EIA M9 highway

Environmental & Social Impact Assessment (ESIA)
Karachi Hyderabad Motorway (M-9)
NATIONALHIGHWAYAUTHORITY
Draft Final Report
June 2012

Draft Final Report
June 2012
ENVIRONMENTAL MANAGEMENT CONSULTANTS
503, Anum Estate, Opp. Duty Free Shop, Main Shahrae Faisal, Karachi.
Phones: 9221-4311466, 4311467, Fax: 9221-4311467.
E-mail: mail@emc.com.pk, emc@cyber.net.pk
Website: www.emc.com.pk
Environmental and Social Impact Assessment
Karachi Hyderabad Motorway (M-9) Project
Bina Puri Pakistan (pvt) Ltd.

EnvIRonMEntAl And SocIAl IMpAct ASSESSMEnt foR KARAchI hYdERAbAd MotoRwAY (M-9) pRojEct
EnvIRonMEntAl MAnAgEMEnt conSUltAntS
ExEcUtIvE SUMMARY
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SUMMARY
Background of the Project
The existing 136 km Karachi-Hyderabad section of N-5 (popularly known as
Super Highway) connects the port city of Karachi with the North of Pakistan.
This section of the highway is amongst the most densely trafficked in the entire
country, the existing highway is serving heavy traffic volume with large portion
of truck traffic. The route is also the shortest possible distance between the two
cities i.e. Karachi and Hyderabad and feeds into the main North – South Links
i.e. National Highway N-55 (Indus Highway) and the National Highway N-5
(Grand Trunk Road).
In order to accelerate the process of expansion of motorways the Government has
invited the private sector to participate in expansion of Motorway Network, on
the basis of build, operate and transfer (BOT) arrangement. The National
Highway Authority selected M/s Binapuri Pakistan Pvt. Ltd. (BPL) for the
construction of existing 4-lane Karachi-Hyderabad Superhighway as 6-lane,
access controlled and world class Motorway (M-9) along with its allied facilities.
Environmental & Social Impact Assessment of the proposed project Karachi-
Hyderabad M-9 has been conducted by M/s Environmental Management
Consultants in order to comply with the regulatory requirement of
environmental laws of Pakistan. Under the Pakistan Environmental Protection
Agency (Review of IEE and EIA) Regulations 2000; “Federal or provincial
highways or major roads (except maintenance or rebuilding or reconstruction of
existing roads) with total cost of Rupees 50 Million and above” is in Schedule II,
List of projects requiring an Environmental Impact Assessment”
As per the EPA Guidelines, the present Project is classified as “Schedule II” that
requires an EIA study and approval from the concerned authority, prior to the
construction. The approach adopted for conducting Environmental & Social
Impact Assessment of Karachi-Hyderabad M-9 Project is to follow the
requirements of Pakistan Environmental Protection Agency (Review of
IEE/EIA), Regulations 2000.
Proposed Project
The project starts off at Km 13+000 (Project Chainage 0+000) of the NHA
reference under the flyover/interchange provided for the Lyari Expressway on
the Lyari River and ends at Km 149+000 (Project Chainage 136+000) in the
proximity of the clover leaf interchange on the Hyderabad Bypass.
The proposed project involves rehabilitation of the existing 134.35 Km (Length
EXECUTIVE

reduced by 1.65 Km at Hyderabad end, terminating before Hyderabad
Interchange) of 4-lane carriageway both north-bound and south-bound and
construction of an additional new lane on the inner side of the Highway
wherever technically feasible. Both rehabilitation and widening bound
carriageways will be divided by a New Jersey Barrier. Extensions are to be made
to all the existing bridge structures and culverts. Four (4) bridges have an
additional extension on either side accommodating service roads to allow local
traffic to negotiate land locked areas between canals.
Project Objectives
The prime objective of the proposed project is to facilitate movement of people
and goods transport in the project area and between Sindh and other provinces
by providing better access and enhance the efficiency of the existing road
network. The scope of project is but not limited to:
ExEcUtIvE SUMMARY
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Project Name Environmental & Social Impact Assessment for the proposed M-9 Karachi to Hyderabad.
Project Proponent Binapuri Pakistan Pvt. Ltd. (BPL)
Project Location Existing 136Km Karachi-Hyderabad section of National Highway N-5.
Interchanges Seven (7)
Service Area Two (2)
Facilities at Service Area:
l Restaurants and Food Courts
l Toilets
l CNG/LPG Filling Stations with Tuck Shop
l Diesel/Petrol Filling Stations with Tuck Shop
l Tyre Shop and Mini Workshop
l Trauma Centre
l Mosque
l Parking Area
l Truckers Workshop
l AamSarai and Dhaba (with Trucks/Buses Parking)
l Customer service centers where motorists can inquire about products, services,
road information, weather etc.
l Internal Roads, Sewerage, Water Supply and Electrification
Toll Plazas Two New 16-lane Toll Plazas with Electronic Toll and Traffic Management (ETTM) system
Weigh Stations Seven (7) weigh stations
Motorway Facilities l Electronic Toll Collection
l Emergency Call Service
l Centralized Operation Centre
l Traffic Counting Stations/ Weigh in Motion (WIM) system
l Variable Message Signs
l Emergency Assistance System
Table 2.1-Silent Features of the Project

n Strengthen the existing road infrastructure,
n Construct existing 4- lane Karachi-Hyderabad Superhighway as 6-lane,
access controlled in order to provide world class Motorway (M-9) along with
its associated facilities
n Design and construct bridges, culverts, and underpasses where necessary,
n Provide helpline services, services area and other motorway facilities.
Relevant Legislation & Guidelines
To carry out the present ESIA study, the environmental legislation and
guidelines enforced by the Pakistan Environmental Protection Agency have been
followed.
Project Alternatives
Different alternative of the project were analyzed by considering no Project,
alternative transport modes and improvement of the existing carriageway.
Improvement of existing road with widening on both sides in different lane
alignments, construction of more lanes and construction of bypass was
considered for project alternatives. Rehabilitation of existing carriageway and
construction of new lane was considered feasible due to least impact and more
benefits.
Description of Environment and
Social Conditions of the Area
Baseline conditions were studied for the physical, ecological resources and for
socioeconomic environment. The project is located in three districts of Sindh
Province; Malir, Thatta and Jamshoro.
The climate of most parts of the Project Area is arid characterized by four district
seasons in a year, that is, winter from Mid-November to February, spring during
March and April summer from May to Mid- September and autumn from Mid-
September to Mid-November. June is the hottest month in most parts of the
Hyderabad area, with mean daily maximum temperature recorded as 34.7 °C.
January is the coldest month in the area, with the mean daily minimum
temperature recorded as 20.7 °C. The air temperature prevailing at Karachi city
and its adjoining coastal areas are generally high throughout the year. During
winter the range of variation of temperature is large for Karachi coast especially
in respect of maximum and minimum temperatures. The mean maximum
summer temperature is 33°C, while the mean minimum temperature of Karachi
is 21.0°C.
ExEcUtIvE SUMMARY
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In order to analyze the existing air quality of the project area, ambient air
monitoring was conducted at four locations in association with Suparco through
their mobile monitoring lab by using USEPA designated monitoring equipment.
The estimated value of the ambient air quality data parameters when compared
with the NEQS were within the limits at all sites except the CO and NO which
are slightly higher than the NEQS limits at site of Hyderabad (Near Toll plaza).
EMC team has measured noise quality of the project area. Noise level at Damba
Goth was found to be 80.6 dB (Max) which is above the NEQs Level.
The geology of the region is divisible in three main regions, the mountain ranges
of Kirthar, Pab containing a chain of minor hills in the west and in east it is
covered by the Thar Desert and part of Indian Platform where the main exposure
is of Karonjhar Mountains, which is famous for Nagar Parkar Granite. The
geology of Sindh is divisible in three main regions, the mountain ranges of
Kirthar, Pab containing a chain of minor hills in the west and in east it is covered
by the Thar Desert and part of Indian Platform where the main exposure is of
KaronjharMountains, which is famous for Nagar Parkar Granite. The soils in the
vicinity are generally coarse textured extensively laden with gravels and pebbles.
The River Indus is the prime surface water resource of Sindh.
According to the seismic zone map of Pakistan the project area lies in Zone 2A
and 2B of Modified Mercalli (M.M) intensity scale i.e. minor to moderate
damage, distinct earthquakes may cause damage to structures with fundamental
period corresponds to intensity IV- VII the M.M Scale.
Most wildlife species were found to be present or reported quite far away from
the project area in relation to the officially notified protected areas which may
comprises ecosystems that includes wildlife reserves and forests, archaeological
sites, monuments, buildings, antiquities or cultural heritage sites. As many as 12
species of mammals, 18 species of birds and 11 species of reptiles were recorded
from the area. None of the threatened species of mammals, birds or reptiles was
recorded from the area.
On both the sides of the road several tree plantations were seen which are mainly
dominated by Eucalyptus citriodora, Azedarahtaindica, Thespeciapopulenaea,
Conocarpuslatifolia, Parkinsoniaaculeata, Neriumindicum, Callistemon sp,
Guacamofficinale, Bougainvillaglabra. There is a big tract of abandoned land on
either side of the project dominated by two invasive species viz Prosopisjuliflora
and Prosopisglandulora.
The nearest Wildlife Protected Area is the Surjan Game Reserve which is about
2.0Km from the existing Karachi-Hyderabad Super Highway. The limits of
Mahal Kohistan Wildlife Sanctuary have been extended. These may be taken into
account.
In order to assess the present socio-economic and socio-cultural conditions of the
community living in the project area, a social survey was conducted. Meetings
ExEcUtIvE SUMMARY
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were held with different Government departments, educational institutions,
NGOs and local communities to discuss the project, its components and its
expected environmental and socio-economic impacts.
Environmental Impact and Mitigations
Potential impacts were identified in relation to planning, design and location for
construction and operation phases of the proposed Karachi-Hyderabad M-9
Project. Mitigation measures have been suggested to reduce all negative impacts
to acceptable levels. These were discussed with specialists responsible for the
engineering aspects, and measures have been included in the designs for the
infrastructure. This means that the number of impacts and their significance have
already been reduced by amending the design. These including Strengthen the
existing road infrastructure without disturbing the business of the people;
n Design of structures as per seismic zone to eliminate risk;
n Design of storm water drainage system in consideration of change in
topography;
n Replantation of trees and Compensatory plantation;
n Avoiding complete closure of road by limiting the construction area to actual
M-9 RoW and allowing the traffic as per the traffic management plan.
n Provide provision of chain link fence and all necessary arrangement on both
sides of defined RoW;
During the construction phase, impacts mainly arise from generation of dust
from soil excavation and refilling; and from the disturbance of residents,
businesses, traffic and important buildings by the construction work. Among
these, public and worker safety due to large scale construction using heavy-duty
construction equipment, traffic disturbance during construction is considered to
be significant.
Important measures suggested include:
n Dust control measures such as water sprinkling and covering the loose
material during transport;
n Proper planning and scheduling of noise generating activities;
n Providing alternative traffic routes/detours and informing public about the
same;
n Providing public information boards at site (project details, traffic
arrangements, executing agency and contractor details; safety and contact
information);
n Following standard and safe construction practices (barricading the site
ExEcUtIvE SUMMARY
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properly; avoiding accidental traffic entry including pedestrians;
deployment of safety and security staff; providing warning/sign boards;
provision of protection equipment; special precautions during risky works
like arranging the pre-cast elements and equipment safety checks, etc.)
n By considering the above mentioned factors and the road will now be
constructed first on one side and then on the other side from centerline of
the existing road to a 6 lane carriageway. This will have the advantage of
enhanced safety during construction and operational stages, and less
disruption to the passing traffic during construction. It will also minimize
resettlement of structures, trees and other utilities
The construction of the existing road will be in such a way with minimal land
acquired and less disruption to the traffic hence no major impacts are envisaged.
The main beneficiary of the proposed project is to provide a future access to the
Karachi- Hyderabad Motorway that would be achievable in the most
appropriate location.
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.
Stakeholders were involved in developing the ESIA through face-to-face
discussions in meetings at ESIA preparatory stage and a large public hearing
will be held, after which views expressed will be incorporated into the ESIA and
the planning and development of the project.
There are two essential recommendations that need to be followed to ensure that
the environmental impacts of the project are successfully mitigated. The
proponent and NHA shall ensure that:
n All mitigation, compensation and enhancement measures proposed in this
ESIA report are implemented in full, as described in the document;
n The Environmental Management and Monitoring Plan proposed is also
implemented in letter & spirit.
Environmental Management Plan
A comprehensive, Environmental Management Plan (EMP) has been developed
for Karachi-Hyderabad M-9 Project. An Environmental Mitigation Matrix has
also been prepared considering impacts on different components of the physical,
biological and socio-economic environment. In addition, a comprehensive
monitoring plan has been proposed for the project.
ExEcUtIvE SUMMARY
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The EMP includes review of regulatory requirements and applicable standards,
EMP institutional arrangements for implementation of EMP, roles and
responsibilities of different agencies & Environmental Monitoring plan.
Conclusion
The proposed project will increase the economic activities around the area,
creating avenues for direct/indirect employment in the post project period. It
will improve the commercial activity in the project area resulting in economic
uplift of the people of the Project area. There would be a wider economic impact
in terms of generating opportunities for other business like transportation,
marketing, repair and maintenance tasks, etc.
Property value especially near interchanges may increase in future. It is planned
by the Government to develop Industrial Zones near each interchange, which
will enhance the commerce and trade activities.
It gives a speedy as well as safe way for traveling and trade (as there are
minimum chances of accidents due to controlled speed). Decreasing the vehicle
operating cost and travel time costs due to better/ improved road facility,
reduced traffic congestion, uninterrupted and smooth traffic flow, and for
shorter route between Karachi and Hyderabad.
Due to better condition of road, the wear and tear of vehicles/engines of
vehicles is very much reduced resulting in the reduction of maintenance
expanses of vehicles. Free flow conditions throughout M-9 will reduce traffic
congestion and in turn reduce both air and noise pollution.
Generally the project will show positive impacts once completed but may cause
some short term negative impacts during its construction stage. These negative
impacts however, can be minimized or avoid if proposed mitigation measures
are duly taken into account.
The overall conclusion is that providing the mitigation, compensation and
enhancement measures are implemented in full, there should be no significant
adverse environmental impacts as a result of location, design, construction or
operation of the project.
ExEcUtIvE SUMMARY
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environmental and social impact assessment for Karachi hyderabad motorway (m-9) project
environmental management consultants contents
contents
01 Introduction 01 of 07
1.1 General 01 of 07
1.2 Overview of the Project 01 of 07
1.2.1 Project Location 01 of 07
1.2.2 Scope of the Project 02 of 07
1.2.3 Profile of the Proponent 02 of 07
1.3 Environmental and Social Impact Assessment of the Proposed Project 02 of 07
1.3.1 Justification and Categorization of the Project 02 of 07
1.3.2 Objectives and Scope of ESIA 03 of 07
1.3.3 Environmental Standards and Guidelines 04 of 07
1.3.4 ESIA Methodology 04 of 07
1.3.5 Composition of the ESIA Report 06 of 07
1.3.6 ESIA Study Team 07 of 07
02 Description of the Project 01 of 10
2.1 Existing Karachi-Hyderabad Superhighway 01 of 10
2.2 The Proposed Project 02 of 10
2.2.1 Project Location 02 of 10
2.3 Project Component 02 of 10
2.3.1 Rehabilitation and Extension 02 of 10
2.3.2 New Interchanges 04 of 10
2.3.3 Service Road Formations 04 of 10
2.3.4 Service Areas 04 of 10
2.3.5 Toll Plazas 05 of 10
2.3.6 Weigh Stations 05 of 10
2.3.7 Safety Fances or Barriers 05 of 10
2.3.8 Maintenance and Operation Compounds 06 of 10
2.3.9 Ancillary Development 06 of 10
2.3.10 Motorway Facilities 06 of 10
2.4 Detail Design of the Project Component 07 of 10
2.4.1 Design Life 07 of 10
2.4.2 Geometric Design 07 of 10
2.4.3 Pavement Design 07 of 10

2.4.4 Structural Design 08 of 10
2.4.5 Highway Drainage Design 09 of 10
2.4.6 Hydrological Design 09 of 10
2.4.7 Electrical Wiring and Lighting 09 of 10
2.4.8 Road Signs and Markings 10 of 10
03 Legislative Cosiderations, Environmental Regulations and Guidelines 01 of 11
3.1 Introduction 01 of 11
3.2 Institutional Setup 01 of 11
3.3 National Policies and Stretagies 01 of 11
3.3.1 National Conservation Strategy 01 of 11
3.3.2 Biodiversity Action Plan 03 of 11
3.3.3 National Environmental Policy-2005 03 of 11
3.3.4 National Resettlement Policy 03 of 11
3.4 National Legislations 03 of 11
3.4.1 Pakistan Environmental Protection Act 1997 04 of 11
3.4.2 Pakistan Environmental Protection Agency Review of
(IEE/EIA) Regulations 2000 05 of 11
3.4.3 Land Acquisition Act 05 of 11
3.4.4 Antiquities Act 1975 06 of 11
3.4.5 Sindh Cultural Heritage Preservation Act 1994 06 of 11
3.4.6 The Forest Act 1927 07 of 11
3.4.7 Sindh Wildlife Protection Ordinance, 2001 07 of 11
3.5 National Environmental Guidelines 07 of 11
3.5.1 Pakistan Environmental Assessment Procedures 2000 07 of 11
3.5.2 National Environmental Quality Standards (NEQS) 08 of 11
3.6 International Guidelines 09 of 11
3.6.1 World Bank Guidelines on Environment 09 of 11
3.6.2 Obligation under International Treaties and Convention 09 of 11
3.6.3 International Convention on Biodiversity 10 of 11
3.6.4 Convention on Wetlands 10 of 11
3.6.5 IUCN Red List 10 of 11
3.6.5 KYOTO Protocol 10 of 11
04 Screening of Alternatives 01 of 04
4.1 No Project Alternatives 01 of 04

4.2 Alternate Transport Modes 01 of 04
4.2.1 Alternate Access Road 01 of 04
4.3 Improvement of Existing Carriageway 02 of 04
4.3.1 Rehabilitation of Existing Roads and Addition of Two Lanes 02 of 04
4.3.2 Construction of 8-Lane Highway 04 of 04
4.3.3 Construct a Completely New Carriageway Parallel to the Existing Road 04 of 04
4.3.4 Provision of Bypass 04 of 04
4.3.5 Advantages and Disadvantages 04 of 04
05 Environmental & Social Baseline of the Region 01 of 39
5.1 Micro and Macro Environment of the Project Area 01 of 39
5.2 Physical Environment 01 of 39
5.2.1 Ambient Air Quality 01 of 39
5.2.2 Ambient Noise Quality 04 of 39
5.2.3 Climate and Meteorology 05 of 39
5.2.4 Recent Trend in Moon Soon Pattern 09 of 39
5.2.5 Storms 11 of 39
5.2.6 Surface Water Resources 11 of 39
5.2.7 Ground Water Resources 13 of 39
5.2.8 Geography 13 of 39
5.2.9 Geology and Topography 15 of 39
5.2.10 Soil 15 of 39
5.2.11 Seismic Information 16 of 39
5.3 Biological Resources 17 of 39
5.3.1 Original Ecozones 18 of 39
5.3.2 Modified Nature of Habitat 20 of 39
5.3.3 Fauna of the Project Area 21 of 39
5.3.4 Flora of the Project Area 21 of 39
5.3.5 Sensitive or Critical Habitat 24 of 39
5.4 Traffic Study on the Proposed Karachi Hyderabad Motorway M-9 24 of 39
5.4.1 Data Analysis 24 of 39
5.5 Socioeconomic Condition in Microenvironment 25 of 39
5.5.1 Communities and their Economic Activity 25 of 39
5.5.2 Displacement and Resettlemet 25 of 39
5.5.3 Pedestrian Underpasses 25 of 39

5.5.4 Indiginous People 25 of 39
5.5.5 Cultural Heritage 27 of 39
5.5.6 Aesthetics and landscape 27 of 39
5.5.7 Human Health and Safety 27 of 39
5.5.8 Reservation of Cultural Heritage 28 of 39
5.6 Socioeconomic Conditions in Macroenvironment 28 of 39
5.6.1 Demography 28 of 39
5.6.2 District Malir (Karachi) 28 of 39
5.6.3 HIstory, Ethnicity/Tribes and Culture 28 of 39
5.6.4 Occupation 30 of 39
5.6.5 Betrothal and Marriages 30 of 39
5.6.6 Important Historical Places 31 of 39
5.6.7 Population Size Growth and Distribution 31 of 39
5.6.8 Household Size 31 of 39
5.6.9 Rular/Urban Distribution 32 of 39
5.6.10 Religion 32 of 39
5.6.11 Mother Tongue 32 of 39
5.6.12 Literacy Ratio 32 of 39
5.6.13 Education Attainment 32 of 39
5.7 District Thatta 32 of 39
5.7.1 Population 32 of 39
5.7.2 Administration Setup 33 of 39
5.7.3 Historical Importance 33 of 39
5.7.4 Demographic Conditions 33 of 39
5.7.5 Gender Balance 33 of 39
5.7.6 Social Infrastructure 33 of 39
5.7.7 NGOs Working in the Area 35 of 39
5.7.8 Economy 35 of 39
5.8 District Jamshoro 36 of 39
5.8.1 Location 37 of 39
5.8.2 Population of District Jamshoro 37 of 39
5.8.3 Infrastructure 38 of 39
5.8.4 Economy 38 of 39
5.8.5 Power Plants 39 of 39

06 Stakeholder Consultation 01 of 08
6.1 Identification of Stakeholder 01 of 08
6.2 Approach and Methodolgy 01 of 08
6.2.1 Scoping Meeting 01 of 08
6.2.2 Consultation Meeting 02 of 08
07 Environmental and Social Impact Assessment and Proposed Mitigation Measures 01 of 21
7.1 Screening Potential Environmental Impacts 01 of 21
7.2 Identification of Impacts during Design Phase 03 of 21
7.2.1 Topography 03 of 21
7.2.2 Formation in Built-up Area 03 of 21
7.2.3 Location of Labour Camps & Other Material 04 of 21
7.2.4 Change of Land Use 04 of 21
7.2.5 Cross Drainage and Accessory Structures 04 of 21
7.3 Identification of Impacts during Construction Phase 04 of 21
7.3.1 Air Quality 04 of 21
7.3.2 Noise and Vibration 08 of 21
7.3.3 Impacts on Water Resources 10 of 21
7.3.4 Impacts on Land Environment 11 of 21
7.3.5 Biological Environment 13 of 21
7.3.6 Impact on Traffic 14 of 21
7.3.7 Impacts on the Socio-economic of the Area 14 of 21
7.3.8 Public Health and Safety 17 of 21
7.3.9 Natural and Manmade Hazards 17 of 21
7.4 Identification of Impacts during Operation Phase 17 of 21
7.4.1 Air Quality 19 of 21
7.4.2 Noise and Vibration 19 of 21
7.4.3 Impacts on Water Resources 19 of 21
7.4.4 Impacts on Land Environment 19 of 21
7.4.5 Bilogical Environment 20 of 21
7.4.6 Traffic Conditions 20 of 21
7.4.7 Socio-economic 20 of 21
08 Environmental Management and Monitoring Plan 01 of 30
8.1 General 01 of 30
8.2 Objectives 01 of 30

8.2.1 Key Environmental and Social Components 01 of 30
8.3 Environmental Management System 02 of 30
8.3.1 Functions of Environmental Management System 02 of 30
8.3.2 Organization Structure 03 of 30
8.3.3 Roles and Responsibilities 03 of 30
8.3.4 Specific Implementation Responsibilities 07 of 30
8.4 Environmental Management Program 08 of 30
8.5 Training, Awareness and Competence 08 of 30
8.6 Communication 09 of 30
8.7 EMMP Documentation 09 of 30
8.8 Operational Control 10 of 30
8.9 Environmental Management Procedures 10 of 30
8.9.1 Measures to Improve Environmental Awareness 10 of 30
8.9.2 Specific Process to meet Environmental Requirements 10 of 30
8.9.3 Water Quality Management 11 of 30
8.9.4 Refuse Management 11 of 30
8.9.5 Wastewater Management 11 of 30
8.9.6 Materials Management Plan 12 of 30
8.9.7 Worker’s Health and Safety 13 of 30
8.9.8 Emergency Preparedness and Response 13 of 30
8.10 Environmental Management Plan 13 of 30
8.11 Environmental Monitoring 26 of 30
8.11.1 Objectives 26 of 30
8.11.2 Monitoring Roles, Responsibilities and Schedules 26 of 30
8.11.3 Monitoring Parameters 27 of 30
8.11.4 Reporting Structures and Outcomes 27 of 30
09 Conclusion 01 of 02
9.1 Findings 01 of 02
9.2 Conclusion 02 of 02
ANNEXURES
Annex-I National Resettlement Policy, 2005
Annex-II A Pakistan Environmental Protection Act 1997
Annex-II B Pakistan Environmental Protection Agency, EIA / IEE Regulations 2000

Annex-III National Environmental Qualtiy Standards (NEQS)
Annex-IV IUCN Red List
Annex-V List of Stakeholders

envIronmental and SocIal Impact aSSeSSment for KarachI hyderabad motorway (m-9) project
envIronmental management conSultantS
SectIon 1
1 of 7
IntroductIon
1.1- General
The Karachi-Hyderabad 136 km section of N-5 Super
Highwaywas constructed as a part of the First Highway
ProjectwiththeassistanceofWorldBankduring1964–68
and idealized in 1991 as part of the Fourth IBRD Highway
Project.The project corridor serves as the main spine for
traffic movement between Karachi and Hyderabad as it
provides the shortest route between these two major
urban centers. According to the Traffic study March 2012,
more than 98% of traffic both passenger and goods
vehicles used Karachi- Hyderabad M-9 to travel from
Karachi towards Punjab, Northern areas and lower Sindh
region especially desert areas of Sindh.
In order to accelerate the process of expansion of
motorways the Government has invited the private sector
to participate in expansion of Motorway Network, on the
basis of build, operate and transfer (BOT) arrangement.
The GOP believes that the technical, managerial and
financial resources of the private sector can make a useful
addition to its own efforts in this regard.
The National Highway Authority selected M/s Binapuri
Pakistan Pvt. Ltd. (BPL)for the construction of existing 4-
lane Karachi-Hyderabad Superhighway as 6-lane, access
controlled and world class Motorway (M-9) along with its
allied facilities. The project is to be carried out under
Public-Private Partnership (PPP) arrangement on Build-
Operate-Transfer (BOT) basis.
Understanding the existing environmental and socio-
economic characteristics of the region is a prelude to
evaluate the likely impacts (positive/ negative) that can
occur from the proposed project. For this Binapuri
Pakistan Pvt. Ltd. has appointed M/s Environmental
Management Consultants to conduct Environmental and
Social Impact Assessment of proposed Karachi-
HyderabadM-9Projectincompliancewiththemandatory
requirements of Section 12 of Pakistan Environmental
Protection Act (PEPA) 1997 and Pakistan Environmental
Protection Agency Review of EIA/IEE Regulations 2000.
1.2- Overview of the
Project
1.2.1- Project Location
The proposed 134.35 Km Karachi- Hyderabad M-9 project
will likely to starts off at Km 13+000 (Project Chainage
0+000) of the NHA positioned under the
flyover/interchange provided for the Lyari Express way
on the Lyari River and ends at 149+000 (Project Chainage
01
Project Name Environmental & Social Impact Assessment for the proposed
M-9 Karachi to Hyderabad.
Project Construction Cost 18,235,000,000 PKR
Contact Person Ooi Chin Giap (Azlan)
PD / Acting Head – Pak, No.84 St-3 Sector HH Phase-IV, DHA Lahore.
ESIA Consultants Environmental Management Consultants (EMC)
Syed NadeemArif
Office # 503, Anum Estate Building, Main Shahrae Faisal, Karachi.
Tel: 021-34311466, Fax: 021-34311467,
E-mail: nadeem@emc.com.pk, mail@emc.com.pk
Table 1.1- Project Brief

136+000) in the closeness of the clover leaf interchange
which is present on the Hyderabad Bypass.
1.2.2- Scope of the Project
The scope of project is but not limited to:
n Strengthen the existing road infrastructure,
n Construct existing 4- lane Karachi-Hyderabad
Superhighway as 6-lane, access controlled in order to
provide world class Motorway (M-9) along with its
associated facilities
n Design and construct bridges, culverts,
andunderpasses where necessary,
n Provide helpline services, services area and other
motorway facilities.
1.2.3- Profile of the Proponent
Binapuri Pakistan Pvt. Ltd. (BPL)is a renowned
construction company on the Main Board ofBursa
Malaysia Berhad, with 35 years of work experience in civil
and building constructionboth locally and internationally.
The diverse work has been done by the proponent that
comprises business activities, investment holdings, civil
and building engineering management,
propertydevelopment, highway concessionaire, quarry
operations, manufacturing ofconstruction materials,
polyurethane system house, utilities and
hospitalitymanagement.
The proponent is certified with MS ISO 9001:2000,
OHSAS 18001, MS 1722 Certifications and has won many
award laudable of mention including the Prominent
Player Award2005: Malaysian Construction Industry
Excellence Awards 2005 (MCIEA 2005), theContractor
Award 2007: Grade G7 (MCIEA 2007) and the
International AchievementAward (MCIEA 2008)
awarded by the Construction Industry Development
Board ofMalaysia.BinaPuri commenced to expand
globally in 1995 as well as it has various operations offices
in Thailand,United Arab Emirates, Saudi Arabia,
Pakistan, Indonesia and Brunei Darussalam.
Nowadays BinaPuri is a remarkable construction
company which is listed in the main boardof Bursa
Malaysia managed by a team of professional, devoted,
qualified andexperienced personnel supported by the
resources of the company. The Proponent is conceited to
have completed more than 1,000 kilometers of roads
andhighway, bridges, interchanges, waterworks and
projects related to land reclamation.The projects related to
Building completed comprise commercial buildings,
educational institutions, hotels, hospitals, government
complexes and residential projects.
1.3- Environmental and
Social Impact Assessment
of the Proposed Project
1.3.1- Justification
&Categorization of Project
The Pakistan Environmental Protection Act 1997
empowers the EPA as the principal authority for
environmental management in Pakistan. It has also
established the requirement of environmental assessment
of any project in place prior to commencement of
work.Section 12 of Pakistan Environmental Protection Act
1997 states that:
“No proponent of a project shall commence construction
or operation unless he has filed with the Government
Agency designated by Federal Environmental Protection
Agency or Provincial Environmental Protection Agencies,
as the case may be, or, where the project is likely to cause
adverse environmental effects an environmental impact
assessment, and has obtained from Government Agency
approval in respect thereof.”
EIA study is carried out in compliance with the
mandatory requirements of Section 12 of Pakistan
Environmental Protection Act (PEPA) 1997. This legal
provision requires an initial environmental examination
(IEE) or an environmental impact assessment (EIA) to be
carried out and the report submitted to the relevant
Agency or Department, which has been delegated the
authority for review and approval of EIA/IEE findings.
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The Pakistan Environmental Protection Agency (Review
of EIA/IEE) Regulations 2000 defines the categories of
projects requiring an Initial Environmental Examination
(IEE) or Environmental Impact Assessment (EIA) in
Schedules I & II respectively. According to Clause 4 of the
Pakistan Environmental Protection Agency (Review of
IEE and EIA) Regulations, 2000, “a proponent of a project
falling in any category specified in Schedule II shall file an
EIA with the Federal Agency.” Schedule II of the
regulations includes “all projects situated in
environmentally sensitive areas” and “any project likely
to cause an adverse environmental effect.”
Under the Pakistan Environmental Protection Agency
(Review of IEE and EIA)Regulations 2000;
“Federal or provincial highways or major roads (except
maintenance or rebuilding or reconstruction of existing
roads) with total cost of Rupees 50 Millionand above” is
in Schedule II, List of projects requiring an Environmental
Impact Assessment”
AspertheEPAGuidelines,thepresentProjectisclassified
as “Schedule II” that requires an EIA study and approval
from the concerned authority, prior to the construction.
Accordingly detailed Environmental and Social Impact
Assessment has carried out to address the regulatory
requirements as well as to make it acceptable to:
n BinaPuriPakistan Pvt Ltd who are the proponents
n BOT entrepreneur investing in its establishment and
operation; and
n EPA Sindh against the requirement of Pakistan
Environmental Protection Act 1997.
n The ESIA study has accordingly been designed to
focus on making certain that:
n If there is a negative impact, it should be mitigated as
much as possible through specified design and
construction procedures, and
n Any remaining short term or long term negative
impact is identified clearly and made known to all
those likely to be affected.
1.3.2- Objectives & Scope of ESIA
The objective of ESIA is to foresee the potential
environmental problems that would arise out of the
proposed development activity and address them in the
planning and design stage of the project. The ESIA
process should then allow for the communication of this
information to:
n The project proponent
n The regulatory agency (ies); and,
n All stakeholders and interest groups.
ESIA integrates the environmental concerns in the
development activities right from the time of initiating the
preparation of feasibility report. In doing so, it enables the
integration of environmental concerns and mitigation
measures in project development. ESIA can often prevent
future liabilities or expensive alterations in project design.
The purpose of this EIA study is to evaluate the activities
associated with the construction and operation of
proposed Karachi- Hyderabad Motorway project.
Environmental assessments made here are in conformity
with the requirements of Pakistan Environmental
Protection Act 1997 as well as other national and
international environmental guidelines where national
guidelines are not available.
The scope of this study is to assess the environmental and
social impacts that could occur as a result of construction
and operations of the proposed project. Following are
some of the main objectives of this EIA study:
n 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;
n To collect and assess existing environmental and
social profile of entire project area and incorporate it
in report for future use by client;
n To identify all environmental sensitivities including
flora, wildlife and avifauna of the project area, if there
is any;
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n To identify national heritage sites, archaeological
sites and ecologically important areas in the project
zone of influence;
n To identify and assess all the major and minor
environmental & socio-economic aspects and
impacts due to construction and operation of the
office building project specifically in the project area
and generally on its surrounding in accordance with
national and international environmental legislations
and guidelines.
n 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 and socio-economic environment
and maximizing the benefits to all parties in the most
cost effective manner;
n 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.
n To develop a detailed environmental management
plan (EMP) for the sustainable implementation
mechanism of mitigation measures identified during
the study along with monitoring plan.
1.3.3- Environmental
Standards and Guidelines
Issues related to Environment and control all over
Pakistan are governed by Pakistan Environmental
Protection Act (PEPA) 1997.Guidelines and procedures
for preparing EIA reports have been published by Federal
EPA in the form of “ Pakistan Environmental Assessment
Package”.
Before commencement of Projects the requirements of
Govt. of Pakistan that need to be met are as follows:
n Legal requirements in Pakistan for Environmental
Assessment for new projects under the
Environmental Protection Agency Sindh
n Pakistan EPA Guidelines and Procedures (2000) for
Environmental Assessment of new projects and
n Pakistan National Environmental Quality Standards
(NEQS) gaseous including Vehicular exhaust
emissions; noise emissions and liquid effluents.
Scoping to explain all stakeholders of the need of the
project and the likely environmental as well as social
impact has already been held as the necessary first step of
process of EIA .The views and concerns expressed by the
stakeholders have been recorded and they will be duly
responded in the EIA.
1.3.4- ESIA Methodology
EMC adopted the following procedures for making
assessment of impact of different activities during the
construction and operational phases on micro
environment and macro environment of the project
activity areas:
A. Understanding of the Proposed
Operation
This step involved collecting information from on the
propose project activities and understanding the activities
to identify potential impacts from them.
B. Review of Legislation and
Guidelines
National legislation, international agreements,
environmental guidelines, and best industry practices
were reviewed to set environmental standards that
BinaPuriwill be required to follow during different stages
of the project.
C. Secondary Data Collection
All available published and unpublished information
pertaining to the micro and macro environment of the
Project was obtained and reviewed. It included the earlier
environmental studies and environmental baselines
conducted the consultants for development activities in
M-9 Motorway project. All data sources were reviewed to
collect information relevant to physical, biological and
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socio-economic condition of the macroenvironment and
microenvironment of project site.
D. Scoping Sessions with Relevant
Stakeholders
Meetings were held with all project related stakeholders
to have expert opinion and get a better understanding on
project area, its physical, biological features, as well as
social and economic issues. The stakeholders gave
valuable suggestions and input which were very useful
while carrying out the impact assessment.
E. Field Data Collection
EMC teamvisited the project area in the months of
May2012. During the site visit, primary information on
the physical, biological and socio-economic conditions of
the project area were collected.
F. Impact Identification and
Assessment
Potential impacts which may arise from proposed
activities were identified. These included effects on
physical, biological, socio-economic environment;
archaeology and culture. Impacts were identified in
particular on the biological habitats and assessed on the
basis of field data collected from area, secondary data,
expert opinion, and monitoring results ofprojects in
proposed project area.
G. Recommendations to Mitigate
Impacts
Keeping in view the baseline data collected and impacts
identified mitigation measures have been recommended
to minimize, reduce, eliminate, or compensate for the
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potential environmental and social impacts on the project
zone of influence. Mitigation measures recommended
here are based on past experience, best industry practices,
legislative requirements and professional judgment.
H. Environmental Management
Plan (EMP)
Environmental management plan (EMP) was developed
for effective implementation of the recommended
mitigation measures. EMP includes controls to minimize
the identified impacts, and monitoring programme to
monitor residual impacts, if any, during the operation.
The EMP has laid down procedures to be followed during
the Karachi-Hyderabad Motorway (M-9) construction,
operationandassociatedactivitiesandhasidentifiedroles
and responsibilities for all concerned personnel during
the operation, including post project monitoring and
reporting.
I. Documentation, Review &
Conclusion
This is the final step in the environmental assessment. The
document is based on reports produced by EMC Team of
experts and compiled by Project Coordinator and office
staff, duly overseen by Team Leader and Project
Manager. The Report was reviewed by Team leader for
screening/assessmentofpotentialenvironmentalimpacts
and put forward recommendations of mitigation
measures and the Environmental Monitoring and
Management Plan.
The Report has been prepared according to the Policy and
Procedures for Filing, Review and Approval of
Environmental Assessments 2000 and relevant guidelines
of the PEPA 1997. This report includes the findings of the
assessment of the project impacts, and the mitigation
measures to be adopted during the execution of the
proposed activities.
1.3.5- Composition of ESIA
Report
The ESIA report has been structured on the standard
format, prescribed by the Environmental Protection Act
(PEPA) 1997, and Pakistan EPA guidelines and
procedures (2000) for the Environmental Assessment of
New Projects. The Report has been presented in the
following sections:
Chapter 01- Introduction
Provides an introduction and background of the project
and justification of ESIA.
Chapter 02- Description of Project
Describes the project, its objective; its type and category;
location of the facilities and project details while in
operation along with proposed schedule for
implementation.
Chapter 03- Governing legislation
and Statutory Requirements
Provide an overview of Policy and Legislation along with
International Guidelines relevant to operation of Karachi
Hyderabad M-9.
Chapter 04- Screening of
Alternatives
Provides evaluation of different alternatives to arrive at
the best possible option for the project.
Chapter 05- Environmental &
Socio-economic Baseline
This section describes the existing environmental and
Socio-economic baseline situation of the macro and micro
environments of the proposed project area.
Chapter 06- Stakeholder
Consultation
Describes the consultations process performed for the
ESIA of Karachi Hyderabad M-9 project and gives the
concerns of stakeholders during consultation process.
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Chapter 07- Screening of
anticipated Impacts and Proposed
Mitigations
Describes the potential environmental and social impacts
on different features of the micro and macro environment,
and using the general guidelines presents a screening of
potential environmental impacts at the designing,
construction and operation stages. The screening includes
the residual impact as a result of adoption of mitigation
measures that may be needed for minimizing the impact.
Chapter 08-Environmental
Management and Monitoring Plan
Presents the environmental management that has been
incorporated in the design, construction and operation of
Karachi Hyderabad M-9.
Chapter 9-Conclusion
Summarizes the report and presents its conclusions.
1.3.6- ESIA Study Team
The study was assigned to Environmental Management
Consultant. EMC organized the following team to carry
out the study:
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S.No. Name Position
1 Mr. Syed NadeemArif Project Manager
2 Mr. SaquibEjazHussain Dy. Project Manager / EIA Expert
3 Dr. MirzaArshad Ali Beg Team Leader / Principal Expert
4 Dr. Muhammad Mansha Expert on Air
5 Dr. IqbalHashmi Expert on Water Resources
6 Dr. Mansoor Imam Expert on Waste Management
7 Dr. Syed Ali Ghalib/Mr. Razaque Expert on Fauna/Ornithologist
8 Ms. SamitaNadeem Environmental Engineer
9 Dr. ViqarHussain Expert on Geology
10 Dr. Saddar-ud-din Expert on Flora
11 Ms. Tasneem Bhatti Expert on Social Issues
12 Ms. Noor Fatima Environmentalist
13 Ms. Sarah Sidiki Environmentalist
Table 1.2: EIA Study Team

ENvIRONmENTal aND SOCIal ImPaCT aSSESSmENT FOR KaRaCHI HyDERabaD mOTORway (m-9)PROJECT
ENvIRONmENTal maNagEmENT CONSulTaNTS
SECTION 2
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DESCRIPTION OF THE PROJECT
2.1- Existing Karachi-
Hyderabad Super Highway
The existing 136 km Karachi-Hyderabad section of N-5
(popularly known as Super Highway) connects the port
city of Karachi with the North of Pakistan. This section of
the highway is amongst the most densely trafficked in the
entire country, the existing highway is serving heavy
traffic volume with large portion of truck traffic. The route
is also the shortest possible distance between the two
cities i.e. Karachi and Hyderabad and feeds into the main
North – South Links i.e. National Highway N-55 (Indus
Highway) and the National Highway N-5 (Grand Trunk
Road).
The Karachi-Hyderabad section was constructed as a part
of the First Highway Project with the assistance of World
Bank during 1964 – 68 and dualized in 1991 as part of the
Fourth IBRD Highway Project. Toll is being collected
from Highway users by the NHA.
02
Figure 2.1: The existing Karachi- Hyderabad Section of National Highway N-5

2.2- The Proposed Project
The National Highway Authority intends to construct
existing 4-lane Karachi-Hyderabad Superhighway as 6-
lane, access controlled, world class Motorway (M-9) along
with its allied facilities. The project is to be carried out
under Public-Private Partnership (PPP) arrangement on
Build-Operate-Transfer (BOT) basis.
2.2.1- Project Location
The project starts off at Km 13+000 (Project Chainage
0+000) of the NHA reference under the
flyover/interchange provided for the Lyari Expressway
on the Lyari River and ends at Km 149+000 (Project
Chainage 136+000) in the proximity of the clover leaf
interchange on the Hyderabad Bypass.
2.3- Project Component
The key engineering features of the Project, for
construction of a world-class motorway, include but not
limited to the following:
2.3.1- Rehabilitation&
Extensions
The proposed project involves rehabilitation of the
existing 134.35 Km (Length reduced by 1.65 Km at
Hyderabad end, terminating before Hyderabad
ENvIRONmENTal aND SOCIal ImPaCT aSSESSmENT FOR KaRaCHI HyDERabaD mOTORway (m-9) PROJECT
SECTION 2
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Project Name Environmental & Social Impact Assessment for the proposed M-9 Karachi to Hyderabad.
Project Cost 13,235,000,000 PKR
Interchanges Seven (7)
Service Area Two (2)
Facilities at Service Area:
l Restaurants and Food Courts
l Toilets
l CNG/LPG Filling Stations with Tuck Shop
l Diesel/Petrol Filling Stations with Tuck Shop
l Tyre Shop and Mini Workshop
l Trauma Centre
l Mosque
l Parking Area
l Truckers Workshop
l AamSarai and Dhaba (with Trucks/Buses Parking)
l Customer service centers where motorists can inquire about products, services,
road information, weather etc.
l Internal Roads, Sewerage, Water Supply and Electrification
Toll Plazas Two New 16-lane Toll Plazas with Electronic Toll and Traffic Management (ETTM) system
Weigh Stations Seven (7) weigh stations
Motorway Facilities l Electronic Toll Collection
l Emergency Call Service
l Centralized Operation Centre
l Traffic Counting Stations/ Weigh in Motion (WIM) system
l Variable Message Signs
l Emergency Assistance System
Table 2.1-Silent Features of the Project

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Figure2.2:ProposedProjectLocation

Interchange) of 4-lane carriageway both north-bound and
south-bound and construction of an additional new lane
on the inner side of the Highway (wherever technically
feasible) with 3.0 m outer shoulder and 1.0 m inner
shoulder. Lane width is to be taken as 3.65 m. Both
rehabilitation and widening bound carriageways will be
divided by a New Jersey Barrier.
Extensions are to be made to all the existing bridge
structures and culverts. Four (4) bridges have an
additional extension on either side accommodating
service roads to allow local traffic to negotiate land locked
areas between canals.
2.3.2- New Interchanges
As shown in figure 2.1 Seven (7) new interchanges are to
be provided to support populations, towns, industrial
zones and other isolated pockets enabling them to
commute on the motorway after fencing of the Right of
Way (“ROW”). Although at some locations, volume of
traffic does not justify an interchange, the isolation of road
side developments and populations warrants
connectivity as there is no other route available for
transport. Interchanges within the closed system to have
entry and exit 2-lane Toll Plazas. The locations for the new
interchanges are as follows:
2.3.3- Service Road Formations
Two kinds of service road formations are to be
incorporated with minimum provisions as follows:
1. Urban (Shoulder – 1.5m (DST), Carriageway – 7.0m
(Asphalt), Shoulder – 1.5m (DST)
n CH 0+000 to CH 15+000 Both Sides of Motorway
2. Semi-Urban, rural (Shoulder – 1.0m (Earthen),
Carriageway -6m (TST),
Shoulder – 1.0m (Earthen)
2.3.4- Service Areas
Minimum two main Service Areas of M-2 (Lahore-
Islamabad Motorway) Service Areastandard, with
minimum following facilities, are to be established as part
of the Project:
a) Restaurants and Food Courts
b) Toilets
c) CNG/LPG Filling Stations with Tuck Shop
d) Diesel/Petrol Filling Stations with Tuck Shop
e) Tyre Shop and Mini Workshop
f) Trauma Centre
g) Mosque
h) Parking Area
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Sr.No. Chainage (Km) Name of Interchange
1 Ch 14+985 Malir Road
2 Ch 23+112 Damba Goth
3 Ch 45+596 Lucky Cement
4 Ch 55+760 Nooriabad
5 Ch 66+936 Tooriabad
6 Ch 80+952 ThanoBullah Khan
7 Ch 113+440 Borari Sand
Table 2.2: Location of New Interchanges

i) Truckers Workshop
j) AamSarai and Dhaba (with Trucks/Buses Parking)
k) Customer service centers where motorists can inquire
about products, services, road information, weather etc.
l) Internal Roads, Sewerage, Water Supply and
Electrification
The CH 60+790 (North Bound & South Bound) is a
proposed location for Service Areas. Access and egresses
to each service (and rest) areas will be conformed to
AASHTO Guidelines in terms of Geometric layout and
position in relation to adjacent intersection.
2.3.5- Toll Plazas
Two New 16-lane Toll Plazas with Electronic Toll and
Traffic Management (ETTM) system and other state-of-
the-art facilities are to be provided on the main
carriageway at entry point on the Karachi End and the
Hyderabad End on the following Project Chainages,
respectively. These new Toll Plazas shall replace the
existing Toll Plazas:
n CH 16+000
n CH 131+900
Toll Collection Areas
Toll collection areas shall be designed to ensure that an
adequate number of toll booths are provided at each toll
collection point so as to ensure that the operational
standards with regards to delays to road users are
adhered to.
The toll collection area will be of Rigid Pavement. The
layout of the toll collection area and its approaches shall
be designed in such a manner as to provide safe
conditions for both road users and toll collection staff.
This shall include but not limited to.
n The provision of adequate advance warning signs
and road markings.
n Lighting at times of darkness.
n Protection of staff from vehicle emissions and vehicle
impact and.
n Parking and toilet facilities shall be provided as per
parameters stipulated in Para above.
In the case of closed toll systems, the ticket issuing
procedures shall be such that.
n The opportunity for fraud is reduced to a minimum.
n The information provided on the ticket conforms to
the operation standard and.
n Data can be retrieved regarding the entry and exit
points of all traffic using facility, by time of day and
by vehicle type.
2.3.6- Weigh Stations
Seven (7) weigh stations are to be provided strategically to
cover movement of heavy traffic minimize overloading at
least on the following locations:
n CH 15+500 (North Bound)
n CH 30+750 (South Bound)
n CH 132+900(South Bound)
2.3.7- Safety Fences or Barriers
Chain link fence with all necessary arrangements will be
provided on both sides of defined ROW.The form, layout
and vertical profile of such fences/barriers shall conform
to the requirements of United Kingdom, Department of
Transport Standards TD 19/85 or other similar approved
international standard.
a. All the edge of the carriageway.
n On the embankment 6m or more in height or where
there is a road, railway, water hazard or other feature
at or near the flood of the slope.
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n On the outside of curves of less than 850m radius on
embankment between 3m and 6m in height.
n Adjacent to all retaining walls, rock faces cuttings or
earthbanks(steeperthan1in1slopes)thatthereareless
than 4.5m from the edge of the running carriageway.
b. On the central reserve where the width of the
central reserve is less than 5m and at the
following locations
n Adjacent to obstruction such as bridge piers, sign
posts and trees.
n Where there are lighting columns on the central
reserve and.
n Where the difference in the inner channel levels of the
two carriageways exceeds 1m and the slope across
the central reserve exceeds 1 in 4.
2.3.8- Maintenance and
Operation Compounds
The concession company may subject to the approval of
the NHA, provide a maintenance compound with the
concession area. Minimum of two maintenance and
operation compounds will be provided. Access and
egresses to the maintenance compound wall shall
conform to AASHTO Guidelines in terms of Geometric
layout and position in relation to adjacent
intersections.All plant, materials and equipment stored
withinthemaintenancecompoundwillbedirectlyrelated
to the general maintenance and operational requirements
of the expressway and approach roads.
2.3.9- Ancillary Development
The Concessionaire will also undertake Ancillary
Development relevant to the Project. Such development
encompasses approach roads, pedestrian/cattle
crossings, lighting, administrative and operation
buildings/centers, controlling systems, vehicle recovery
and environment-friendly development of areas located
in the project jurisdiction and where the Motorway links
with the city or other connecting points.
2.3.10- Motorway Facilities
The Concessionaire will also ensure provision of
following motorway facilities and will maintain them in a
good working condition throughout the Concession
Period.
a. Electronic Toll Collection (ETC) for quick convenient
and cashless transactions.
b. Emergency Call Service for motorists requesting
assistance in case of accidents and other emergencies.
c. Road structure safety features.
n Reflectorized lane markings
n Emergency parking areas
n Rumble strips
n Motorway signage plan
n Installation of urban road lighting and reflectorized
lane marking along the strategic locations as well as
interchanges and toll plazas
d. Centralized Operation Centre:
The smooth traffic flow is to be ensured through
electronic traffic management system, complementing its
operation with CCTV (Close Circuit TV) system for closer
monitoring of traffic situations inside a centralized
operation, maintenance and control centre.
e. Traffic Counting Station/Weight in Motion (WIM)
systems
The station will be designed to capture and record axle
weights and gross vehicle weights as vehicles drive over
a measurement site. Unlike static scales, WIM systems
are capable of measuring at either a reduced or normal
traffic speed, and do not require the vehicle to stop. This
makes the weighing process more efficient, and, in the
case of commercial vehicles, allows for trucks under the
weight limit to potentially bypass static scales or
inspection.
f. Variable Message Signs (VMS)
The VMS provide motorists with useful updates on the
SECTION 2
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traffic situation and other helpful information along the
highway
g. Emergency Assistance System
Following Emergency assistance system will be provided:
n First aid emergency trucks & Mobile Workshops
n Traffic patrol surveillance system equipped
with cameras, radios and speed monitoring
devices.
2.4- Detailed Design of the
Project Components
2.4.1- Design Life
The design life to be adopted for the various elements of
the main carriageway is set out in Table given below. All
elements shall be designed to withstand the effects of
anticipated traffic and other loadings and deterioration
over the specified periods.
The design life specification for the electrical and
electronic systems reflects the requirement that as part of
the maintenance, refurbishment and replacement
program all systems must be upgraded to comply with
the standards then prevailing.
2.4.2- Geometric Design
The geometric design of both carriageway facilities shall
generally be in accordance with the requirements and
recommendations of the American Association of State
Highway and Transportation Officials (AASHTO)
Guideline 2004 or the latest version and other specified
standards employed by NHA.
2.4.3- Pavement Design
The road pavement shall be designed generally in
accordance with the AASHTO Guide 2004, using site
specific data.
a. Riding Quality
The roughness of the pavement, over any one kilometer
length on any lane after construction upon opening to
traffic shall be not more than 2.0m/Km IRI with a
tolerance of plus 10%.
b. Pavement Materials
In general, asphaltic concrete pavements shall be used,
except in cases of unusually high traffic volumes, or where
poor sub-grade conditions exist. In these situations a
Portland Cement Pavement may be proposed if it can be
shown to be more economical over the whole life of the
road. Alternatively ground improvement techniques
involving geotextiles, chemical of mechanical stabilization
SECTION 2
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Element Design Life
New Buildings, Structures and Drainage 50 Years
Carriageway Pavement 10 Years (minimum)
Communication and Electrical System
(if required)
Cabling 40 Years
Electrical and Electronic Systems 15 Years
Table 2.4 Design Life Periods to be Adopted
Carriageway Section Type of Terrain
Flat Rolling
Two / Three Lane Carriageway 120 Kph 100 Kph
Table 2.5 Design Speed
Carriageway Section Design Speed
Main Carriageway 120 Kph
Slip Roads 60 Kph
Service Roads 60 Kph
a) Dual Carriageway
Expressway 120 Kph
Non Expressway 80 Kph
b) Dual Carriageway 60 Kph
Horizontal and Vertical Curvature

orpolymermodifiedasphaltmaybeused.Allserviceroads
and ramp facilities incorporate asphalt concrete pavements.
On all Toll Plazas rigid pavement will be used. The extent
of the concrete pavement shall be 75m on either side of the
centerline of the mainline toll plaza. In areas with
constraints, a smaller length of concrete pavement may be
used but it would be subject to the approval of the NHA.
2.4.4- Structural Design
Allstructuresshallbedesignedinaccordancewiththelatest
AASHTO standard specification for Highway Bridges,
using local environmental factors to determine seismic,
flood water, wind and temperature loads and Government
ofWestPakistanHighwayDepartmentCodeofPracticefor
Highway Bridges 1967 (WPCHB) for vehicle loads.
a. Design Strength of Material
Deformed billet steel bars (Grade 60 and Grade 40)
conforming to ASTM. A615 or High yield deformed bars
with minimum yield or characteristics strength of
425/460 N/mm2 to BS 4461.Steel for pre-stressing will be
either sever wire low relaxation strand or seven wire
normal relaxation strand conforming to ASTM A416
Grade 270. All structural steel, plates angles etc shall
conform ASTM A36 steel.
Design Methods
The methods and requirements of latest AASHTO should
be taken into account in all cases. The seismic analysis of
bridges should be based on the method given in
AASHTO 1192.
The design superstructure shall include appropriate
method of analysis for determination of forces in
longitudinal and transverse directions. Empirical
methods should not be used.
For irregular structuressuch ascurvedor skewedbridges,
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Geometric Design Element Design Standard
Design Speed (Kph) 120
Minimum Stopping Sight Distance (m) 260
Minimum Passing Sight Distance (m)
Maximum rate of super-elevation (%). 6
Horizontal Curvature
i) Absolute minimum radius (m) 790
ii) Desirable minimum radius (m) 900
iii) Radius above which no super-elevation is required (m). 4950
iv) Special Curve parameter (m). 330
Vertical Curvature
i) Maximum Gradient (%) 3
ii) Maximum Gradient (%) 0.3% or steeper if conditions permit special consideration to
be given to drainage.
iii) Rate of Vertical Curvature – ‘K’ Value (m/%) 52
Crest Curves (m)
Stopping sight distance – desirable. 210
Minimum 105
Passing Sight Distance 720
Sag Curves (m)
Desirable Minimum 75
Absolute Minimum 50
Minimum Length of Vertical Curve 70
Table 2.6: Geometric Design Criteria

or where new or unusual types of structural form are
employed a more detailed analysis should be performed
to completely capture the behavior of the structure.
Localized stresses concentrations will be given due
consideration.
2.4.5- Highway Drainage
Design
In general drainage provision on the highway shall be in
accordance with the requirements of AASHTO Highway
Drainage Guidelines 1989 or NHA Standards. All
drainage systems shall be improved to be self-cleansing,
in terms of design velocities and design gradients.
2.4.6- Hydrological Design
In designing river bridge structures, associated river
training works, culverts and storm water drainage
systems the flood return periods shown in Table below
shall be used.
2.4.7- Electrical Wiring and
Lighting
a. Electrical Wiring
All electrical wiring or connections associated with road
lighting shall conform to the requirements of United
Kingdom, Institution of Electrical Engineers Wiring
SECTION 2
9 OF 10
a. Traffic Lanes Width Traffic lanes on the main carriageway of expressways, or multi-lane slip roads and on
connecting link roads shall have a width of 3.65m. One single lane road traffic lane width shall be 4.88m
b. Shoulder Width On dual two and dual three lane expressway, a 0.3m paved outer shoulder and 1.0m paved inner shall be
provided. In addition, an unpaved shoulder of 0.5m and 0.7m shall be provided beyond the paved area
on the outer and inner sides of the carriageway respectively.
On dual and single carriageway connecting link roads, a 3.0m shoulder (2m surface sealed and 1m
untreated) shall be provided on the outer side of the carriageway.
c. Median Width On dual three lane expressway, a minimum central media width of 4.0m shall be provided. In case
median is not provided, Standard Jersey Barrier is to be used.
d. Pavement Cross fall and Generally the pavement cross fall gradient should be 2.5%. This may however be varied within the range
Super Elevation of 2% to 3% if required.
On both motorway and dual carriageway connecting link roads, where horizontal curvature is less than
the radius shown Table 2.3-b for a particular design speed, super elevation up to a maximum of 6% shall
be introduced.
e. Lateral Clearance The minimum lateral clearance between any structures, roadside barrier of the other street furniture shall
be 0.6m from the edges of usable shoulder.
f. Vertical Clearance Aclear vertical clearance of 5.33m must be provided between the carriageway and the soffit of all
underpasses and over bridges.
Where any roadway passes over Pakistan Railway Track, a clear vertical clearance of 6.4m shall be
provided between the top of the rail level and the soffit level of the roadway bridge.
In cases where an expressway passes over water courses and rivers, the minimum level of the bridges
soffit shall be 1.0m above the local recorded (or anticipated) maximum 100 years flood level for that river
or water
g. Walkway The walkway on each side of Flyover Bridge shall be provided ensuring the following dimensions.
Height of Walkway - 0.25m
Width of Walkway - 1.20m
Height of Railing - 1.05m
Note: No walkways are to be provided on Motorway Bridges.
Table 2.7: Structural Design

Regulations, 15th Edition, or similarly
approved international standards. In addition the
regulations of the Water and Power Development
Authority (WAPDA) and the requirements of the
Pakistan Electricity Act shall also be adhered to.
b. Lighting
Road lighting shall be provided at interchanges only. The
design of road lighting shall conform to the requirements
of British Standards BS 5489 or other similarly approved
international standards. Average luminance level shall be
2 candela per square meter (“cd/m2”).
Unless otherwise approved by NHA, all lighting shall be
by High Pressure Sodium Vapour Lamps conforming to
IEE 662 or other similarly approved international
standards.
2.4.8- Road Signs and Marking
a. Road Signs
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 (FHWA), the
UK Traffic Signs Manual or other approved international
standards.
All road signs shall be faced with retro reflective material
and where indicated in the detailed project specification,
shall be illuminated during hours of darkness. The
constructional elements of road signs shall conform to the
requirements of British Standard 873 or similarly
approved national or international standard.
All electrical wiring or connections associated with road
signs shall conform to the requirements of United
Kingdom, Institution of Electrical Engineers Wiring
Regulations, 15th Edition, or similarly approved
international standards. In addition the regulations of the
Water and Power Development Authority (WAPDA) will
also be followed.
b. Road Markings
All road markings shall be formed using Thermoplastic
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
Research Centre, Pakistan) and generally meet the
requirements of the United Kingdom Traffic Signs
Manual or other approved international standard.
SECTION 2
10 OF 10
Type of Crossing Flood Return Period
River Bridges 100 years
Culverts 50 Years
Storm Water Drainage System 5 Years
Table2.8DesignofStructures,FloodReturnPeriodstobeadopted

ENVIRONMENTAL AND SOCIAL IMpACT ASSESSMENT fOR KARAChI hyDERAbAD MOTORwAy (M-9)pROjECT
SECTION 3
1 Of 11
LEGISLATIVE CONSIDERATIONS, ENVIRONMENTAL
REGULATIONS AND GUIDELINES
3.1 Introduction
This chapter provides synopsis of policies, legislation,
and guidelines that may have relevance to the proposed
Karachi Hyderabad M9 Project. The proponent of this
project will comprehensively follow the relevant
requirements of the policy documents and legislative
framework as well as those recommendations as
described in the national and international guidelines for
the proposed project. Many of those guidelines have
been incorporated in the Environmental Management
Plan (EMP) which has been developed for improved and
consistent implementation of mitigation measures.
3.2 Institutional Set Up
The apex environmental body in the country is the
Pakistan Environmental Protection Council (PEPC),
presided by the Chief Executive of the Country. Other
bodies include the Pakistan Environmental Protection
Agency (Pak-EPA), provincial EPAs (for four provinces,
AJK and Northern Areas), and environmental tribunals.
The EPAs were first established under the 1983
Environmental Protection Ordinance; the PEPA 1997
further strengthened their powers. The EPAs have been
empowered to receive and review the environmental
assessment reports (IEEs and EIAs) of the projects, and
provide their approval (or otherwise).
As the Karachi Hyderabad M-9 Project is located in the
Province of Sindh therefore, the EIA report will be
submitted to Sindh Environmental Protection Agency
for obtaining environmental approval for the project.
3.3 National Policies and
Strategies
Pakistan has developed its own legislation, policies and
strategies for the protection of environment which are to
be followed in planning and approving development
projects in different sectors. Those relevant to the
Karachi Hyderabad M-9 Project are discussed here
under.
3.3.1 National Conservation
Strategy
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:
03

n 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.
n 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.
n 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.
n Approximately 35 percent of population has access
to adequate sanitation facilities.
n 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.
n Noise pollution has become a serious issue in major
urban centers.
n 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.
n 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.
n Degradation and encroachment of natural forests,
rangelands, 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.
n Desertification affects over 43 million hectares of
land annually.
n 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
SECTION 3
2 Of 11

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.
3.3.2 Biodiversity Action Plan
The key to protection of the biological heritage of
Pakistan lies in the involvement of local people and in
the support provided by competent institutions for
conservation and sustainable use. The Government of
Pakistan has recognized the importance of these
measures in the preparation of the National
Conservation Strategy and in becoming a signatory to,
and ratifying, the Convention on Biological Diversity
(CBD) in 1994. Developing the Biodiversity Action Plan
for Pakistan, 2000 has been the most significant direct
steps towards addressing the biodiversity loss.
This ESIA study has addressed all aspects of
conservation, including wildlife and forest. It has
specifically addressed the biodiversity aspects and
suggested mitigation measures.
3.3.3 National Environmental
Policy, 2005
The National Environment Policy (NEP) aims to protect,
conserve and restore Pakistan’s environment in order to
improve the quality of life of the citizens through
sustainable development. In NEP, the further sectoral
guidelines, Energy Efficiency and Renewable directly
related to building energy code for newly constructed
buildings were introduced.
3.3.4 National Resettlement
Policy
National Resettlement Policy (draft) has been
formulated to not only cover the affected persons (APs)
in existing systems but also to ensure an equitable and
uniform treatment of resettlement issues all over
Pakistan. This policy applies to all development projects
involving adverse social impacts, including land
acquisition, loss of assets, income, business etc. It has
addressed those areas, which are not looked after at
Land Acquisition Act (LAA) and is applicable wherever
the people, families or communities are affected by any
public sector or private development project, even when
there is no displacement. The policy also aims to
compensate for the loss of income to those who suffer
due to loss of communal property including common
assets, productive assets, structures, other fixed assets,
income and employment, loss of community networks
and services, pasture, water rights, public infrastructure
like mosques, shrines, schools, graveyards etc.
The policy is supplemented with Guidelines for
planning and implementation of resettlement, which
form an integral part of Policy. Also, the Government
has tabled an enabling law entitled "Project
Implementation and Resettlement of Affected Persons
Ordinance" (henceforth to be called "Resettlement
Ordinance"), for enactment by the provincial and local
governments, after incorporating the local requirements.
The Ordinance although being a new law, shall not
supercede other laws of Pakistan in regard to the land
acquisition and resettlement issues, and shall be
supplementary to the LAA as well as the other laws. (See
Annexure I for details)
3.4 National Legislations
The Constitution of Pakistan distributes legislative
powers between the federal and provincial governments
through two ‘lists’ attached to the Constitution as
Schedules. The Federal List covers the subjects over
which the federal government has exclusive legislative
power, while the Concurrent List contains subjects
SECTION 3
3 Of 11

regarding which both the federal and provincial
governments can enact laws.
Provisions for environmental protection and resource
conservation are mentioned in the Constitution of
Pakistan under “Environmental Pollution and Ecology”,
and it is a subject in the Concurrent Legislative List,
meaning that both the Federal and Provincial
Governments may initiate and make legislation for the
purpose. The development of statutory and other
instruments for environmental management has
steadily gained priority in Pakistan since the late 1970s.
The Pakistan Environmental Protection Ordinance, 1983
was the first piece of legislation designed specifically for
the protection of the environment.
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.
3.4.1 Pakistan Environmental
Protection Act, 1997
Pakistan Environmental Protection Act was introduced
in December 1997 to provide for protection,
conservation, rehabilitation and improvement of the
environment, for prevention and control of pollution
and for sustainability of all development activities. The
Act is the basic legislative tool that empowers the
government to frame regulations to protect the
environment. It broadly applies to air, water, soil, and
noise pollution. The salient features of the law are:
1. The Act covers the air, water, soil, marine and noise
pollution including pollution caused by vehicles.
2. The Act provides for fixing the National Environment
Quality Standards (NEQS) and their strict enforcement.
For default, the Government has been empowered to
levy a pollution charge.
3. The Government has been empowered to issue
environmental protection orders so as to effectively deal
with and respond to the actual or potential violation of
the law leading to environmental degradation.
4. Under this Act no project including construction
activities or any change in the existing physical
environment can commence unless the fulfillment of
prerequisite to IEE or EIA has been conducted and its
approval obtained from the Responsible Authority, in
the present case from Sindh EPA.
5. The imports of hazardous waste into the country has
been banned and the transport of hazardous substances
and dangerous chemicals or toxic material or explosive
substances etc. has been regulated, through licenses,
under prescribed rules and procedure.
6. To ensure compliance with the NEQS, the law
provides for an appropriate mechanism including the
installation of devices so as to control the pollution
caused by motor vehicles.
7. A fairly high level body called, Pakistan
Environmental Protection Council, headed by the Prime
Minister and comprising the Chief Ministers of the
provinces, relevant Ministers of the Federal and
provincial governments, representative of trade,
commerce and industry and members of the academia,
has been constituted to formulate policy and provide
guidelines for enforcing the law.
8. For the effective implementation of the provisions of
the law, the Pakistan Environmental Protection Agency,
headed by a Director General with other staff has been
constituted. This Agency is responsible for enforcing the
policy and implementing the provisions of the law. On
the same pattern, Provincial Environmental Protection
Agencies have been created in each province.
9. There has been established Provincial Sustainable
Development Fund, regulated and managed by a Board.
10. The Environmental Tribunals with exclusive
jurisdiction to try serious offences have been provided.
SECTION 3
4 Of 11

The law also provides for the appointment of
Magistrates to try minor offences. Appeal against an
order/judgment of a Magistrate lies before the Court of
Session, whose decision is final. Appeal against the
judgment of Tribunal lies to the High Court. Stringent
punishment through heavy fine and imprisonment has
been prescribed.
11. The Act also empowers the Federal Government to
make rules for the implementation of international
environmental agreements and conventions to which
Pakistan is a party.
The enactment of the Pakistan Environmental Protection
Act (PEPA), 1997 has conferred broad based
enforcement powers to the environmental protection
agencies. The publication of the Pakistan Environmental
Protection Agency Review of IEE and EIA Regulations
(IEE EIA Regulations), 2000 provided the necessary
details on the preparation, submission, and review of
initial environmental examinations (IEE) and
environmental impact assessments (EIA). In addition to
the PEPA, 1997, Pakistan’s statute books contain a
number of other laws that have clauses concerning the
regulation and protection of the environment. The
Provisions of rules and regulations have been enacted;
they include National Environmental Quality Standards
(Self monitoring and Reporting by Industries) Rules,
2000; Environmental Samples Rules, 2001; Provincial
Sustainable Development Fund Board (Procedure)
Rules, 2001; Pollution Charge for Industry (Calculation
and Collection) Rules 2001; National Environmental
Quality Standards (Environmental Laboratories
Certification) Regulations 2000; Pakistan Environmental
Protection Agency (Review of Capital IEE/EIA)
Regulations 2000; Provincial Sustainable Development
Fund (Utilization) Rules 2002; Composition of Offences
and Payment of Administrative Penalty Rules 2002 and
Hazardous Substances Rules, 2002. The Federal
Government has established two Environmental
Tribunals one each in Karachi and Lahore.
The Karachi Tribunal has jurisdiction over the provinces
of Sindh and Baluchistan while the Lahore Tribunal
covers the provinces of the Punjab and the NWFP. The
High Courts have designated senior civil judges as
Environmental Magistrates to take all contraventions
punishable in respect of handling of hazardous
substances and pollution caused by motor vehicles.
3.4.2 Pakistan Environmental
Protection Agency Review Of
IEE and EIA Regulations 2000
Pakistan Environmental Protection Agency Review of
IEE and EIA Regulations, 2000 promulgated under
PEPA 1997 were enforced in June 2000. These
Regulations define the applicability and procedures for
preparation, submission and review of IEE and EIA.
These Regulations also give legal status to the Pakistan
Environmental Assessment Procedures prepared by the
Federal EPA in 1997.
Accordingly the Environmental Protection Agencies,
including Sindh EPA are bound to conduct a preliminary
scrutiny and reply within 10 days of the submittal of the
IEE/EIA report. These regulations require submission of
a monitoring report to the concerned EPA after
completion of the construction, followed by regular
monitoring reports, in the case of EIAs, during
subsequent operations. EPA is bound to approve or
disapprove the report within a period of four months or
else the EIA would be deemed approved. This regulation
also provides procedures for classification of projects on
the basis of expected severity of the adverse
environmental impact and lists them into three separate
schedules. Projects that may not have significant impacts
on the environment are included in Schedule‑I, and they
therefore require an IEE. Schedule‑II includes Projects
having potentially significant environmental impacts
and such projects require submission of an EIA.
The proposed Karachi Hyderabad M-9 project is
categorized in the Schedule-II under sub-section D of
Transport.
(See Annexure II for details)
3.4.3 Land Acquisition Act
The land acquisition in Pakistan is regulated by the Land
SECTION 3
5 Of 11

Acquisition Act, 1894 (LAA) with its successive
amendments is the main law regulating land acquisition
for public purpose. The LAA has been variously
interpreted by local governments, and some province
has augmented the LAA by issuing provincial
legislations. The LAA and its Implementation Rules
require that following an impacts assessment/valuation
effort, land and crops are compensated in cash at market
rate to titled landowners and registered land
tenants/users, respectively. The LAA mandates that
land valuation is to be based on the latest three years
average registered land sale rates, though, in several
recent cases the median rate over the past year, or even
the current rates, have been applied. Due to widespread
land under-valuation by the Revenue Department,
current market rates are now frequently used with an
added 15% Compulsory Acquisition Surcharge as
provided in the LAA.
Based on the LAA, only legal owners and tenants
registered with the Land Revenue Department or
possessing formal lease agreements, are eligible for
compensation or livelihood support. The rights of the
non-titled are however addressed under the 1986 Punjab
Jinnah Abadis for Non-proprietors in Rural Areas Act
which recognize to squatters the right to receive
rehabilitation in form of a replacement plot. It is to be
noted that this right has been sometimes extended in
practice to include some form of rehabilitation in cash or
in forms different from land.
It is also noted that the LAA does not automatically
mandate for specific rehabilitation/assistance
provisions benefiting the poor, vulnerable groups, or
severely affected AHs, nor it automatically provides for
rehabilitation of income/livelihood losses or
resettlement.
The proposed project does not involve any land
acquisition therefore no provision of this law would be
applicable.
3.4.4 Antiquity Act 1975
The Antiquities Act of 1975 ensures the protection of
cultural resources in Pakistan. The act is designed to
protect antiquities from destruction, theft, negligence,
unlawful excavation, trade, and export. Antiquities have
been defined in the Act as ancient products of human
activity, historical sites, or sites of anthropological or
cultural interest, national monuments, etc. The law
prohibits new construction in the proximity of a
protected antiquity and empowers the Government of
Pakistan to prohibit excavation in any area that may
contain such articles of archaeological significance.
Under the Act, the project proponents are obligated to:
n Ensure that no activity is undertaken in the
proximity of a protected antiquity.
n If an archaeological discovery is made during the
course of the project, it should be reported to the
Department of Archaeology, Government of
Pakistan.
The Act of 1975 is considered quite effective, provided it
is administered appropriately. For its proper
administration, the federal department of Archaeology
needs adequate staff which has not been provided to it.
Civic agencies authorized to grant permission for new
constructions must keep in view the provisions of the
Act. It has been suggested that the Act must be amended
to make compulsory registration of the antiquities and
the owner of the property be made responsible for
preservation of the antiquity.
This ESIA Study has not found any antiquity artifact in
the area concerned and does not find that the said Act
would apply to siting of the Karachi Hyderabad M-9
under consideration.
3.4.5 Sindh Cultural Heritage
(Preservation) Act, 1994
The Sindh Cultural Heritage (Preservation) Act, 1994 is
the provincial law for the protection of cultural heritage.
Its objectives are similar to those of the Antiquity Act,
1975. None of the sites protected under this law has been
identified on the proposed M-9 highway.
SECTION 3
6 Of 11

3.4.6 Forest Act 1927
This act empowers provincial forest authorities to
declare any area as forest. The proposed project is not in
forest declared area; however, trees will have the prime
importance and their conservation will be considered
when the project is executed.
The Forestry Departments manage official forestry
reserves and have expressed concern about the level of
woodcutting, camel breeding which has taken place in
the area. The Proponent will be required to adopt
conservation practices at the proposed project site at the
preconstruction, construction, operation and
post‑operation stages.
3.4.7 Sindh Wildlife Protection
(Second Amendment)
Ordinance, 2001
Sindh Wildlife Department is responsible for protection
of wildlife in the Province. The Department's concerns
are limited to areas designated as game reserves,
national parks or wildlife sanctuaries and to protecting
species afforded protection under the law. So long as the
law is not being contravened they have no official
interest in activities carried on outside game reserves,
national parks and wildlife sanctuaries. The Department
nevertheless has the powers to halt illegal activities
outside the protected areas.
Sindh Wildlife Protection Ordinance 1972 was enacted
to protect wildlife resources of the province directly, and
other natural resources indirectly. It classifies wildlife by
degree of protection, i.e., animals that may be hunted on
a permit or special license, and species that are protected
and cannot be hunted under any circumstances. The
Ordinance specifies restrictions on hunting, and trade in
animals, trophies, or meat. The Ordinance also provides
for the creation of three classes of special protected areas:
National Parks (Section 15), Wildlife Sanctuaries (Section
14), and Game Reserves (Section 16).
The 2001‑Amendment to Sindh Wildlife Protection
Ordinance (1972) allows carrying out activities for
exploration of oil and gas in wildlife sanctuaries of
national park areas in the province. The Ordinance
relates to oil and gas exploration activities in Kirthar
National Park, which was declared protected area under
Sindh Wildlife Protection Ordinance 1972.
The Wild Birds and Animals Protection Act, 1992, the
West Pakistan Wildlife Protection Ordinance 1959, the
Wildlife Protection Rules and the Forest Act, 1927
provide for the protection of flora and fauna in the
territory, including vegetation and protected forests.
As the Project area does not have any wildlife protected
area in its vicinity nor does it fall under the flyway zone
of migratory birds, no provision of this law would be
applicable to it.
3.5 National
Environmental Guidelines
Environmental guidelines are developed and provided
by the environmental regulatory bodies to the general
public and project proponents, consultants, planners
and designers who comply with the guidelines in
various procedures of project materialization.
3.5.1 Environmental Assessment
Procedures 2000
The PEPA prepared the Pakistan Environmental
Assessment Procedures in 1997. The guidelines
pertaining to the review process of impact assessments
have been recently given regulatory status in the Review
of IEE and EIA Regulations 2000. The package of
regulations prepared by PEPA with relevance to this
EIA includes:
n Policy and Procedures for Filing, Review and
Approval of Environmental Assessments;
n Guidelines for the Preparation and Review of
Environmental Reports;
n Sectoral Guidelines for Environmental Reports-
Major Roads Project:
n Guidelines for Public Consultation
SECTION 3
7 Of 11

EIA M9 highway

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