world bank document · 2016. 7. 12. · draft final report (appraisal in progress) april 16, 2003...

Draft Final Report (Appraisal in Progress)

April 16, 2003

E752Volume 2

Pakistan Highway Rehabilitation Project

EnvironmentalAssessment SummaryPhase I & 11

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PHRP Environmental Assessment Suwnmary

Contents

1. Introduction .................................... 2

2. Project Description ................................... 4

Scope of Work Under Rehabilitation Projects ............... 4....... ...........4

Scope of Work Under Resurfacing Projects .5

Implementation Schedule ........... ................. 5. ..................... ...... 5

Land Acquisition Requirements ......... ................. . ... ..................... ........6

Construction Requirements. .......... ........... 6

Project Funding ............ 6. ............... .. . ................... ............ 6

3. Policy and Regulatory Requirements ............................... 6

National Regulatory Requirements ..... . ....................... 6..................... .6

World Bank Requirements ... 7............ . ........... ...................................... 7

Disclosure Requirements .............. 7.. ....... .. .. ............. ................... 7

4. Analysis of Alternatives ....................... 7

Alternative Transport Options ... .... .......... ................. 7... .......... .. ... 7

Alternative Highway Options .... 7... ... .......................................... 7

Project Corridor Design Alternatives ............................ .... 8

5. Environmental and Social Baseline ............................. 8

Physical Environment ........ . .......... ... ... ............... .. 8....... . .... 8

Ambient Air Quality .......... . ....................... 8..... ......... ..................... 8

Noise Levels ............................. ............ ........... ... 9................... .9

Biological Environment ......... ........ 9... ...... ... ............ ............. 9

Socioeconomic Environment ..................... 9 ........... ... ..................... 9

Encroachments and Building Structures Within the RoW .......... . ............ 9

6. Public Consultation ............................................. 9Highway Design .......... 0.. ............. ... .......... . . . ...... .. ....... ..lo

H ighw ay C onstruction ............ ........ . ......................................... 10

Highway Operation ........ ..... ... ............................. ....... 10

Land Acquisition and Resettlement ........ ................. .................... 10

7. Environmental Impact Assessment and Mitigation Measures .10

Borrow Pit Management and Topsoil Conservation . . . ............. 1 10

Location and Management of Project Facilities .......... ............................. 11

Enhancement and Maintenance of Avenue Plantation ... ..... 12

Obstruction of Corridor Drainage System .13

Impact on Cultural and Community-Owned Assets ..... ........... 14

Pedestrian and Traffic Safety .14

04/16/03

PHRP Environmnental Assessmxent Summary

8. Land Acquisition and Involuntary Resettlement ..................................... 15

Resettlement Policy Framework ....... ..... .... .. ... ..... . ... ..16

Resettlement Action Plan for Phase I ... .... . . .......................... . 17

Implementation Responsibilities ......... .... ... . ................ .. .... 17

Proposed Resettlement Costs ...e....d.. .. . ... ................................. ... 17Internal Monitoring Arrangements ...................... .18

Independent Resettlement Monitoring ................ .... .. .................. 19

9. Environmental Management Plan ............. 19

Institutional Arrangements for Project Implementation .................. ... . ....... 19Implementation Responsibilities ...... ... .. ..................................... ..20Internal Monitoring Arrangements ... 20.. .................................................. 20

Independent Environmental Monitoring ... ................................. 21Environmental Training and Institutional Strengthening .21Environmental Management Costs ... 21. . 21

Appendix A: Draft Resettlement Policy Framework ........................... A-1

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PHRP Enwvronmnen;al Assessment Sunmary

Exhibits

Exhibit 1: Project Corridor ..................................................... 3

Exhibit I: Sections Proposed for Irmprovement Under the PHRP .......... ...............4

Exhibit Ill: Summary of Environmental Management Costs ............................... 22

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PIRP Environnental Assessnient Sumnary

Acronyms and Abbreviations

ACW Additional carriageway

CBO Community-based organization

CO Carbon monoxide

DFO Divisional Forest Officer

EAS Environmental assessment summary

ECW Extended carriageway

EIA Environmental impact assessment

EMP Environmental management plan

EPA Environmental protection agency

GDP Gross domestic product

GM General Manager

GM LE General Manager Lands/Environment

GoP Government of Pakistan

ICB International competitive bidding

LAA Land Acquisition Act, 1894

LAC Land Acquisition Collector

NB Northbound

NEQS National Environmental Quality Standards

NGO Non-government organization

NHA National Highway Authority

NHTIP National Highways Improvement Program

NHMP National Highway and Motorway Police

NWFP Northwest Frontier Province

OD Operational directive

OP Operational policy

PAP Project-affected person

PD Project Director

PHRP Pakistan Highway Rehabilitation Project

PM Particulate matter

PR Pakistan Railways

RAP Resettlement action plan

RFP Resettlement policy framework

04/16/03 IV

PHRP Environmental Assessment Summlaary

RMP Rehabilitation and maintenance projects

RoW Right of way

RSP Resurfacing and strengthening projects

SA Social assessment

SB Southbound

SEA Sectoral social and environmental assessment

TA Technical assistance

USEPA United States Environmental Protection Agency

WHO World Health Organization

04/16/03 v

PHRP Environmental Assessment Summary

Environmental Assessment Summary

This document provides an overview of the environmental and social assessment of the WorldBank-supported Pakistan Highway Rehabilitation Project (PHRP), which is being prepared andimplemented in two phases THE DOCUMENT IS SUBJECT TO CHANGE DURING APPRAISAL BY

THE BANK. The following environmental and social studies are being used as a basis for thereview of the proposed project:

1. Sectoral Social and Environmental Assessment (SEA)

2. Environmental Impact Assessment (EIA) of Rehabilitation and Maintenance Projects,Phase I

3. Environmental Impact Assessment (EIA) of Resurfacmg and Strengthenig Projects,Phase I

4 Environmental Management Plan (EMP) for Rehabilitation and Maintenance Projects,Phase I

5. Environmental Management Plan (EMP) for Resurfacing and Strengthening Projects,Phase I

6 Social Assessment (SA), Phase I

7. Resettlement Policy Framework (RPF).

The documents listed above were prepared by independent ETA consultants contracted by theBorrower Draft final versions of these documents were submitted to the World Bank in March2003. Separate EIAs, EMPs, and SA reports will be submitted for the second phase of theproject.

The project is being prepared and implemented in a phased manner, given that pavementrehabilitation and resurfacing design solutions are by nature, time-sensitive. Existing highwaypavements deteriorate continuously under traffic, often at unpredictable rates. Rehabilitation andresurfacing designs become obsolete under traffic unless they are promptly implemented, leadingto huge contractor claims for variations and increases in cost.

In order to minimize this risk, as well as keep implementation manageable, the project proponent,ie, the National Highway Authonty (NHA) proposes to implement the project in phases. Ratherthan wait for the completion of the designs for the entire highway length to be financed under theproject (870 km) before implementing it-thereby losing time, incurring additional vehicleoperating costs, and risking further changes in pavement condition-the NnA proposes to take up385 km (44% of the total length) in the first phase, and the remaining m (one or more) subsequentphases, as and when designs, bid packages, and sites are ready. Broadly speaking, Phase II sub-projects are expected to follow Phase II sub-projects with a lag of about 12 months. The specificsections that fall under Phase I are based on the NI-IA's priorities, ie, sections needing urgentattention, the need to maintain a regional balance in the works being carried out, practicalconstruction sequencing, etc.

The requirement of the Bank's Operational Policy (OP) 4 12 have been satisfied This projectconsists of multiple sub-projects for which the zone of impact is broadly known, but precisesitting alignments cannot be determined until the outline designs are finalized. The NHA hasprepared a draft resettlement policy framework (attached as Appendix A), a resettlement actionplan for Phase I, an estimate of the total population to be displaced (about 300 project-affected

04/16/03

PIHRP Environmental Assessment Summary

persons), and overall resettlement costs. The Borrower will submit specific resettlement actionplans for the remaining phases for advance clearance by the Bank before undertaking theseworks.

1. Introduction

Pakistan's economic development depends on the improvement and modernization of itstransport systems, which contribute about 10% to the country's GDP. Inland freight andpassenger traffic have grown at an average annual rate of 10.6% and 4 4%, respectively, between

1991 and 2001 Virtually all this growth was handled by the road sector which now carries over95% of Pakistan's inland freight and 90% of the passenger traffic over a 250,000 km roadnetwork The 8,500-km-long national highway system managed by the NHA carries 75-80% ofPakistan's total commercial traffic. Primary traffic movements are concentrated along the 1,760-km National Highway N5 that stretches south to north across the Karachi-Lahore-Rawalpindi-Peshawar-Torkham corridor (see Exhibit I). Parts of this highway date back 500 years; it is themain corridor connecting the provinces of the NWFP, the Punjab, and Sindh, and serves morethan half of Pakistan's inter-city traffic It connects the northern parts of the country withinternational markets through the Karachi area ports that account for 96% of Pakistan's tradeThe Karachi-Hyderabad Super Highway (M9) provides an alternative route to the N5 fromKarachi to Hyderabad at the southern end of the corridor.

About half the national highway network is currently in poor condition due to accelerated trafficgrowth, very hligh axle loads, and inadequate maintenance. Unless this situation is immediatelyaddressed, the network will deteriorate rapidly over the next six years, causing a 32% increase inroad user costs. The Government of Pakistan (GoP) is implementing the National HighwaysImprovement Program (NHIP) to address the increasing degradation of the national highwaysystem, through the phased improvement of approximately 2,700 km of road The program willresult in a gradual reduction in average network roughness, leading to a 5% decrease in road usercosts- a saving of Rs 189 billion (USD 3.26 million) over a six-year period.

The project development objective of the World Bank-assisted Pakistan Highway RehabilitationProject is the sustainable delivery of a productive and efficient national highway systemcontributing to lower transportation costs. The USD 234-million-project supports the Borrower'sprogram by financing a distinct segment of NHIP works, sustaining essential reforms m thesector, as well as strengthening the capacity of the NHA. Under the project, 870 km of roadalong the N5 and M9 highways will be upgraded in two phases spread over 52 months.

The key environmental and social issues associated with this project are as follows:

I. Resettling approximately 300 squatters and vulnerable encroachers presently operattngbusinesses within the proposed construction limit of the project corridor

2. Appropriately locating temporary construction camps, asphalt plants, and waste disposalsites, and the environmental impact of operating these facilities

3 Regulating the procurement of borrow material and topsoil erosion during construction

4. Avoiding the obstruction of highway drainage system during construction and operation

5. Enhancement and mamtenance of avenue tree plantation

6 MinimTizmg the impact on cultural sites or structures and community-owned assets duringconstruction and operation

7 Ensuring pedestrian and traffic safety during construction and operation

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2. Project Description

The project finances the rehabilitation of approximately 534 km of the N5 and M9, andresurfacing of about 336 km of the N5. As indicated in Exhibit II, Phase I of the project includesthe rehabilitation of 211 km of road along four sections, and resurfacing of 174 km along twosections; Phase II includes the rehabilitation of 323 km of road along five sections, andresurfacing of 162 km along three sections. Rehabilitation and maintenance (RMP) projectsinvolve those sections of the project corridor that need major reconstruction work Resurfacingand strengthening (RSP) projects concern sections that are already built according to design, andessentially require asphalt overlay to extend their service life. The project also includes theimplementation of improved road sector policies to a) better target public sector investments, andb) provide stable and secure funding for road maintenance

Exhibit II: Sections Proposed for Improvement Under the PHRP

Rehabilitation and Resurfacing andMaintenance Strengthening

No. Highway Section Projects (km) Projects (km)

Phase I Phase Phase I Phase11 11

1. Karachi-Hyderabad a (ECW/NB) 30 18

2 Hyderabad-Hala (ECW/SB) 45 - - -

3 Hala-Moro (ECW/SB) 79 - -

4. Moro-Ranipur (ECW/SB) - 88 -

5 Bahawalpur-Multan (ECW/NB) - 71 - -

6. Mian Channu-Sahiwal (SB+NB) - 46 - 72(ECW) (ACW)

7. Sahiwal-Okara (ECW/ACW SB+NB) - - - 30

8. Lahore-Gujranwala (ECW/ACW SB+NB) - 100 - -

(two additional lanes)

9. Gujranwala-Kharian - - 57 (NB) -

(ECW/ACW SB+NB) 49 (SB)

10. Kharian-Rawalpindi (ECW SB+NB) - - - 60

11 Turnol-Chablat (ECW/ACW SB+NB) 57 - - -

12. Nowshera-Peshawar (ECW/ACW SB+NB) - - 68 -

Total 211 323 174 162

a All sections listed are part of the N5 except for Section 1, ie, a 48-km portion of the Karachi-Hyderabad Super Highway(Mg)

ECW Existing carriageway (original) SB SouthboundACW Additional carnageway (new) NB Northbound

Scope of Work Under Rehabilitation Projects

The N5 was originally constructed as a single carriageway, two-lane facility However, with thegrowth of traffic, it has been dualized over the last 15 years to four lanes with the construction of

a new carriageway. Most of the original carriageways sections were constructed on lowembankments, making the carriageway prone to distress on account of flooding and inadequate

04/16/03 4

PHRP Envzronnzental Assessment Sumnuny

drainage. The pavement surface is generally in poor condition, and shows signs of undulation,corrugation, and cracks. Many of the bridges and culverts that form part of the project corridorare poorly designed and ill-maintained. The existing highway sections generally lack publicamenities, such as service lanes in ribbon development areas, overhead crossings, zebra crossings,footpaths, bus bays, parking areas, and cautionary signage, etc. Many of the existingcarriageways of the project corridor have a number of unmanaged U-turns that have not beenproperly laid out. A number of intersections need to be remodeled m accordance with theenhanced design standards being proposed. The lack of adjacent side drains allows rainwater toaccumulate on the road or within the RoW along many sections. As part of the project, selectedsections will be upgraded to improve drainage The project also covers theconstruction/improvement of five bypasses

Rehabilitation works will involve the removal of the existing surface course; and raising,levelling, and strengthenmg with the placement of a 25-30 cm aggregate base overlaid with a 15-18 cm layer of asphalt concrete. Safety improvement include addressmg concerns identifiedduring a detailed road safety audit; convertmg sections from camber to cross-fall, raising the roadshoulder, and constructing service lanes and sidewalks to separate slow-moving traffic. Capacityimprovements include upgrading the Lahore-Gujranwala section from a four-lane to a six-lanefacility.

The civil works contract lengths vary between 39 and 100 km, and contract costs range fromUSD 8.7 and 36.7 million. A total of nine civil works contracts will be procured. five underPhase I, and four under Phase II. Each of these contracts is a design and build, lump sum, fixedprice contract based on outline designs and bid documents prepared by the NHA (through itsconsultant) that prescribe the road alignment, finished levels, and pavement layers

Scope of Work Under Resurfacing Projects

The highway sections proposed for resurfacing are already built according to acceptable designstandards: the roads are constructed on relatively high embankments along true lines and levels

with a proper cross-fall. Upgrade works therefore, will consist of relatively minor improvements.Resurfacing and strengthening will be carried out by placing an asphalt overlay across theproposed sections in order to extend their service life. The shoulders will be adjusted using anaggregate base layer and surface treatment to match the lines and levels of the carriageway. Thedrainage works along these sections require only minor repairs to augment their capacity. Thepublic amenities that exist along the proposed sections need upgrading, and additional cautionarysignage is required in sensitive areas near schools and hospitals.

The civil works contract lengths vary between 27 and 72 km, and contract costs range betweenUSD 2 7 and 8.4 million A total of seven civil works contracts will be procured four underPhase I, and three under Phase II. Each of these contracts is pre-designed and ad-measured

Implementation Schedule

The overall project implementation period will be 52 months. The procurement of all Phase Icontracts will be initiated in the fiscal year 2002-2003, with contract awards expected in early2003-2004. Phase II works are currently in the design phase and expect to be contracted about 12months after Phase I.

The estimated implementation period for rehabilitation works is about 52 months. This involvestwo phases staggered by 12 months. Following the contract award, each phase will span adetailed design period of four months, a construction period of 24 months, and a post-construction defect liability period of 12 months

The estimated implementation period for resurfacing works is about 41 months. This involvestwo phases staggered by 12 months Following the contract award, each phase will span a

04/16/03 5

PHRP Environmental Assessmlent Summary

preliminaries and setting-out period of two months, a construction period of 15 months, and apost-constructton defect liability period of 12 months.

Land Acquisition Requirements

The total land acquisition requirements for the permanent works proposed under the project arelimited to 4 ha. This land is required for the Matiari Bypass on the Hyderabad-Hala section, andthe acquisition process has already been initiated by the NHA. For all other sections,construction work will remain confined within the right of way (RoW). Apart from this,approximately 300 ha of land need to be temporarily acquired by the civil works contracts forproject facilities including campsites, parking areas for machinery, asphalt plants, and diversiontracks. About 200 ha of land will also be acquired to serve as borrow areas for extracting I Mm3

of earth fill for the rehabilitation of embankments. In both cases, the contractors will acquire thisland for the construction period, on lease outside the RoW through negotiations with privatelandowners on mutually acceptable terms.

Construction Requirements

Each contract package will require a workforce of about 139 skilled and semi-skilled people.Each RMP contract will require about 85 different types of machinery and plants, while each RSPcontract will require about 55. The number of construction workers' camps is estimated at 16,one under each contract. The materials used in construction include coarse aggregate, fineaggregate (sand), earth, water, asphalt, and cement. The aggregate material required will bemined from specified existing, licensed quarries. The Indus Basin's groundwater regime extendsacross much of the project area, and access to water for construction and campsite purposes is notexpected to be an issue.

Project Funding

The project has a total cost of USD 234.4 million, including foreign currency costs of USD 120million The IDA will finance USD 154 7 million (roughly 66%) of the project's total cost,including all foreign currency costs. The remaining financmig of USD 79.7 million will beprovided by the Borrower through a combination of budgetary financing from the Public SectorDevelopment Program and revenue collected in the recently established NHA-managed RoadMaintenance Fund.

3. Policy and Regulatory Requirements

National Regulatory Requirements

The key policy and regulatory requirements applicable to the project under Pakistan legislationare outlined below

* The Environmental Protection Act of Pakistan, 1997, makes it mandatory for the projectproponents to carry out an environmental impact assessment and incorporateenvironmental and social mitigation actions as part of the project planning.

* The National Environmental Quality Standards (NEQS) define limits for the pollutants inindustrial and municipal effluents, and in gaseous emissions from industries and vehicles.

* The Land Acquisition Act, 1894, regulates the acquisition of land and built-up property,and damage to other assets such as crops, trees, and infrastructure

* The Draft Resettlement Policy of the government addresses the rehabilitation andresettlement of displaced populations, providing a basis for managing the resettlementneeds arising from the project, once the policy becomes law.

04/16103 6

PHRP Environmental Assessment Sumntary

World Bank Requirements

The World Bank policies triggered by the project are outlined below

* Under the Bank's Operational Directive (OD) 4.01 (Environmental Assessment), thePHRP is classified as a Category 'B' project as it involves the rehabilitation of anexisting highway system-as opposed to new construction-and will have a limitedenvironmental impact.

* The Bank's OP 4 12 (Involuntary Resettlement) requires the project to ensure that thedisplaced population are compensated prior to relocation, supported during the transitionperiod, and assisted in restoring their former living standards and income-earnigcapacities. The project, which involves the resettlement of approximately 300 project-affected persons (PAPs), has been assigned a safeguard classification of S I.

Disclosure Requirements

In accordance with national regulatory requirements, environmental impact assessments of theproject's rehabilitation and resurfacing projects are being submitted to the federal environmentalprotection agency (EPA) and provincial EPAs under whose jurisdiction the proposed sectionsfall. Project clearance from the federal and provincial EPAs is expected in June 2003, prior tonegotiations.

The World Bank also requires project proponents to carry out public consultation with affectedstakeholders. In accordance with these requirements, copies of the project's draft safeguarddocumentation are being placed at the Bank's InfoShop; a second set of copies, including an Urdutranslation of the EAS are being placed in public libraries in Sindh and Punjab in April 2003.Drafts of all safeguard reports (including an Integrated Safety Data Sheet) are being madeavailable at the Bank's InfoShop, and in-country, accessible to project beneficiaries and localNGOs, with the Environmental Assessment Summary (EAS) translated mto the local language.

4. Analysis of Alternatives

As discussed earlier, road transport is the dominant mode of inland transport in Pakistan,currently carrying 95% and 90% of freight and passenger traffic, respectively. The N5 is theprincipal road connection between the northern and southern population centers of the country,and supports bulk of the freight movement associated with the imports into the country as well asexports

Alternative Transport Options

Although the Pakistan Railways (PR) main line runs parallel to the project corridor, the PRsystem faces serious constraints associated with non-commercial management, poor maintenance,and low system reliability. As a result, during the 1991-2001 decade, railway freight trafficdeclined by 2 3% annually, whereas passenger traffic stagnated. Improvements in the railwaysector require substantial changes in the institutional setup of the railways, and are difficult toachieve in the near term Inland water transport is not a practical alternative either, since Pakistandoes not have a functional inland water transport system due to non-perennial river flows, and theabsence of a system of locks at numerous river barrages, etc. Travel and freight costs for airtransport are too high for the sector to compete effectively with the road transport sector.

Alternative Highway Options

There are two Investment options available for improving the highway corridor in order to meetincreasmg transportation demands in this context One option is to develop a new highway/roadcorridor, while the other option is to improve the existing network. The second option is more

04/16/03 7

PHRP Environmental Assessment Summlary

viable in view of economic considerations and is consistent with the NIHA's present policy

objectives. The no-project option is not desirable as it would Impede national economic growth,

enhance environmental degradation, and lead to a deterioration of road safety conditions.

The two alternative north-south highway corridors are the existing N55 (the Indus Highway

located on the west bank of the river Indus) and the proposed Pakistan Motorway Although the

N55 is expected to relieve the N5 of a portion of its traffic, its utility will remain overshadowedby the N5 which passes through some of the most populous areas of the country and isagriculturally and mdustrially far more important. Although the motorway network is also

expected to divert a sizeable volume of fast-moving traffic, the motorway project is unlikely to be

completed by 2010 as originally envisaged, and is therefore not a practical alternative to the

project corridor.

Project Corridor Design Alternatives

Demarcating an alternative route would require vast amounts of land acquisition, disrupt rural

communities, interfere with established natural and agro-ecosystems, and result in furtherenvironmental and social degradation.

5. Environmental and Social Baseline

Physical Environment

Three sections of the project corridor fall within the Potohar Plateau towards the north- the

Kharian-Rawalpindi, Turnol-Chablat, and Nowshera-Peshawar sections are generally

characterised by undulating and heavily eroded topography and are bisected by a series of low

hill ranges The remaining sections of the corridor (Kharian to Hyderabad) consist of stretches of

level to nearly level alluvial plain formed by the deposits of the Indus and its four main

tributaries. Towards the east and south, the comdor is fnnged by the Cholistan and Thar deserts.

The bulk of the rainfall in the project corridor is received during the monsoon season between

July and September.

The Indus River, its five main tributaries (the Kabul, Jhelum, Chenab, Ravi, and Sutlej) and

minor tributaries (the Haro and Soan) intersect or lie close to the project corridor. Fairly wide

belts of groundwater exist along these rivers, and at shallower depths developed by seepage from

the Indus Basin's extensive canal system. The project corridor passes through predominantlyagricultural areas in the Punjab, the NWFP, and northern Sindh, containing a diverse range of

soils including sand, loamy sand, silt-loam, loam, clay-loam, and clay. The removal and

restoration of topsoil in these areas and the impact on agricultural productivity is likely to be of

concern. Towards the south, the soils become coarser and sandier, and towards Karachi, are

ridden with gravel and pebbles.

Ambient Air Quality

Data drawn from studies conducted for major urban centers in Pakistan was used to identify the

pollutants of concern. As air quality standards have not been introduced in Pakistan as yet, the

measured values of particulate matter (PM1o) and carbon monoxide (CO) were compared with

various international standards Hourly CO levels were found to average between 1 and 4 ppm

for typical 1 0-hour measurement periods, and peaked in the range of 2-7 ppm. Projected CO

levels over a 20-year period remained within the USEPA standard of 35 ppm. Hourly PM1 0

levels averaged between 74 and 206 ig/m3 for typical 1 0-hour measurement periods, and peaked

in the range of 89-242 ig/m3. Projected PM1 O levels surpass the USEPA standard of 150 ig/m3 at

all urban locations. Although current PM1O levels at rural locations remain below the USEPA

04/16/03 8


standard, they are expected to surpass 150 ig/m3 in the future, in areas with extensive ribbondevelopment.

The improvement of the existing highway in itself is not expected to mduce an increase in trafficand, correspondmgly, in vehicular emissions. In fact, better highway conditions will improve thespeed and flow of traffic along the corridor, leading to lowering of emissions and improvement inair quality m comparison to the no project option.

Noise Levels

Daytime and nighttime noise levels along the project corridor both average 65 dBA. Whencompared to the WHO noise guidelines that prescribe a nighttime limit of 55 dBA for the day and45 dBA for outdoor areas, the roadside noise level measurements for both day and night exceedthe WHO limit. However, noise levels remain well within the permissible limit of 85 dBAprescribed by the national standard for motor vehicles.

Biological Environment

In general, the areas traversed by the project corridor are poorly vegetated. About 98% of theproject corridor falls under tropical thom forest and sand dune desert. Much of this region hasbeen cleared for cultivation, and remnants of the origmal forest are heavily degraded as a result ofthe growing need for fuel wood, fodder, and timber. As levels of disturbance along the projectcorridor have been high and the areas accessible to humans for a long time, wildlife abundanceand diversity in protected areas is very low.

Socioeconomic Environment

The road sections selected for Improvement during Phases I and II extend through 24 distncts aswell as federal territory. The project corridor passes through a region (Punjab, Sindh, andNWFP) that collectively sustains almost 92% of the country's population. Apart from the citiesand towns located in the vicinity of the project corridor where economic diversity is relativelyhigh, the rural communities are essentially involved in agriculture or associated occupations.Scattered seasonal settlements of nomadic mdigenous people are located In the vicinity of theproject corridor in Sindh and Punjab. These indigenous peoples will not be affected by projectactivities, and may marginally benefit from employment opportunities made available by theproject. Accordingly, the Bank's OD 4.20 (Indigenous Peoples) will not be triggered under thePHRP.

Encroachments and Building Structures Within the RoW

A detailed census and socioeconomic survey carried out for the project's Phase I sectionsrevealed that a total of 588 building structures currently fall within the RoW of the Phase Isections. A census and socioeconomic survey for the Phase II sections is currently in progress.Structures of religious and cultural significance, including 24 mosques, 12 graveyards, and fourshrines also fall within the RoW of the project corrdor. A number of public utility structuresincluding 85 wells/hand pumps, 151 electricity and telephone poles, and 40 police check posts arealso located within the RoW. Culturally and historically important sites that fall in the vicinity ofthe project corridor are located more than 2 km from the proposed construction sites.

6. Public Consultation

Two stakeholder workshops were organized in Hyderabad and Lahore in 2001 by the project'sEIA consultants in order to solicit the views of 226 stakeholders on project-specific issues. TheAssociation of Road Users of Pakistan (ARUP) organized four regional meetings in 2000,involving 400 stakeholders to assess baseline performance indicators in Pakistan's road sector

04/16/03 9

PHRP EnvironmentalAssessment Summary

durmg the year 2000, seek initial inputs on the proposed design of the PHRP, and to draft termsof reference for the project's environmental and social assessment studies. In addition, roadsideconsultations and scoping sessions involving 520 and 82 people, respectively, were carrmed outbetween July 2001 and March 2002 along the proposed highway sections These involvedpedestrians, vehicle drivers, public transport passengers, roadside vendors and shopkeepers, localinhabitants, government officials, and NGO representatives. The main concerns raised bystakeholders, and subsequently addressed in the project's social and environmental assessment,are summanzed below

Highway Design

Design inadequacies such as unauthorized U-turns, the layout of side road intersections, anddifference in level of ACW and ECW, need to be resolved. Constructing more bypasses,pedestrian crossings, and service lanes will minimize accident risks. There need to be morepublic amenities, such as bus bays and toilet facilities along the highway. The general drainagesystem of the corridor needs to be improved, and road shoulders upgraded An extensive avenueplantation will help mitigate the impact of new construction on the area's natural vegetation.

Highway Construction

Project works should be completed in one stretch and without undue delays. During construction,traffic needs to be smoothly diverted to avoid congestion. Road construction material must not beindiscnminately dumped along the highway, and measures to minimize dust, smoke, and noisepollution should be adopted

Highway Operation

New legislation to control fuel quality, vehicular emissions, and traffic flow needs to beintroduced Traffic disorders and speed violations, in particular, should be better monitored.Highway operation needs to be made safer by erecting more cautionary signage There should bemore public amenities such as drinking water arrangements, streetlights, and roadside first aidcenters Cross-drainage pipes and culverts must be regularly cleaned, and rubbish prevented fromaccumulating along the highway. Commercial vendors and squatters should be discouraged fromencroachmg on the RoW.

Land Acquisition and Resettlement

Affected property occupants or owners need to be consulted when preparing a resettlement plan,and fairly compensated. Land acquisition should be carried out in accordance with the lawSquatters should be resettled before construction works begin: most squatters are willing to movefrom their present locations provided alternative land and financial assistance for new structuresis made available nearby within the RoW. However, many project-affected persons expresseddissatisfaction with the efficiency of the compensation system.

7. Environmental Impact Assessment and Mitigation Measures

Mitigation measures included in the draft EMPs to address the environmental and social concernsexpressed during public consultation are outlmed below The proposed mitigation measures,including a resettlement policy framework, are presently under discussion with variousstakeholders and PAPs and will be finalized after takmg their input into account.

Borrow Pit Management and Topsoil Conservation

Utilizing land for borrow areas will induce the following temporary and/or permanent changes inthe existing land use pattern, as well as in soil quality:

04/16/03 1 0


* The loss of the fertile plough layer at campsites and asphalt plants, and a drop in theelevation of borrow areas will decrease land productivity.

*. Soil erosion may also occur in workshop areas as a result of unmanaged runoff fromequipment washing-yards

* Potential conflicts may emerge with landowners regarding the restoration of borrowareas.

* Borrow pits and other landscape depressions if left open, may prove hazardous to humanbeings, livestock and wildlife.

* Open pits containing water are potential sources of mosquito breeding if left stagnant,and can create health problems.

* In the long term, high embankments become increasingly prone to soil erosion, causmgan increase in dust emissions, a fall in land productivity, and possible silting of nearbywater bodies.

Measures proposed to mitigate these impacts are outlined below:

* As far as possible, wasteland or natural areas with a high elevation will be demarcated forborrowing earth matenal.

p* The excavation of earth fill will be limited to an approximate depth of 50 cm.

* Where the use of agricultural land is unavoidable, the top 30 cm of the plough layer willbe stripped and stockpiled for redressing the land after the required borrow material hasbeen removed.

* Where deep ditching is to be carried out, the top 1 m layer of the ditching area will bestripped and stockpiled. The ditch will initially be filled with scrap material fromconstruction and then leveled with the stockpiled topsoil.

* Low embankments will be protected from erosion by planting indigenous grasses that canflourish under relatively dry conditions

* High embankments, ie, over 2 m, will be protected by constructing stone pitching or ariprap across the embankment.

* Ditches or borrow pits that cannot be fully rehabilitated will be landscaped to minilmizeerosion and to avoid creating hazards for people and livestock

* Landowners will be compensated according to the terms of lease agreements negotiatedwith the landowners, and the restoration actions agreed upon by the contractors will beduly camed out.

Location and Management of Project Facilities

The location and management of temporary project facilities, ie, campsites, equipment parkingand washing areas, asphalt plants, and access tracks will induce the following impacts:

* The air quality in and around the selected RMP sections will be affected by fugitive dustand emissions from construction machinery, asphalt plants, and vehicular traffic duringthe construction phase. Emissions may be carried over long distances, dependmg onwind speed and direction, the temperature of the surrounding air, and atmosphericstability.

* Surface and subsurface water resources in the proposed sections may be contaminated byfuel and chemical spills, or by solid waste and effluents generated by the kitchens andtoilets at construction campsites.

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PHRP Environmental Assessment Sumnmary

* Scanfied/scraped asphalt and concrete matenals, if not disposed of properly, maycontaminate soil resources.

*. The possible contamination of soil by oils and chemicals at asphalt plant sites, workshopareas, and equipment washing-yards may limit the future use of land for agriculturalpurposes.

To mitigate these impacts, the following measures will be carried out

* Project facilities will be located at a minimum distance of 500 m from existingsettlements, built-up areas, wildlife habitats, or archaeological and cultural monuments.

* Quarry areas and asphalt plants will be located at least 500 m downwind from populatedareas and contractors' camps, to minimize the impact of dust emissions. Plants will alsobe suitably equipped with dust control devices.

*. Asphalt, hot mix and batching plants will be equipped with dust control equipment suchas fabric filters or wet scrubbers to reduce the level of dust emissions.

* Construction camps will be established in areas with adequate natural drainage channelsin order to facilitate the flow of treated effluents

* Wastewater effluent from contractors' workshops and equipment washing-yards will bepassed through gravel/sand beds to remove oil/grease contaminants before discharging itinto natural streams.

* Construction workforces will be trained in the storage and handling of materials andchemicals that can potentially cause soil contamination.

* Solid waste generated during construction and at campsites will be properly treated andsafely disposed of only in demarcated waste disposal sites.

* Debris generated by the dismantling of existing pavement structures will be recycledsubject to the suitability of the material, or otherwise safely disposed of.

* Pre-laid impervious liners will be used while disposing of scarified/scraped asphalt inborrow pits and natural depressions, and then covered with soil. Alternative bids for thecomplete or partial recycling of the existing asphalt pavement will be considered from thelowest bidder during the tender process.

Enhancement and Maintenance of Avenue Plantation

Although certain sections of the project corridor lie near reserve forests, construction activitiesare not expected to affect surrounding vegetation to any significant degree Most of the forestslocated near the project corridor fall more than 500 m away from the highway However, treeclearing will be necessary along avenue plantations on sections where the carriageway needs tobe raised and widened under rehabilitation projects An estimated 1,150 mature trees will need tobe cleared in the course of two of the four rehabilitation projects planned under Phase I, ie,Hyderabad-Hala and Hala-Moro. The damage falls within a range of 0 4 to 0 5% of the existingtree population along the Phase I sections.

Measures proposed to mitigate the impact of construction, and to enhance the existing avenueplantation are described below

*. A tree plantation program has been incorporated into the outline project design tocompensate for the anticipated loss of vegetation during construction activities, and tohelp abate pollution caused by emissions, dust, and noise during highway operationUnder the program, approximately 915 avenue-km (330 plants/avenue-km) of trees will

04116/03 12

PIIRP Environmental Assessment Summary

be planted along the four Phase I RMP sections, 130 avenue-km along the two Phase IRSP sections; and approximately 1490 avenue-km along the Phase II sections.

* Establishing project facilities on waste/barren land rather than on forested oragriculturally productive land, will help minimize the clearing of trees.

* Trees or shrubs will be felled only if they impinge directly onto sites demarcated forpermanent works or necessary temporary works.

*o Construction vehicles, machinery and equipment will remain confined within theirdesignated areas of movement.

* The NHA will enter into agreements with the provmcial forest departments concerned toimplement the tree plantation program including the maintenance of saplings over a five-year period.

Obstruction of Corridor Drainage System

The project impact on the corridor's drainage system is outlined below:

* Natural streams and irrigation channels may become silted by borrow matenal (earth) inthe runoff from the construction area, workshops and equipment washing-yards.

* If cross-dramnage structures are not adequately maintained, culverts and water channelstend to become choked with debris and eroded soil, adversely affecting agricultural lands.

* Highway embankments tend to restrict cross-country drainage, causing the land on eitherside of the embankment to flood in case of heavy rains

* Surface run-off from the impervious surface of the carriageway can further aggravate theflooding of embankment sides.

To mitigate these impacts, the following measures will be carried out:

* Median drains will be designed with outlets leading into either natural streambeds oropen areas when no natural streams are located nearby.

* Outfalls for the highway median and side drains will be designed to safely dispose ofsurface run-off from the carriageway, and protect nbbon development areas andsettlements

* A number of bridges and culverts will be repaired/rehabilitated or constructed across thehighway embankments and across intersecting rivers, natural streams and canals toensure adequate waterways.

* High embankments along cross-drainage structures will be protected by constructingstone pitching or a riprap across the embankment.

* Earth and stone material will not be allowed to block existing cross-drainage structureson sections along or close to water channels.

* Retention work will be carried out on roadside drainage channels as per the drainagedesign to prevent silting.

* All cross-drainage structures, storm drains, and highway drainage systems will beperiodically cleared to maintain storm water flow

* The NHA will work with local tehsil (administrative unit) governments to prevent theaccumulation of solid waste and impoundment of water along highway drainage inletsand open drains.

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PHRP Environmental Assessmnent Summary

Impact on Cultural and Community-Owned Assets

The project impact on cultural sites/structures and community-owned assets located within theRoW is outlmed below:

*' Local water supplies will need to be tapped to meet campsite and constructionrequirements, bringing its use into competition with local use

* Noise generated by construction machinery and subsequently by vehicles during theoperation phase, is likely to affect sensitive receptors located within about 50 m of theedge of the highway. These include 21 schools and four health centers under Phase 1,none of which are currently protected by adequate noise barriers.

* Access to cultural sites such as mosques and graveyards/shrines, as well as roadsidebusinesses located within the RoW of the project corridor, may be hindered duringconstruction.

The following measures will be carried out in order to mitigate these impacts:

* Camps will be located at least 500 m away from the nearest local settlement to preventthe contamination of community-owned water resources.

* Conflicts, if any, related to the utilization of water for project purposes will be resolvedquickly by maintaining consultation and close liaison with local communities.

* Guidelines will be established to minimize the wastage of water during constructionactivities and at campsites.

* Raismg the level of boundary walls, constructing new walls or vegetation barriers forbuildings surrounding sensitive receptors such as schools and hospitals within about 50 mof the edge of the highway, will reduce the impact of noise generated during constructionand operation.

* Limiting construction activities to daylight hours in sections along densely populatedareas

* Under highway regulations, the construction of buildings is not allowed within 34 m fromthe centerline of the highway The NHA will strictly monitor such irregularities in future,and seek the assistance of the National Highway and Motorway Police (NHMP) inkeeping the highway clear of encroachments.

Pedestrian and Traffic Safety

The project impact on pedestrian and traffic safety is outlined below:

*. The general mobility of both local residents and their livestock, as well as the operatorsof roadside businesses and their clientele in and around the construction area is likely tobe hindered

* Unmonitored construction activities, eg, blasting or the operation of constructionequipment in unfenced construction sites, may create an accident risk for local residents,particularly their children

* Unchecked speeding may cause human and livestock injuries and fatalities as a result ofhighway accidents.

* The concentration of commercial activity along the project invariably causestraffic/safety hazards

* The lack of bus bays and parking areas encourages bus drivers to stop their vehicles onthe carriageway when collectmg passengers, creating hazards for oncoming traffic.

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PHRP Environmental Assessment Summaty

Measures proposed to mitigate these impacts are described below:

* Highway safety audits and improved road markings/signage have been included in theoutline design, and accident-prone junctions and other sites demarcated in order toimprove the horizontal and vertical geometry, and reduce conflicting movement dunngoperation, particularly along inhabited stretches of road.

*. Provisions for highway safety facilities to reduce the safety risks faced by pedestriansinclude.

D Improved intersections on side roads and village tracks, and elminatmg bottlenecks.

• Roadside furmiture and traffic control devices, including information and cautionarysignage particularly where the highway lies near inhabited or protected areas.

D Public facilities, including bus bays with passenger waitmg sheds and latrmes,service lanes, footpaths, pedestrian-crossing facilities, and fences.

D Traffic diversion routes, detour roads, and temporary pedestrian/livestock crossingsto be operational during construction

* Displaying warming signs along the work site, fencmg off work sites near denselyinhabited settlements; communicating advance warnings to local communities prior toany blasting; and using protective devices (eg, wire containment mats) to enhanceblasting safety.

* As far as possible, construction work will be coordinated such that one carriageway at atime is upgraded on any one section, leaving the other available to serve dual traffic.Special attention will be paid to sections where ribbon development is extensive, such asthe Turnol-Chablat section.

*. Traffic management plans will be prepared and implemented by the NHA in conjunctionwith the NHMP and roadside commuters to reduce congestion and traffic hazards.

* The NHA in conjunction with the NIHMP will initiate a road safety awareness campaignamong roadside communities settled along project reaches.

* The NHA will negotiate improved roadside facilities for road users, with major oilmarketing companies and other service providers operating along the main highways.

8. Land Acquisition and Involuntary Resettlement

As mentioned in Section 2, the bypass at Matiari on the Hyderabad-Hala section in Sindh is theonly segment where 4 ha of land needs to be acquired to extend the RoW. This process hasalready been initiated by the NHA. Under Phase I, there are 28 structures that fall within theproposed construction limit, ie, 16 on the Hyderabad-Hala section and 12 on the Hala-Morosection. All 28 are commercial units; their removal will affect the business income of a total of36 PAPs. An initial estimation based on preliminary surveys of the project corridor indicates thatduring Phase II, approximately 200 structures falling within the proposed construction limit willneed to be relocated Under Phase I, there are no building structures of religious or cultural valuethat fall within the proposed construction limit. Field surveys carried out in seven of theproposed sections indicate that construction works will not disrupt any public infrastructure underPhase I. The project's RSP contracts will not entail any resettlement during either Phase I or 11,since all squatters' settlements lie outside the proposed construction limit.

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PHRP Environmtental Assessmnent Summary

Resettlement Policy Framework

The NIA will procure the land and built-up property required under the project either bynegotiating prices and terms of procurement directly with the landowners, or under the processdefined by the Land Acquisition Act, 1894 (LAA). A resettlement policy framework (RPF) wasdeveloped to define compensation for land and built-up property under the requirements of theLAA, the Draft National Resettlement Policy, and World Bank policies, and for resettling PAPsThe basic provisions of the RPF are described below (the complete draft framework is attached asAppendix A):

* The loss of privately owned land will be compensated in cash based on the valuationprocess laid out in the LAA under non-emergency situations

> The compensation amount determined under the Act will take into account the landtype, productivity, location, and record of past transactions.

> If the loss of privately owned land extends to area under crops or trees, the concernedgovernment departments will value these assets on the basis of the most recentsurvey.

* The loss of privately owned, built-up property will be compensated in cash on areplacement-cost basis net of salvage value and inclusive of the cost of shifting.

*' Squatters and vulnerable encroachers (both owners and tenants) operating businesseswithin the proposed construction limit will be resettled within the RoW to re-establishtheir business in the vicinity of their original operating space. Encroachers are defined as'vulnerable' if their annual income falls below the poverty line, currently set by recentstudies at Rs 7,800 per capita (USD 135), and will be eligible for assistance in case theirlivelihoods are affected by the removal of their encroachments falling within theconstruction limit.

> Squatters/vulnerable encroachers whose structures cannot be moved out of theproposed construction limit and re-established further back in the RoW will beprovided new 8 x 8 ft (or equivalent) klosks leased for a ten-year period-renewableby mutual agreement-at Rs 400 (USD 6.90) per month

> All squatters/vulnerable encroachers will be provided assistance in shifting theirbelongings and/or salvageable material to theLr new operating locations

> In exceptional circumstances where new kiosks are not provided at the time ofshifting, eligible squatters/vulnerable encroachers will be exempted from leasepayments for a period that is twice the disturbance period (ie, the period from thedate of shifting to the date of resettlement into the new kiosks).

> In case new kiosks are not provided within two months of shifting, eligiblesquatters/vulnerable encroachers will be provided livelihood assistance at the rate ofRs 5,000 (USD 86 21) per month until such time as the new kiosks are madeavailable.

* Labor employed by squatters/vulnerable encroachers will be protected by making theiremployers' livelihood assistance conditional on their employees being retained.

* Squatters whose assets need to be cleared from the proposed construction limit will beassisted in shifting the salvaged material to a location withm 5 km of the originallocation.

* Squatters will be allowed to salvage the wood from trees that fall within their compoundsin the proposed construction limit.

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* Mosques that need to be relocated from within the proposed construction limit will becompensated in cash on a replacement-cost basis net of salvage value, and assistance willbe provided in shifting any salvageable material.

* Graves or shrines will be shifted from the proposed construction limit as required to thenearest appropriate location in consultation with the community.

Resettlement Action Plan for Phase I

Of the 28 structures falling within the proposed construction limit under Phase I, 16 are mobile(14 on the Hyderabad-Hala section and 2 on the Hala-Moro section) and can be moved out of theproposed construction limit and further back within the RoW without damage. The NHA willcompensate and help resettle the owners of a further nine structures that need to be dismantled,one of which includes an encroacher judged to be vulnerable and hence entitled to resettlementand shiftmg assistance. A total of 25 businesses will be entitled to shifting assistance. Theremaining three structures are encroachments owned by non-vulnerable business operators andwill be removed.

The project's resettlement action plan (RAP) was prepared by an independent EIA consultant onthe basis of extensive consultation with the 36 PAPs settled on the Hyderabad-Hala and Hala-Moro sections. An Urdu translation of the RPF is currently being prepared for dissemination andconsultation among the PAPs concerned A RAP for Phase II will be prepared later inaccordance with the RPF and subject to clearance by the Bank

Implementation Responsibilities

The NHA's Manager Lands will be responsible for managing the acquisition of land, andresettling PAPs. The construction of alternative kiosks in the RoW and provision of shiftingassistance to PAPs will be the responsibility of the construction contractors, as specified m theproject's RPF, and included m the terms of the construction contracts. Signing and managing theklosk leases will be the responsibility of the NHA's Deputy Project Coordinators, ie, NI-A staffdesignated to manage particular contracts

Proposed Resettlement Costs

Under Phase I, nine new kiosks will be constructed to accommodate eight displaced squatters andone vulnerable encroacher whose structures cannot be moved any further back from their currentlocation in the RoW. The cost of PAPs' resettlement under Phase I (including livelihoodassistance if required) is estimated at Rs 570,000 (USD 9,828), and includes a contingency sumof Rs 95,000 (USD 1,638). In addition, a provisional sum of Rs 6,646,000 (USD 114,586) hasbeen earmarked for relocating public utilities, mosques and graves that could potentially beaffected in the RoW. The proposed total resettlement budget for Phase I will therefore be Rs 7.22

million (USD 0 12 million).

Under Phase 11, approximately 200 new kiosks will be constructed to accommodate displacedsquatters/vulnerable encroachers whose structures cannot be moved any further back from theircurrent location in the RoW. The cost of resettling 200 PAPs (including livelihood assistance ifrequired) is Rs 9,200,000 (USD 158,620). In addition, the estimated cost of relocating publicutilities, mosques and graves will be Rs. 10,226,000 (USD 176,310). The estimated totalresettlement budget for Phase II will therefore be Rs. 19.37 million (USD 0.33 million). Theestimated cost of land acquisition under Phase II is Rs 0.5 million (USD 8,620). However, noland acquisition costs or cash compensation will be covered by the Bank as part of this project

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PIIRP Environmental Assessment Summaty

Internal Monitoring Arrangements

A resettlement monitoring committee consisting of the NHA's Director Maintenance of theconcerned region and Manager Environment will monitor the land acquisition and theresettlement process to evaluate compliance with the resettlement policy framework adopted

under the project. The committee will be assisted by a resettlement specialist provided by theSupervision Consultant under the latter's terms of contract. Specifically, the resettlementmonitoring committee will monitor the following activities to ensure that they are carrled out

transparently and according to acceptable standards and in compliance with the agreed RPF andRAP:

* Identifying and verifying PAPs on the basis of specified documents

* Confirming the census cut-off dates to determine which PAPs are entitled tocompensation

* Identifying which public facilities and utilities need to be relocated

* Identifying suitable relocation sites for PAPs within the RoW

* Carrying out a consultation and dissemination campaign with regard to compensationprocedures, entitlement packages, and proposed alternative resettlement sites

* Establishing a grievance redressal committee to ensure fairness and transparency duringthe resettlement process

* Surveying the replacement value/market prices of different kinds of affected assets

* Preparing a joint on-site inventory and valuation of the affected assets of individual PAPs

* Preparing individual entitlement files

* Preparing and approving compensation budgets

* Ensuring an adequate notice period is given to PAPs before shifting

* Constructing alternative kiosks within the RoW prior to shufting PAPs and handing theremaining section to the contractor

* Signing kiosk leases, and recording compensation payments in case of delays

* Providing shifting assistance to displaced squatters

* Timing the vacation of structures within the proposed construction limit by PAPs.

These activities will be monitored in terms of the following indicators

* Process indicators

D Number of PAPs to be resettled

D Census cut-off dates

D Number of public facilities and utilities to be relocated

D Location of alternative resettlement sites

> Replacement value/market prices of different kinds of affected assets

D Span of notice period given to PAPs

* Output indicators.

D Individual entitlement files

> Compensation budgets

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PHRP Environmental AssessmentI Summary

D Number and value of PAPs' affected assets

D Number of new kiosks constructed

D Number of kiosk leases signed

D> Record of compensation payments in case of delays in relocation

D Time penod between vacation of onginal structures and relocation to new kiosks

* Impact indicators:

D Feedback from PAPs during consultation, on compensation procedures, entitlementpackages, and proposed alternative resettlement sites

> Number of grievances recorded and resolved by the grievance redressal committee.

The resettlement monitoring committee will be responsible for submitting a monthly progressreport on the implementation of the RPF and RAP to the NHA's General Manager (GM)Operations, copied to the Member Operations, the World Bank, and the concerned EPA.

Independent Resettlement Monitoring

In addition to internal monitoring by the NHA, the resettlement monitonng committee, mconsultation with the concerned EPAs, will engage independent monitoring agencies includingNGOs and/or local community-based organizations (CBOs) operating along various projectreaches to verify the efficacy and ensure the transparency of the compensation and resettlementprocess carried out by the NRA. These NGOs/CBOs will be engaged on the basis of well-defined criteria including their experience and resources, against specific terms of reference toensure the widespread monitoring of the project's compliance with the RPF/RAP. The NHA willprovide the necessary logistical support to NGOs/CBOs to facilitate them in the monitoringprocess. The NGOs/CBOs engaged for independent monitoring will also report their findings ona monthly basis directly to the GM Operations, copied to the Member Operations, the WorldBank, and concerned EPA.

9. Environmental Management Plan

An environmental management plan (EMP) has been developed for the project that will help theNHA address the adverse environmental impacts, enhance project benefits, and introducestandards of good environmental and social practice. The primary objectives of the EMP are todefine the responsibilities of project proponents, contractors and other role players; identifyinstitutional capacity strengthening measures including training requirements at various levels;and define a monitoring mechanism and parameters to ensure that all mitigation measures areeffectively implemented.

Institutional Arrangements for Project Implementation

At the highest level, oversight for the project will be provided by a Steering Committee consistingof the Chairman NRA, Member Operations, Member Finance, and Member Planning. TheNHIP's Program Management Unit headed by a project director will serve as secretariat to theSteering Committee, with the Project Director responsible for day-to-day project management.The Project Director will be supported by a project coordinator in each of the provinces, assistedby deputy project coordinators assigned to individual contracts for highway sections.

The General Manager Planning and his staff are responsible for supervising the design consultantwhen preparing the outline design and tender documents; hirng an independent firm to carry outthe required environmental and social assessments of each project; hiring contractors andawarding contracts for detailed engineenng and construction through the contracts section, and

04/16/03 19

PHRP Environmental Assessmenit Summary

coordinating with the GM LE to ensure that the environmental concerns identified in the EIA areincorporated mto the highway design.

A Supervision Consultant appointed by the NIHA under international competitive bidding (ICB)will be responsible for monitoring the performance of the project's contractors, and ensuring thatall contractual obligations related to design, construction, and environmental and socialcompliance as specified in the EMP are met

The GM LE and his staff are responsible for supervising environmental and social assessments,and providing substantial inputs and guidance to the General Manager Planning in preparingengineering design and tender documents The GM LE is also responsible for having EIAsapproved by the EPAs concerned, developing the entitlement policy framework for resettlement,and conducting surveys to determine resettlement requirements.

Implemnentation Responsibilities

With the exception of avenue plantation, the construction contractors will be responsible forimplementation of the mitigation measures included in the detailed design and during highwayconstruction, as specified in the EMP and included in the terms of thc construction contracts.During the operations stage, the NHA will conclude agreements with the provincial forestdepartments to enhance and manage the avenue plantations proposed under the project. Theagreements will include a one-year plantation period followed by a four-year maintenance period.A plantation committee consisting of the Divisional Forest Officer of the provincial forestdepartment concerned, and NHA's Deputy Project Coordinator and Deputy Director Maintenancewill supervise the plantation and maintenance of trees along the project corri dor

Internal Monitoring Arrangements

An environmental monitoring committee consisting of the Director Maintenance of the concernedregion and the Manager Environment will monitor compliance with the project EMPs. Thecommittee will be assisted by an environmental specialist provided by the Supervision Consultantunder the terms of contract of the Supervision Consultant. The environmental specialist will havepostgraduate qualifications in environmental management, and at least five years of expertence inintegratmg environmental and social issues into the design, construction and operation of nationaltransport projects. Specifically, the environmental monitoring committee will monitor thefollowing activities to ensure that they are carried out according to acceptable standards:

* Monitormg the progress of the project in accordance with the planned schedule ofactivities

0 Assisting resident site engineers by providing environmental inputs in changes inengineermg design and developing mitigation measures

*i Documenting the implementation of the environmental process

* Liaising with other institutions, including the EPAs and the World Bank in the context ofenvironmental compliance

The environmental monitoring committee will have the following authority:

* Access to all relevant project documentation

* Access to all orders issued for the appointment of and terms of reference relating to allproject contractors and the Supervision Consultant

* Access to all records maintained by the contractors and Supervision Consultant

* Freedom to inspect the project works under execution

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PHRP Environmental Assessment Si,nmawy

*. To document the circumstances requinng the application of alternative cost-effectivemitigation measures

*. To appoint specialists to monitor and resolve unanticipated social and environmentalproblems

*. To carry out any other activities arising from the implementation of the EMP.

The environmental monitoring committee will be responsible for submitting a monthly progressreport on the implementation of the EMP to the GM Operations, copied to the MemberOperations, the World Bank, and the concerned EPA.

Independent Environmental Monitoring

Independent monitoring agencies including NGOs/CBOs operating along various project reachesand responsible for monitoring land acquisition and resettlement as discussed in Section 8, willalso be responsible for monitoring compliance with the EMPs and reporting their findings to on amonthly basis directly to the GM Operations, copied to the Member Operations, the World Bank,and concerned EPA.

Environmental Training and Institutional Strengthening

An environmental training and technical assistance (TA) program will be carried out to build thecapacity of the NHA and key stakeholders to effectively implement this EMP, as well as tofacilitate the improved environmental management of future highway projects. The programincludes overseas training for key NHA staff in countries with well-established environmentalmanagement systems for highway design, construction and operation.

The NHA will engage an international technical assistance (TA) consultant to manage theenvironmental training program. The objective of the TA will be to help establish appropriatesystems, and to train senior NHA staff responsible for managing environment, operations, andplanning, who can then impart training at a broader level within and outside the NHA (ie, thetraining of trainers).

The Supervision Consultant will train his own staff to conduct monitoring and compliancereporting, and will also train the contractors' staff in carrying out routine monitoring. In additionto the training arranged and imparted by the TA Consultant, the Supervision Consultant will trainthe staff workmg under the project's contractors and the NHA's Deputy Project Coordinator, inenvironmental compliance and the daily monitoring of construction projects.

The project finances an Institutional Strengthening Plan that will help build the capacity of theNHA. The plan will include the appointment of dedicated environmental and social staff withclearly defined qualifications, responsibilities, and authority.

Environmental Management Costs

Cost estimates of mitigation and other environmental management measures for Phase I and H,are summarized in Exhibit III All these costs have been incorporated into the project budget.Cost estimates for Phase II have been calculated by prorating Phase I costs relative to thehighway lengths being upgraded under Phase 11, using a factor of 1 5 for RMP sections, and afactor of 0 9 for RSP sections As mentioned in Section 8, the estimated cost of land acquisitionis Rs 0 5 million (USD 8,620). However, no land acquisition costs or cash compensation will becovered by the Bank as part of this project

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PHRP Environmental Assessment Summlary

Exhibit III: Summary of Environmental Management Costs

Mitigation Area Description Quantity Cost, Budget DetailsRs million ComponentDeal

Mitigation Costs for RMP Phase I

Noise mitigation measures 3,500 rft 3 50 Civil works 10 ft high wall to act as noisebarrier, @ Rs 1,000/rft

Air quality and noise Avenue plantation 915 avenue- 43 65 Project 5-year plantation andmitigation km budget maintenance @ Rs

30,000/avenue-km for allsections except Karachi-Hyderabad, where harsherconditions will require a budgetof Rs 57,000/avenue-km

Resettlement Provision of new kiosks, compensation for disturbance, - 7 22 Civil works + See Social Assessment Phase Ishifting costs etc project for details

budget

Subtotal 54.37

Mitigation Costs for RSP Phase I


Air quality and noise Avenue plantation 130 avenue- 3.90 Project 5-year plantation andmitigation km budget maintenance @ Rs

30,000/avenue-km for allsections

Subtotal 7.3

A Subtotal Phase I 61.67

Continues

04/16/03 22


Continued

Mitigation Area Description Quantity Cost, Budget DetailsRs million Component

Mitigation Costs for RMP Phase II




Resettlement Provision of new kiosks, compensation for disturbance, - 19 37 Civil works + See Social Assessment forshifting costs etc project Phase I, plus preliminary

budget census data for Phase II sub-projects for detail

Subtotal 65.88

Mitigation Costs for RSP Phase II

Noise mitigation measures 3162 rft 3 16 Civil works 10 ft high wall to act as noisebarner, @ Rs 1,000/rft



Subtotal 6.67

B. Subtotal Phase il 72.56

C. Land Acquisition To be acquired for Matiari Bypass 4 ha 0 5

D. Noise Monitoring Costs for Phase I and II

Noise monitoring equipment - 0.12 Project budget

E. TA and Staff Training

Staff training TA and training costs - 21 60 Project Estimated $ 200,000 for TA andbudget $ 160,000 for training

Total environmental management cost 156.44 (approx. 2.7 million USD)

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Appendix A: Draft Resettlement PolicyFramework

This appendix contains the draft RPF version dated April 13, 2003 (see following page). THERPF IS SUBJECT TO CHANGE DURING APPRAISAL BY THE BANK

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Definition of PAP Definition of Entitlement Additional Facilities Actions Responsibility

I Loss of Privately Owned Land

Owner of land as verified Cash compensation in Provincial revenue staff (tehsildars) will carry out a survey of Land valued based on a fair LAC3by updated revenue record accordance with the market value land prices based on recent transactions of similar lands, market price as determined

following the acquisition process registered for the preceding one year around locations where by the LAC following thelaid out in the LAA1 under non- the land is to be acquired acquisition process laid out inemergency situations, keeping in the LAA2

view the land type, productivity,location, and record of pasttransactions

Compensation for loss of crops Crops, fruit-bearing and other trees valued by respective Land class updated based on LAC andand trees as provided in the LAA departments a cut-off date department

concerned

In addition to the market value of the land, the owner of the Compensation paid promptly, LACland will be entitled to an additional sum of 15% of the land in accordance with the LAA,value if the acquisition was compulsory and prior to takeover of land

Transfer deed and title LAC and NHAchanged from the originalowner to NHA

11 Loss of Private, Built-up Property

Owner of property based Cash compensation on a Replacement cost net of LACon verified documents replacement-cost basis net of salvage value assessed in

salvage value and inclusive of accordance with the schedulecost of shifting of rates of the provincial

Buildings and RoadsDepartment, inclusive ofcurrently applicable premium

Continues

1 Land Acquisition Act, 1894

2 Section 9(2) of the LAA requires ' all persons interested in the land to appear personally or by agent before the Collector. to state the nature of their respective interests inthe land and the amount and particulars of their claims to compensation for such interests

3 Land Acquisition Collector

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Continued


Compensation paid promptly, in accordance LACwith the LAA, and prior to takeover of land

Structure to be demolished once NHAcompensation amount has been released

III Loss of Squatters' and Vulnerable Encroachers'4 Commercial Structures Within Col

Squatter-owner operating Squatter-owners to be resettled New kiosks (8 x 8 ft or equivalent) will be NHA to keep provision in the construction NHAbusiness within the RoW to re-establish constructed for eligible squatter-owners, ie, contract budget for the construction of new

their business in the vicinity of whose structures cannot be moved out of the kiosks and to finalize their locations intheir original operating space Col and re-established further back in the RoW consultation with PAPs

Kiosks will be leased to eligible squatter- NHA to finalize lease rate based on a NHAowners for a ten-year period, at Rs 400 per consultative process taking into account the

5month , without requiring any down payment willingness and capacity of squatters to pay

NHA to hand over sites for new kiosks to the NHA andcontractors immediately following the signing contractorof the contract, thereafter NHA will not handover the remaining construction site withinthis reach to the contractors until these kioskshave been constructed

NHA to notify affected squatter-owners of NHAplanned relocation at least two months priorto the date of shifting

Continues

4 Encroachers are defined as 'vulnerable' if their annual income falls below the poverty line, currently set by recent studies at Rs 7,800 per capita (USD 135)

5 (i) The lease rate covers provision of kiosk only, (ii) Lessees will make their own arrangements for electricity provision where needed, and bear related costs directly, (iii)where clusters of 10 or more kiosks are located in an urban area falling within the jurisdiction of a municipality, NHA will enter into an agreement with the concernedmunicipality for provision of water connection and sanitation services to these kiosks at prevailing municipal rates Lessees will pay applicable charges directly to themunicipality, (iv) at other locations, NHA will install a hand pump for provision of water - wherever there are two or more kiosks located together, without access to an existingwater source within a distance of 50 meters The lessees will be responsible for operation and maintenance of this facility, as well as for maintaining sanitary conditions in thevicinity of their kiosks

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Continued

Definition of PAP Definition of Entitlement Additional Facilites Actions Responsibility

NHA to ensure that eligible squatter-owners NHAare provided kiosks before they are shiftedfrom their current location, and all affected,squatter-owners are provided shiftingassistance

Owner allowed to salvage Assistance in shifting belongings/salvageable NHA to keep provision in the construction NHAbuilding material material will be provided to all squatter-owners contract budget for assistance in shifting

operating in the Col 1

In exceptional circumstances where new kiosks NHA to forego lease payments to NHAare not provided at the time of shifting, eligible compensate for delays in resettlementsquatter-owners will be exempted from leasepayments for a period that is twice thedisturbance period (ie, the period from the dateof shifting to the date of resettlement into thenew kiosks)

In case new kiosks are not provided within two Livelihood assistance to be paid by NHA on a NHAmonths of shifting, eligible squatter-owners will monthly basis (NHA to keep provision in thebe provided livelihood assistance at the rate of local component of project cost /RMF budget)Rs 5,000/month until such time as the newkiosks are made available

Vulnerable encroacher- As for squatter-owners above, As for squatter-owners above As for squatter-owners above. NHA will As for squatter-owner operating business provided that the livelihood of the determine whether or not the encroacher's owners above

vulnerable encroacher-owner is livelihood is affected by the removal ofadversely affected by the removal encroachment in consultation with theof the encroachment vulnerable encroacher

Squatter-tenants operating Squatter-tenants to be resettled New kiosks (8 x 8 ft or equivalent) will be NHA to keep provision in the construction NHAbusiness within the RoW to re-establish constructed for eligible squatter-tenants, ie, contract budget for the construction of new

their business in the vicinity of whose structures cannot be moved out of the kiosks and to finalize their locations intheir original operating space Col and re-established further back in the RoW consultation with PAPs

Continues

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Continued


Kiosks will be leased to eligible squatter- NHA to finalize lease rate based on a NHAtenants for a ten-year period, at Rs 400 per consultative process taking into account the

6month, without requiring any down payment willingness and capacity of squatters to pay

NHA to hand over sites for new kiosks to the NHA andcontractors immediately following the signing contractorof the contract, thereafter NHA will not handover the remaining construction site withinthis reach to the contractors until these kioskshave been constructed

NHA to notify affected squatter-tenants of NHAplanned relocation at least two months priorto the date of shifting

NHA to ensure that eligible squatter-tenants NHAare provided kiosks before they are shiftedfrom their current location, and all affectedsquatter-tenants are provided shiftingassistance

Assistance in shifting belongings will be NHA to keep provision in the construction NHAprovided to all squatter-tenants operating in the contract budget for assistance in shiftingCol 1

In exceptional circumstances where new kiosks NHA to forego lease payments to NHAare not provided at the time of shifting, eligible compensate for delays in resettlementsquatter-tenants will be exempted from leasepayments for a period that is twice thedisturbance period (ie, the period from the dateof shifting to the date of resettlement into thenew kiosks)

Continues

6 (i) The lease rate covers provision of kiosk only, (ii) Lessees will make their own arrangements for electricity provision where needed, and bear related costs directly, (iii)where clusters of 10 or more kiosks are located in an urban area falling within the jurisdiction of a municipality, NHA will enter into an agreement with the concernedmunicipality for provision of water connection and sanitation services to these kiosks at prevailing municipal rates Lessees will pay applicable charges directly to themunicipality, (iv) at other locations, NHA will install a hand pump for provision of water - wherever there are two or more kiosks located together, without access to an existingwater source within a distance of 50 meters The lessees will be responsible for operation and maintenance of this facility, as well as for maintaining sanitary conditions in thevicinity of their kiosks

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Continued


In case new kiosks are not provided within two Livelihood assistance to be paid by NHA on a NHAmonths of shifting, eligible squatter-tenants will monthly basis (NHA to keep provision in thebe provided livelihood assistance at the rate of local component of project cost /RMF budget)Rs 5,000/month until such time as the newkiosks are made available

Vulnerable encroacher- As for squatter-tenants above, As for squatter-tenants above As for squatter-tenants above NHA will As for squatter-tenant operating business provided that the livelihood of the determine whether or not the encroacher's tenants above

vulnerable encroacher-owner is livelihood is affected by the removal ofadversely affected by the removal encroachment in consultation with theof the encroachment vulnerable encroacher

Absentee squatter-owner Allowed to salvage facilities and NHA to notify affected absentee squatter- NHAnot operating business materials owners of planned relocation directly or

through a public notice at convenientlocations at least two months prior to the dateof shifting

IV Loss of Livelihood

Workers employed by The livelihood assistance to be provided to Livelihood assistance to be paid by NHA on a NHAsquatters and vulnerable eligible squatter-owners, vulnerable monthly basis (NHA to keep provision in theencroachers encroachers, and tenants (Rs 5,000/month in local component of project cost/RMF budget)

case of delays in resettlement exceeding twomonths), will be conditional on their retainingthe workers employed in their business

V Loss of Community/Privately-Owned Utilitiesa

Squatter-owner Allowed to salvage facilities NHA to notify affected squatter-owners of NHAplanned relocation at least two months priorto date of shifting

Assistance in shifting salvaged material to a NHA to keep provision in the construction NHAlocation within 5 km of the original location contract budget for assistance in shifting

NHA to ensure that squatter-owners are NHAprovided shifting assistance before they areshifted from their current location

Continues

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PHRP Environmental Assessment Sunmmary

Continued


VI Loss of Trees Owned by Squatters

Squatter-owner or tenant Allowed to salvage trees/wood NHA to notify affected squatter- NHA

as applicable owners/tenants of planned relocation at leasttwo months prior to date of shifting

VIl Loss of Culturally Significant Structures

Existing mosque Cash compensation on a Replacement cost assessed in accordance NHA

committee or /mam replacement-cost basis net of with the latest schedule of rates, NHA to keepsalvage value provision in the local component of project

cost/RMF budget for providing cashcompensation

NHA to arrange space at the nearest NHA to keep provision in the local component NHAappropriate location to re-establish the facility of project cost/RMF budget for providing

space

Assistance in shifting salvageable material NHA to keep provision in the contract budget NHAfor assistance in shifting

Community/caretaker Shifting and relocating of graves Assistance in shifting and relocating graves to NHA to keep provision in the contract budget NHA in

responsible for graves the nearest appropriate location for assistance in shifting and relocation consultationwithstakeholders

a Community-owned utilities include hand pumps, boundary walls, and other fixed assets that can be salvaged

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