; issues
licenses for dealing with hazardous substances, certify laboratories, identify need for or initiate
legislation, specify safeguards etc. SEPA would also encourage public awareness and education
regarding environmental issues.
SEPA would have powers to enter or inspect under a search warrant issued by Environmental Protection
Tribunal or a Court search at any time, any land or building etc. where there are reasonable grounds to
believe that an offence under this Act has been or is being or likely to be committed. SEPA may also
take samples, arrange for testing or confiscate any article in discharge of their duties.
This act has also provided for Sindh Sustainable Fund derived from various sources such as voluntary
contributions or fees generated etc. This fund is utilized for protection, conservation or improvement of
environment. It is appendices in this EIA report.
Salient Features
Section-11: No person shall discharge or emit or allow the discharge or emission of any effluent waste,
pollutant, noise or adverse environmental effects in an amount, concentration or level which is in excess
to that specified in Sindh Environmental Quality Standards.
Section-12 & 13: No person shall import hazardous waste into Sindh province and handle hazardous
substances except under licenses etc.
Section 14: No person shall undertake any action which adversely affects environment or which lead to
pollute or impairment of or damage to biodiversity, ecosystem, aesthetics or any damage to environment
etc.

Final Report
Page 5 of 20
Section 15: This section deals with regulation of motor vehicles banning emission of air or noise
pollutants being emitted from them in excess of allowable standards.
Section 17: This section states that no proponent of a project shall commence construction or operation
unless he has filed with the Agency an initial environmental examination or environmental impact
assessment and has obtained from Agency approval in respect thereof. SEPA shall review the IEE &
EIA and accord approval subject to such terms and conditions as it may prescribe or require. The agency
shall communicate within four (04) months its approval or otherwise from the date EIA is filed failing
which the EIA shall deemed to have been approved.
Section 21: Where agency is satisfied that the discharge or emission has occurred in violation of any
provision of this act or rules etc. then it may, after giving an opportunity to person responsible, by order
direct such person to take such measures within specified period. The agency under this section has been
empowered to immediately stop, prevent or minimize emission, disposal etc. for remedying adverse
environmental effects.
Section 22: The person who fails to comply with section 11, 17, 18 and 21 shall be punishable with a
fine which may extend to five million rupees, to the damage caused to environment 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. And, where a person
convicted under sub-sections 1&2 had been previously convicted for any contravention of this Act, the
Environmental Protection Tribunal may, in addition to punishment, award imprisonment for a term that
may extend up to three years, or order confiscation or closure of facility etc.
Section 23: Where any violation of this Act has been committed by any of employee of any corporate
body, then, that employee shall be considered to be guilty of environmental pollution.
Section 25: This section allows for establishment of Environmental Protection Tribunals.
2.4 Sindh EPA (Review of IEE and EIA) Regulations 2014
The Sindh Environmental Protection Agency (Review of EIA/IEE) Regulations 2014 (Sindh EIA/IEE
Regulations 2014) defines Schedules (I & II) of projects falling under the requirement of IEE or EIA.
This EIA Study has taken account of the requirements of the Sindh EIA/IEE Regulations 2014 which
defines the projects requiring an IEE or EIA.
According to Sindh EIA/IEE Regulation 2014, a proponent of a project falling in any category listed in
Schedule II shall file an EIA with the Sindh Environmental Protection Agency, since the listed projects
are generally major projects and have the potential to affect a large number of people. “Federal or
Provincial Highways or Major Roads (including rehabilitation or rebuilding or reconstruction of
existing roads)” are placed in Schedule II thus requiring an EIA.
2.5 Pakistan Environmental Assessment Procedures
The Federal EPA has prepared a set of guidelines for conducting environmental and social assessments.
The guidelines derive from much of the existing work done by international donor agencies and NGOs.
The package of regulations, of which the environmental and social guidelines form a part, includes the
PEPA 1997 and the NEQS. These guidelines are listed below followed by comments on their relevance
to proposed project:

Final Report
Page 6 of 20
Policy and Procedures for Filing, Review & Approval of Environmental Assessments, Pakistan
Environmental Protection Agency, September 1997: These guidelines define the policy context and
the administrative procedures that govern the environmental assessment process from the project pre-
feasibility stage to the approval of the environmental report. The section on administrative procedures
has been superseded by the Sindh IEE/EIA Regulations 2014. The package of regulations prepared by
PEPA with relevance to this EIA includes:
 Policy and Procedures for Filing, Review and Approval of Environmental Assessments;
 Guidelines for the Preparation and Review of Environmental Reports;
 Sectoral Guidelines for Environmental Reports- Major Roads and Highways
 Guidelines for Public Consultation
Figure 2.1: Pakistan Environmental Assessment Package
Source: Pakistan EPA
Policy and procedures for filing, review and approval of environmental assessments: These
guidelines define the policy context and the administrative procedures that will govern the
environmental assessment process, from the project pre-feasibility stage, to the approval of the
environmental report. According to the procedures laid out in the policy guidelines, IEE's or EIA's are to
be filed with the EPA of the province where the project is to be implemented. The PEPA has, however,
been given the right to review any environmental report at any time and the power to revoke the
decision of the provincial EPA, if it deems this to be necessary. Projects have been classified in the
policy guidelines by expected degree of adverse environmental impacts.
Those projects having potential environmental impacts are listed in Schedule-II. Projects which have
comparatively small environmental issues and can be managed by less extensive analysis are included in
Schedule-I.
Guidelines for the preparation and review of environmental reports: It requires proponents to
prepare terms of reference for the environmental assessment reports. It requires that all studies should

Final Report
Page 7 of 20
contain baseline data on the area and must contain an assessment of the potential environmental impacts
and the recommended mitigation measures.
Sectoral guidelines for environmental reports- Major Roads and Highways: The guidelines are
intended to assist proponents to identify the key environmental issues that need to be addressed during
construction and operation stages of the project. It also provides measures and alternatives that should be
considered. Major roads taken into consideration include motorways, major rural roads and major urban
arterial roads. Ancillary facilities such as all works within the right of way, restoration of access to
surrounding property, traffic control devices, administration buildings, tollbooths, truck weighing
facilities, rest and service areas, borrow pits, maintenance depots and construction compounds are also
included within the scope of the guidelines.
Guidelines for public consultation: These guidelines are intended to provide assistance throughout the
environmental assessment of project by involving the public which can lead to better and more
acceptable decision-making. Public involvement, undertaken in a positive manner and supported by a
real desire to use the information gained to improve the proposal, will lead to better outcomes, and lay
the basis for ongoing positive relationships between the participants.
The guidelines define the "objectives of consultation" as follows: Public involvement is a feature of
environmental assessment and can lead to better and more acceptable decision-making. It can be time
consuming and demanding, yet without it, proposals are seldom soundly based, and there is likely to be
antagonism from affected people, Public involvement, undertaken in a positive manner and supported
by a real desire to use the information gained to improve the proposal, will lead to better outcomes, and
lay the basis for ongoing positive relationships between the participants.
The Guidelines for Public Consultation introduces effective ways to inform the contents of the project to
the general public during the planning stage & that eventually consensus building toward the
implementation of project is reached.
Incorporating public involvement into the stages of environmental assessment is explained in the
guidelines that public consultation meeting has to be carried out after the works on "developing options,
and assessing and mitigating impacts" for comments and assessment.
The submission and approval procedure for the EIA is summarized below:
 The EIA report shall be submitted, together with a review fee and form included as Schedule-V of
the Sindh IEE/EIA Regulations 2014.
 The SEPA shall conduct a preliminary scrutiny and reply within 15 working days of the submittal of
the report a) confirming completeness, or b) asking for additional information, if needed, or c)
returning the report requiring additional studies, if necessary.
 The SEPA is required to make every effort to complete the EIA review process within four months
of the issue of confirmation of completeness.
 SEPA shall call for a Public Hearing for the project to invite all the concerned persons to raise
concerns on the project.
 Following the Public Hearing, SEPA shall constitute a Committee of Experts to assist the agency in
review of the EIA.

Final Report
Page 8 of 20
 The approval granted at the end of the review process is valid for three years for start of
construction.
 Once project construction has been completed, the proponent is required to submit a request to the
SEPA for confirmation of compliance. An environmental management plan for the operation phase
is to accompany the request.
 The SEPA is required to communicate its decision within four months of receipt of the request. The
project can commence operation only after it has received approval from the SEPA.
The overall flow of obtaining the approval of EIA is shown in figure 2.1.

Final Report
Page 9 of 20
Figure 2.2: EIA Review and Approval Procedure
2.6 Sindh & National Environmental Quality Standards
One of the functions of the Pak EPA under the provision of PEPO of 1983 was to issue NEQS for
municipal and liquid industrial effluent, industrial gaseous emissions and motor vehicle exhaust and
noise. The Pak EPA issued a statutory regulatory order (S.R.O) in 1994. It required all units coming into
production after 1st July 1994 to comply immediately with the new standards. Those already in

Final Report
Page 10 of 20
production at the time of S.R.O were required to comply starting 1st July 1996. The Pak EPA was not
able to implement the NEQS effectively for many reasons, including lack of implementation capacity
and resistance from industry.
With the PEPA, 1997 the Pak EPA revised the NEQS with full consultation of the private sector,
industrialist, trade and business associations and NGOs. The municipal and liquid industrial effluent
standards cover 32 parameters. The standards for industrial gaseous emissions specify limits for 16
parameters, and the standards for motor vehicles prescribe maximum permissible limits for smoke,
carbon monoxide and noise. Revised standards cover discharges limits of effluents into inland water,
sewage treatment plant and the sea. The NEQS are primarily concentration based. Unfortunately, the
limits on industrial effluents are neither industry specific nor do they have any relationship with the
quantum of production. The NEQS prohibit dilution, but this can be easily circumvented.
On the other hand, following the promulgation of Sindh Act 2014, Sindh has notified its Environmental
Quality Standards known as “Sindh Environmental Quality Standards (SEQS).
FWO is committed to comply with the applicable SEQS in letter and spirit.
Table 2.1 shows SEQS for ambient air.
Table 2.1: Sindh Environmental Quality Standard for Ambient Air
Pollutant
Time-weighted
average
Concentration in
Ambient Air
Method of
Measurement
Sulfur Dioxide
(SO2)
Annual Average* 80 μg/m3
Ultraviolet Fluorescence Method
24 hours** 120 μg/m3
Oxides of Nitrogen as
(NO)
Gas Phase Chemiluminescence
Oxides of Nitrogen as
(NO2)
Gas Phase Chemiluminescence
O3 1 hour 130 μg/m3
Non dispersive UV absorption
method
Suspended Particulate
Matter (SPM)
High volume Sampling, (Average
flow rate not less than 1.1m3
/minute)24 hours** 500 μg/m3
Respirable
Particulate Matter (PM10)
Β Ray absorption method
Respirable Particulate
Matter (PM2.5)
***
Β Ray absorption method24 hours** 75 μg/m3
1 hour 15 μg/m3
Lead (Pb)
ASS Method after sampling using
EPM 2000 or equivalent Filter paper24 hours** 1.5 μg/m3
Carbon Monoxide (CO)
8hours** 5 mg/m3
Non Dispersive Infra Red (NDIR)
method1hours 10 mg/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.
*** or 9 μg/m3
plus baseline, whichever is low

Final Report
Page 11 of 20
Table 2.2 shows the standards for motor vehicle noise.
Table 2.2: The Motor Vehicle Ordinance (1965) and Roles (1969)
Parameter Standards (maximum permissible limit) Measuring method
Noise 85dB(A) Sound-meter at 7.5meter from the source
Table 2.3 shows the proposed national environmental quality standard for noise.
Table 2.3: Proposed National Environmental Quality Standard for Noise
S. No.
Category of Area /
Zone
Effective from 1st
January,
2009
Effective from 1st
January, 2010
Limit it 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: 1 Day time hours: 6.00 a. m to 10.00 p. m
2 Night time hours: 10.00 p. m to 6.00p. m
3 Silence zone; Zone which are declared as such by competent authority. An area comprising not
less than 100 meters around hospitals, educational institutions and courts.
4 Mixed categories 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.
The NEQS for effluents are shown in Table 2.4.
Table 2.4: National Environmental Quality Standard for Municipal & Liquid Industrial Effluents
S. # Parameter
Into Inland
Waters
Into Sewage
Treatment
Into Sea unit
1 Temperature or Temp. increase <3 <3 <3 o
C
2 pH value (H+
) 6-9 6-9 6-9
3 Biological Oxygen Demand (BOD)5 at 20o
C 80 250 80 mg/l
4 Chemical Oxygen Demand (COD) 150 400 400 mg/l
5 Total Suspended Solids (TSS) 200 400 200 mg/l
6 Total Dissolved Solids (TDS) 3500 3500 3500 mg/l
7 Oil and Grease 10 10 10 mg/l
8 Phenolic Compounds (as Phenol) 0.1 0.3 0.3 mg/l
9 Chloride (as Cl-
) 1000 1000 SC mg/l
10 Fluoride (as F-
) 10 10 10 mg/l
11 Cyanide (as CN-
)total 1.0 1.0 1.0 mg/l
12 An-ionic detergents (as MBAS) 20 20 20 mg/l
13 Sulphate(SO4
2-
) 600 1000 SC mg/l
14 Sulphide (S2-
) 1.0 1.0 1.0 mg/l
15 Ammonia (NH3) 40 40 40 mg/l
16 Pesticides 0.15 0.15 0.15 mg/l
17 Cadmium 0.1 0.1 0.1 mg/l

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