iee bus rapid transit - mar 07, 08

City District Government Karachi

Karachi Mega City Sustainable Development Program

Initial Environmental ExaminationBus Rapid Transit System

under Transportation Subprojects

Document Stage: Final ReportDocument Date: March 07, 2008

The initial environmental examination is a document of the borrower. The views expressed herein do not necessarily represent those of ADB’s Board of Directors, Management, or staff, and may be preliminary in nature.

Karachi Mega City Sustainable Development ProgramIEE Report for Bus Rapid Transit System of Transportation Subprojects

CONTENTS

I. INTRODUCTION..................................................................................6

A Overview.........................................................................................................6

B Environmental Regulatory Compliance.......................................................7

C Environmental Category of Bus Rapid Tansit Subproject(s).....................7

D Objectives and Scope of IEE.........................................................................8

E Report Structure.............................................................................................8

II. DESCRIPTION OF THE BUS RAPID TRANSIT SUBPROJECT........9

A Background, Type of Project and Categorization.......................................9

B Need for the Project.....................................................................................10

C Proposed Development Plan......................................................................10

D Criteria for Route Selection.........................................................................11

E Description of a Typical BRT dedicated Transitway Section Station.....13

III. DESCRIPTION OF ENVIRONMENT..................................................15

A Environmental Profile of Karachi...............................................................15

Physical Environment.....................................................................................15

Biological Environment...................................................................................16

Social and Cultural Environment....................................................................17

B Environmental Conditions of the Proposed BRT routes..........................18

IV. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES.......22

A Design Related Impacts and Design Concept...........................................22

B Sensitive Receivers, Heritage and Religious Sites and Schools............23

C Preparing the Contractor(s) to Install Mitigation......................................23

D Construction Related Impacts....................................................................24

Traffic Management.......................................................................................24

Public Safety..................................................................................................25

Cut and Fill.....................................................................................................25

Replacement of Trees....................................................................................26

Hydrology, Sedimentation and Soil Erosion...................................................26

Blasting...........................................................................................................27

Noise and Vibration........................................................................................27

Air Pollution....................................................................................................28

Nuisances and Health Effects........................................................................29

E Operational Impacts.....................................................................................30

Noise .............................................................................................................30

Gaseous Emissions from Vehicles.................................................................31

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Vehicle Related Dust Emission......................................................................32

Hazardous Driving Conditions........................................................................32

V. PUBLIC CONSULTATION.................................................................33

A Identification of Stakeholders.....................................................................33

B Consultation with Primary Stakeholders...................................................33

Community, Businesses and Trade Associations..........................................33

C Consultation with NGOs..............................................................................33

Urban Resource Centre.................................................................................33

VI. INSTITUTIONAL REQUIREMENTS AND ENVIRONMENTAL MANAGEMENT PLAN.......................................................................42

A Institutional Requirements..........................................................................42

B Environmental Assessment of Follow-Up Subprojects...........................45

C Environmental Management Plan...............................................................45

D Environmental Monitoring...........................................................................46

VII. FINDINGS AND RECOMMENDATIONS...........................................49

VIII. CONCLUSIONS.................................................................................51

Appendix A: Selected Photographs.....................................................52

Appendix B: Environmental Management Plan..................................57

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FIGURES

Figure 1: Location of the BRT in Karachi...................................................................12

Figure 2: Typical Layout of BRT.................................................................................13

Figure 3: Typical Plan View of BRT............................................................................14

Figure 4: Satellite Images of Typical Elevated Sections..........................................19

Figure 5: BRT Elevated Route Typical Section at Business Recorder Road.........20

Figure 6: Locations of Public Consultation Meetings....................................................34

TABLES

Table 1: Ambient Air Quality in Karachi...................................................................16

Table 2: Population of Karachi..................................................................................18

Table 3: Typical Ambient Air Quality along BRT Route..........................................21

Table 4: Summary of Public Consultation................................................................35

Table 5: Key Tasks for Environmental Monitoring Plan.........................................47

Table 6: Summary of Estimated Costs for EMP Implementation.................................48

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LIST OF ABBREVIATIONS

ADB Asian Development BankCDGK City District Government KarachiCSC Construction Supervisory ConsultantDCO District Coordination OfficerDDC Detailed Design ConsultantsDOE District Officer EnvironmentEARF Environmental Assessment and Review FrameworkEDO Executive District OfficerEIA Environmental Impact AssessmentEMP Environmental Management PlanEPA Environmental Protection AgencyGER Gross Enrolment RateGoP Government of the Islamic Republic of PakistanIEE Initial Environmental ExaminationKMCSDP Karachi Mega City Sustainable Development ProgramMFF Multi-tranche Financing FacilityMMP Materials Management PlanNEQS National Environmental Quality StandardsNOX Oxides of NitrogenPak-EPA Pakistan Environmental Protection AgencyPM10 Particulate Matter of less than 10 micron in diameterREA Rapid Environmental AssessmentRoW Right-of-WaySEPA Sindh Environmental Protection AgencySO2 Sulphur DioxideSR Sensitive ReceiverTA Technical AssistanceTCD Transport and Communication Department

WEIGHTS AND MEASURES

dB(A) Decibel (A-weighted)ft Feet/Footkm kilometrekm/h kilometre per hourm meterm3 cubic meterm2 square meters seconds

LAWS AND REGULATIONS

IEE-EIA Regulations 2000 Pakistan Environmental Protection Agency Review of Initial Environmental Examination and Environmental impact Assessment Regulations 2000

PEPA 1997 Pakistan Environmental Protection Act 1997SLGO 2001 Sindh Local Government Ordinance 2001

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I. INTRODUCTION

1. Government of Pakistan (GoP) has requested the Asian Development Bank (ADB) to provide a multi-tranche financing facility (MFF) to facilitate investments to support the proposed Karachi Mega City Sustainable Development Program (KMCSDP, the Program). The KMCSDP will implement a number of subprojects within seven components including: support to institutional reform and development; water supply and wastewater management; urban roads; traffic and transportation; improvement of katchi abadi (squatter settlements) and assistance in housing for the poor; public awareness and outreach; investment program management and engineering support.

2. This Initial Environmental Examination (IEE) presents the environmental assessments of the Bus Rapid Transit subproject under the transportation sector subprojects in Tranche 1 of the MFF. This IEE has been carried out to ensure that the potential adverse environmental impacts are appropriately addressed in line with Environment Policy (2002) and ADB Environmental Assessment Guidelines (2003). This IEE has also been prepared to meet the requirements of the GoP for environmental assessment.

3. This IEE is submitted to ADB by the City District Government Karachi (CDGK) and this report will be submitted for review and approval by the Sindh Environmental Protection Agency (SEPA) as required by the Pakistan Environmental Protection Act 1997 (PEPA 1997) and its subservient rules and regulations.

A Overview

4. The MFF will substantially support improvements to public transport in Karachi. The transport component in Tranche 1 of the KMCSDP MFF includes urgently needed municipal transport infrastructure in the form of (a) the initial routes for the BRT, (b) an effective Urban Traffic Control system, and (c) preparation of a comprehensive long term Transport Master Plan. The later tranches will extend other routes of the BRT and build on strengthening system performance, accountability and sustainability through regulatory, institutional and public awareness. Tranche 1 includes the development of Route 1, Route 2, and Route 3 of the (BRT)1 that was conceived by CDGK and has been adopted as the foundation for the Transport Sector Roadmap2 which proposes the progressive development of the BRT network within the MFF program. The Tranche 1 initiatives are part of an integrated, long-term package of investments and support programs that will address priority infrastructure needs, substantially strengthen transport system functions and progressively enhance service delivery in the transportation sector. The Karachi Pre-Feasibility Planning Study3 has provided a basis for the assumptions used for this IEE. The main infrastructure project activities in Tranche 1 include the construction of dedicated bus lanes and bus stops/stations from various parts of the city towards the Karachi central business district (CBD) terminating at Numaish. The routes are known as Route 1 Surjani – CBD, Route 2 Safura Goth (along University Road) to CBD and Route 3 Orangi Town to CBD.

1 Ultimately the aim of the BRT is to interconnect a network of about 140 kilometres of exclusive corridors that have been identified as a result of the comprehensive Detailed Study on: Private - Public Partnership Based Environment Friendly Public Transport System for Karachi (BRT) - Karachi Mass Transit Cell, CDGK 2006.

2 KMCSDP MFF Transport Sector Roadmap - TA 4753 Consultants3 Karachi Prefeasibility Planning Study. TA Consultants June 2007.

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B Environmental Regulatory Compliance

5. Section 12(1) of the PEPA 1997 requires that “No proponent of a project 4 shall commence construction or operation unless he has filed with the Federal Agency 5 an initial environmental examination or, where the project is likely to cause an adverse environmental effect, an environmental impact assessment, and has obtained from the Federal Agency approval in respect thereof.”

6. The Pakistan Environmental Protection Agency Review of Initial Environmental Examination and Environmental impact Assessment Regulations, 2000 (IEE-EIA Regulations 2000) provide the necessary details on the preparation, submission, and review of the IEE and the environmental impact assessment (EIA). The regulation categorizes the projects on the basis of anticipated degree of environmental impact. Project types that are likely to have significant adverse impact are listed in Schedule II of the regulations and require an EIA. Projects that are not likely to have significant adverse impacts are listed in Schedule I and require an IEE to be conducted, rather than an EIA, provided that the project is not located in an environmentally sensitive area. Provincial Highways or major roads (except maintenance or rebuilding or reconstruction) costing more than Rs 50 million require EIA (Schedule II) and those costing less require IEE. Transport management systems and BRT are not specifically included in the schedules.

7. However the IEE-EIA Regulations 2000 also allow the environmental protection agencies (EPAs) to direct the proponent of a project whether or not listed in Schedule I or Schedule II to carry out and file an IEE or EIA for any project for reasons recorded in such a direction. Such a direction would need to be issued after recommendation in writing from the Environmental Assessment Advisory Committee to be constituted under the IEE-EIA Regulations 2000. The BRT will generally involve the use of existing carriageways and it is not expected at this stage that CDGK will be required to submit an IEE for BRT. BRT facilities proposed under later tranches will have a similar conceptual design to Tranche 1 therefore the potential of the later stages of the BRT to adversely affect the environment should be approximately similar. An IEE with Environmental Management Plan is required for all MFF subprojects under ADB requirements and therefore this IEE has been prepared.

8. The National Environmental Quality Standards (NEQS) are also applicable to any non-fugitive emission or effluent from the routes.

C Environmental Category of Bus Rapid Tansit Subproject(s)

9. Under ADB’s Environmental Policy (2002) and Environmental Assessment Guidelines (2003) the Tranche 1 BRT subprojects are Category “B” and require IEE.

4 Defined as “any activity, plan, scheme, proposal or undertaking involving any change in the environment nd includes-(a) construction or use of buildings or other works; (b) construction or use of roads or other transport systems; (c) construction or operation of factories or other installations; (d) mineral prospecting, mining, quarrying, stone-crushing, drilling and the like; (e) any change of land use or transit/transportuse; and (f) alteration, expansion, repair, decommissioning or abandonment of existing buildings or other work roads or other transport systems, factories or other installations.

5 The Ministry of Environment, Government of Pakistan has delegated the power of the Federal Agency for EIA and IEE reviews for projects falling in different provinces to the environmental protection agencies of the respective provinces. Federal Agency in this case is the sindh Environmental Protection Agency.

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D Objectives and Scope of IEE

10. The objectives of this IEE were to:

Assess the existing environmental conditions in the areas where the BRT sector subproject is located including the identification of environmentally sensitive ar-eas;

Assess the proposed planning and development activities to identify their poten-tial impacts, evaluate the impacts, and determine their significance; and

Propose appropriate mitigation measures that can be incorporated into the pro-posed activities to minimize any adverse impacts, ensure that residual impacts are acceptable and propose monitoring and planning of future projects in this sector in Karachi.

11. This IEE is based mainly on secondary sources of information, field reconnaissance surveys and public consultation undertaken specifically for this study.

E Report Structure

12. Following this introduction this report contains seven more sections including (ii) description of bus rapid Transit subprojects; (iii) description of the environment; (iv) environmental impacts and mitigation; (v) public consultation; (vi) institutional requirements and environmental management plan; (vii) findings and recommendations; and (viii) conclusions.

13. Photographs of the project area are presented in Appendix A and the environmental management plan is presented in Appendix B.

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II. DESCRIPTION OF THE BUS RAPID TRANSIT SUBPROJECT

A Background, Type of Project and Categorization

14. Travel in Karachi is characterized by congested roads, poor road conditions, high levels of pollution and frequent accidents. Much of the primary highway network is constructed on wide roads with wide central medians but the road hierarchy is deficient and secondary roads that could provide a vital feeder service between the major thoroughfares and residential areas have not been included. The city has relatively low but rapidly increasing vehicle ownership and there is a need to avoid overprovision for private vehicles to ensure a sustainable and balanced transport system.

15. Cities like Karachi cannot develop sustainable transport systems based solely on private vehicles; the sheer size and levels of travel demand cannot be provided for by road provision and expansion. The rapid growth of Karachi population, estimated to be in excess of 15 million in 2007, means a corresponding expansion of the urban area. The draft Master Plan shows that in future the development is planned for more than 40 km to the east of the present city limits. To cater for the expanding population, more than 500 new vehicles are coming on to the roads of the city every day. These new motor cars and motorcycles add significantly to the city traffic congestion and also to urban environmental pollution. However, it is recognized that all types of vehicles must be catered for to allow efficient movement of goods. A well integrated logistic system must operate in parallel with an efficient public or mass transit system.

16. Sixty percent of people in Karachi rely on public transport but the public transport system is seriously deficient. It suffers from traffic congestion; vehicles in poor condition and lack of effective regulation, management and driver training. Many people travel on foot but pedestrians’ needs are not well catered for and there are problems with pedestrian safety and accessibility. There are pro-private vehicle provisions such as “flyovers” at major intersections to relieve local congestion points, but these are implemented with limited provisions for pedestrians and public transport.

17. Efficient and sustainable urban transport must focus on the ability to meet demand for travel within and through the city. This requires placing more emphasis on integrated mass transit solutions in preference to provisions for private vehicles. Mass transit solutions potentially have numerous associated benefits such as enhanced energy efficiency, reduced pollution, improved safety, and affordable service delivery.

14. While there is a clear desire within all levels of government (especially within the CDGK and dedicated government officers committed to the improvement of the transport system) inadequacies in overall governance, planning, communication, management and finance are all contributing factors of the systemic failure to provide integrated and sustainable transport systems.

15. The Karachi Master Plan 20206 states that the overarching goal for the transport sector is to provide a balanced Multi-Modal Transportation System which will:

i) Equitably satisfy the mobility, accessibility and circulation needs of the Community.

6 Master plans have been developed for Karachi on three previous occasions (1952, 1974, 1990); all have included goals and objectives directed towards developing effective transport systems, including the need for a mass transit system, a coordinated approach to transport planning and service delivery and the establishment of a holistic transport policy. However, to date there has been little or no progress on these objectives and in fact transport systems (especially public transport) have gone backwards over this period.

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ii) Effectively accommodate the movement of people, goods, and services at the optimum level of safety, economy, energy efficiency and air quality.

iii) Support and complement the orderly growth of the Karachi area.

iv) Be comprehensive and approach transportation planning within the framework of a Master Plan which should ensure maintenance and strengthening of transportation modal choices.

16. Field reconnaissance in 2007 determined that the project is Category B under ADB Environmental Guidelines 2003

B Need for the Project

17. The development of public transport must provide the main choice for travel in Karachi. The context of this study is the deteriorating situation of public transport in Karachi which includes primarily, the bus system.

18. A fully integrated transit system, incorporating bus, rail and transit systems, with feeder services is required. The recently completed “Detailed Study on: Private/Public Partnership based environmentally-friendly Public Transport System for Karachi” (the Bus Rapid Transit or BRT Study), outlines in some detail, a credible network which can start to address some of ongoing transport problems quickly and effectively and provide the impetuous for a “public transport first” policy. This is a first step in a broader public transport network.

19. While improvements rely fundamentally on a proper regulatory and operating environment for buses, new technologies are also assisting bus systems to be more reliable and convenient. Bus Rapid Transit is increasingly being recognized as the new generation of mass transit solutions and is being developed to high standards of service at comparatively low cost and a potentially feasibility option for Karachi.

20. Bus transit cannot be designed effectively in isolation from issues of city development, so an integrated approach with city development and infrastructure is necessary. A new bus route network plan will be developed to develop an efficient and demand oriented passenger transport system. The Karachi BRT Pre Feasibility Planning Study has summarized the planning so far3.

C Proposed Development Plan

21. Implementation of the BRT network will be undertaken by a new “Mass Transit Agency (MTA)”, founded on the existing Mass Transit Cell and located within Transport and Communications Department (TCD) of the CDGK. TCD will be responsible for system wide transport policy and planning, the transportation control plan and urban traffic control signals system while the MTA will be responsible for BRT delivery, operations and management and long term mass transit system planning and development.

22. Implementation of the BRT line will follow a process which will confirm design and performance standards and prepare a design manual to guide future BRT line development. It will complete a detailed review of alignment options and gain agreement to a final alignment over the full length of the corridor, including station location and required road and traffic adjustments. The reference design must also develop an appropriate public transport solution for the CBD.

23. -The BRT line will probably be implemented using a conventional design, tender and construct process for the BRT infrastructure. A separate process will operate for the bus services, maintenance and operation of the busses.

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24. A conventional design, tender, construct option is preferred at this time because of the underdeveloped nature of the concept designs and the need to ensure that the best possible outcome is provide for the traveling public. It is considered that while a “design / construct” style tender may provide a faster process it does not facilitate the careful consideration of issues and the development of optimum design solutions.

25. Tranche 1 of the ADB MFF will support the development of the first three routes of the BRT system with stations, infrastructure and a legal and legislative support framework for it’s introduction including:

i) Detailed designs of the BRT transit-ways, supporting stations and termini and passenger access/egress paths. A Reference Design has been prepared and has been used as the basis of assessment of this IEE;

ii) Preparation of enabling legislation to provide for the introduction of the transit-ways and to ensure current legislative arrangements are updated as necessary; taking into account current bus operators and franchise provisions.

iii) Development of the capacity of Government to plan to, deliver, manage and regulate the transport sector from a whole sector wide perspective.

iv) Establishment of a transport authority within the relevant arm of Government with the capacity to plan and regulate the system.

v) Engagement of the transport industry in the reforms of Government and in the infrastructure and operational planning by Government on behalf of and for transport industry and the community.

vi) Commencement of driver and mechanic recruitment and training to operate high capacity BRT vehicles in a regulated and controlled transitway environment.

vii) Commencement / completion of construction of initial BRT pilot projects.

26. The BRT network will ultimately consist of about 140 km of exclusive corridors (dedicated bus lanes and overpasses) that have been identified as part of the comprehensive Detailed Study on: Private-Public Partnership Based Environment Friendly Public Transport System for Karachi1. This has been adopted as the foundation for the Roadmap under the MFF which proposes the progressive development of the network within the MFF package. The first tranche recommends the development of three routes—Route 1 from Surjani to Numaish; Route 2 from University Road to Numaish; and Route 3 from Orangi town to Numaish.

27. The total package has 40 km of BRT lanes and will generally be developed as a two lane BRT with a station about every 700 m (about 50 stations or more). A key part of the project will be the development of a reference design which will develop existing concepts to sufficient detail to allow detailed cost estimates to be developed. The Reference Design work will be undertaken as part of a subsequent ADB TA Loan.

D Criteria for Route Selection

28. In selecting routes for the Tranche 1 BRT reference was made to the detailed study carried out by CDGK1. The three routes from that study were selected as the initial stages of the BRT to be funded and built through the MFF. An internationally recognized approach has been used to guide route planning for the detailed study and initial route network.

29. The resulting preliminary network which is then compared with existing routes, locations of attractors (shops, offices, schools etc.) and together with bus operating

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parameters, to formulate a final route design. The routes chosen for the proposed BRT, Routes 1, 2 and 3, are shown in Figure 1.

Figure 1: Location of the BRT in Karachi

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E Description of a Typical BRT dedicated Transitway Section Station

30. The BRT will run mainly be built by utilizing the existing wide medians on the chosen routes (Appendix A) and modifying the lanes on the existing width of the roads as shown in Figure 2. No substantial new land will be acquired for the construction. The edge of the Right-of-Way (RoW) may need to be modified at the station locations to permit the construction to take place and allow the existing traffic to pass. There will be three elevated sections near the Numiash end of Route 1 between Adamjee College and Women‘s College. This section will be on a viaduct at about 5 m above street level.

Figure 2: Typical Layout of BRT

31. The facilities will include dedicated access bridges, pedestrian crossings and dedicated junction designs for smooth interfacing with road traffic. The stations and bridges will be interconnected with the stops for feeder busses (Figure 3).

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Figure 3: Typical Plan View of BRT

32. Management procedures and daily tracking of the activities in the transit ways will make it impossible for other vehicles to enter the BRT lanes. A dedicated ticket system will be used for BRT.

33. It has also been proposed that the BRT could use CNG powered busses but this has yet to be confirmed.

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III. DESCRIPTION OF ENVIRONMENT

A Environmental Profile of Karachi

Physical Environment

34. Topographically ridges, plains, and the coastal belt are the dominant topographic features of the Karachi. The main features include ridge and runnel upland in Sindh Kohistan, piedmont colluvial fans and peneplains, north of Karachi, moidan and Gadap Plains, plains and Plateau of Malir-Lyari Interflous, plains and Hills of the Coastal Belt.

35. Pakistan has 15 seismo-tectonic regions.7 The proposed project is located in the seismo-tectonic region of the Southern Kirthar Ranges, where a moderate level of activity is believed to exist, but large magnitude earthquakes are rare. The Building Code of Pakistan8 places Karachi in Zone 2 corresponding approximately to Intensity VII of the Modified Mercalli Scale of 1931.9 The peak ground acceleration values in the Zone 2 according to the Building Code of Pakistan ranges from 0.08 to 0.16 g. Thus every construction in this zone should be designed to withstand the load corresponding to ground acceleration value of about 0.2 g.

36. There are no significant natural freshwater sources in Karachi. Almost the entire freshwater needs are met by surface waste sources located outside Karachi, i.e. the Indus River (about 120 km to the east of the city) and the Hub River (a perennial stream that originates in Balochistan) that marks the boundary between Karachi and Balochistan.

37. The Lyari and Malir Rivers that pass through the city do not have any natural flow, except during the monsoons. Lyari River that passes through the western Karachi, rises in the northeastern part of the Karachi district and is joined by smaller natural drains within the city limits. The Malir River rises in the northeast of the city and flows through the eastern part of the city. Outside the monsoon season flows in these rivers are more or less completely formed by municipal sewage and industrial effluent discharges that flow into the rivers and tributaries as they traverse the city.

38. Groundwater resources in the Karachi area are limited. The aquifers close to the coastal belt are mostly saline and unusable for domestic purposes. The aquifers near the Hub River bed, estimated to lie at depths of 50-100 m, are well developed and are source of water for agriculture and other domestic purposes. The main potential sources of groundwater pollution in Karachi are the unlined drains carrying contaminated waste from the industries. Similarly, the drains and the domestic and industrial waste in the Malir and Lyari rivers can also potentially seep through the river beds and reach the groundwater aquifers.

7 Quittmeyer, R. C. 1979. The Seismicity of Pakistan and Its Relation to Surface Faults in Geodynamics of Pakistan. Quetta: Geological Survey of Pakistan.

8 Government of Pakistan. 1986. Building Code of Pakistan. Islamabad: Ministry of Housing and Works, Environment and Urban Affairs Division. A revised version of this document is under development and is likely to be available soon, however, a draft could not be reviewed at the time of writing of this report.

9 Unlike earthquake magnitude, which indicates the energy a quake expends, the Modified Mercalli Intensity Scale of 1931 is designed to describe the effects of an earthquake, at a given place, on natural features, on installations and on human beings. It has 12 divisions, using Roman numerals from I to XII. I is the mildest—described as: ‘Not felt except by a very few under especially favorable circumstances’—and XII is the most severe—‘Damage total. Waves seen on ground surfaces. Lines of sight and level distorted. Objects thrown upward into the air.

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39. The climate of the Karachi can be broadly classified as moderate and which lies in ‘Subtropical Double Season Coastland zone’10. The characteristic features of this climatic zone are moderate temperatures, afternoon sea breezes in the hot season, and higher temperatures in the period from July to January than January to July, in spite of the monsoon-rain.

40. At present, monitoring of urban air pollution in Pakistan is limited to isolated studies and instances where air pollutants are measured for brief periods at selected locations. Urban locality, city, region, or countrywide continuous or repeated air quality monitoring data has not been collected. Similarly, there is no formal system of air quality data storage and reporting. Whatever air quality data is available is with the public and private organizations and agencies that conducted the studies. The integrity of air quality as well as the availability of ambient air quality data are important concerns.

41. A study on emissions of vehicular traffic was conducted by TCD of the CDGK to evaluate the impact of operation of vehicular traffic on physical, living and social environment of Karachi11. The study was based on sampling undertaken at 28 different locations throughout Karachi. The results are presented in Table 1.

Table 1: Ambient Air Quality in Karachi (µg/m3)

Maximum Minimum Average WHO Guidelines and Targets12

Sulfur Dioxide 110 16 57 500 (10-minute)20-125 (annual)

Nitrogen Oxides 489 17 199 40 annual200 1-hr

Particulate Matter Less than 10 micron

490 40 243 20-70 annual50-150 24-hr mean

Ozone 92 10 35 100-250 8-hr mean

Source: TCD CDGK All units µgm-3

42. The air quality study also included measurement of roadside noise. The study suggested that the average noise level at the 28 locations was 77dB(A). The maximum was recorded as high as 99dB(A), the minimum level was 52dB(A). By comparison with the World Bank Guidelines the measured levels are much above guideline acceptable limits of 55dB(A) during the day for residential areas and 70dB(A) for industrial and commercial areas.

Biological Environment

43. Pakistan can be divided into four phytogeographical regions based on similarity of floral diversity. Karachi falls in the Saharo-Sindian region. This region covers almost 80% of the country including all of Sindh, central and southern Punjab, most of Balochistan and the plains of Northwest Frontier Province. Floristically the Saharo-

10 Shamshad, K.M. 1988. The Meteorology of Pakistan. Karachi: Royal Book Company.11 Feasibility Study and Development of Transportation Control Plan of Karachi. Prepared by Pakistnn

Space and Upper Atmosphere Research Commission for Transport and Communication Department, City District Government Karachi. 2007.

12 For severla parameters, WHO now sets guidelines and also interim targets. Wherever a range is provided, the first number is the guideline value whereas the second is first interim target value.

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Sindian region is considered very poor because despite the large area only 9.1% of the known 5,640 floral species of Pakistan are found in this region13. The natural flora is sparse and mostly xerophytes in the west and northwest areas of the city. However, marine phytoplankton and mangrove forests are in relative abundance at the coast.

44. Several species of reptiles, birds, and terrestrial mammals are found in the city, wherever suitable refuges and habitats are found. The beaches and coast of Karachi are home to an abundance of marine fauna, such as birds, rare reptiles, fish, and marine mammals. Karachi also falls in the Indus Flyway, one of the major migration routes for birds. Karachi coast becomes the winter home and even breeding ground for many species of birds. There are 26 mammal species reported from the region, in which 2 species musk shrew and pigmy shrew are considered to be the rare species.

45. The reptiles and amphibians found in the Karachi include 4 species of land snake, 8 species of marine snake, 10 species of gecko, the Indian sand swimmer, the Indian monitor lizard and 5 species of frogs. All these species are widely distributed across the region14.

Social and Cultural Environment

46. Karachi is the capital of the province of Sindh, and the largest city in Pakistan. The metropolitan area along with its suburbs comprises one of the world's most populated areas that spreads over 1,000 square kilometers15. The city credits its growth to the mixed populations of economic and political migrants and refugees with different national, provincial, linguistic and religious origins, many of whom have come to settle permanently.

47. The population of Karachi in the 1998 census was reported as 9.86 million, an increase of 80% from the 1981 census (see Table 2). The present estimate of Karachi population in the Master Plan is 16.4 million.16 This demonstrates that the population growth rate has increased from 3.6% per annum in the 1981-98 period to 5.8% since 1998. Part of this phenomenal growth can be explained if the population of Karachi was under-reported in 1998. The Master Plan estimates that the population in 1998 was actually 11.335 million. This gives an annual growth rate of 4.42% in the 1981-1998 period and 4.2% since then. According to the Karachi Master Plan, the population of the city is expected to reach 27.6 million by 2020, almost double that of 2005.

48. The female-to-male ratio in the Karachi population 100:117, as compared to the national figure of 100:109. Of the total population 37.6% are under the age of 15 years and 58% are between 15 to 50 years of age. In comparison, the national figures are 42.4% and 44.6%, respectively. These numbers are reflective of the high migrant population in the city who come here often leaving their families behind in order to earn their living.

49. Approximately 22% of the present day population consists of migrants. The ethnic configuration of the metropolis shows that 48% people are Urdu speaking. 14% of Karachiites are Punjabi speaking, 11% speak Pashto, 7.2% speak Sindhi, 4.3% speak Balochi and Seraiki is spoken by 2.11% of the population.

13 Nasir, Y. J. and A.R. Rubina. 1995. Wild Flowers of Pakistan. Karachi: Oxford University Press.14 Hafiz Ur Rehman and I. Fehmida. 1997. A Revised checklist of Reptiles of Pakistan. Records Zool. Sur.

of Pak. Vol. XIII. Zoological Survey Department of Pakistan.15 The Karachi is divided into 18 towns. The total areas of these towns is 3,530 square kilometers. This

includes the urban areas, as well as the rural areas.16 The estimates of current population of Karachi vary by a large margin. Even the website of CDGK,

report three different figures ranging from 14.7 million to 20 million.

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Table 2: Population of Karachi

Source Year Population (‘000) Annual Growth Rate

Population Census Organization 1981 5,438 4.96%

1998 9,856 3.56%

Karachi Master Plan 1998 11,335 4.42%

2007 16,401 4.19%

Sources: 1981 District Census Report of Karachi Division, 1981 District Census Reports of five districts of Karachi, Karachi Master Plan 2020

50. Literacy rates have constantly increased in Karachi, with substantial reduction in male-female literacy gap. The overall literacy rate in 1998 was 67.4%, including 62.3% literacy for women. The Pakistan Economic Survey 2005-06 reports that the gross enrolment rate (GER) in Karachi for the primary schools (age 5-9) is almost 100%. Furthermore, the GER at the metric level in Karachi is at 79% during the period 2004-05, and the overall literacy rate of the population (10 years and above) in 2004-05 was 78%. There will thus be a large population ready to enter the work force in a decade or so requiring employment opportunities.

B Environmental Conditions of the Proposed BRT routes

51. The BRT network will be constructed in the urban area. It will be located within the existing RoW boundary mainly by utilizing the existing wide medians on the chosen routes and modifying the lanes on the remaining width of the roads (Figure 2). Some land may be needed at the edge of the RoW near station locations to facilitate construction and the flow of existing traffic. The BRT is surrounded by the residential and commercial premises either side of the busy main roads along which the routes will run.

52. There will be three elevated sections: two on Route 1 and one on Route 3. The locations of the elevated sections are shown in Figure 1.

53. Aerial photographs of the typical elevated sections near the Numaish end of Route 1 between Adamjee College and Women‘s College are shown in Figure 4. This section will be on a viaduct at about 5 m above street level. A drawing of a typical section of the elevated section and nearness of adjacent buildings is shown in Figure 5.

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Figure 4: Satellite Images of Typical Elevated Sections

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Figure 5: BRT Elevated Route Typical Section at Business Recorder Road

54. There are scattered trees along the route in the following elevated sections:

i) About 35 trees in median in a 500-m section near Nazimabad Chowrangi;

ii) About 20 trees mainly on the roadsides in the 1-km stretch of the Business Recorder Road;

iii) About 10 trees in the median on the 1-km section of the Orangi Road; and

iv) About 50 trees on the University Road in different places.

55. The measured air quality at 11 locations, both along the BRT route and some nearby sites, is shown in Table 3. The NEQS do not set standards for ambient air quality for fugitive emission from transport projects. However, the existing air quality in all the Tranche 1 BRT routes frequently exceeds recommended international guidelines for particulate matter and nitrogen oxides.

56. Noise levels are also very high due to heavy traffic, poorly maintained engines, and presence of a large number of two stroke engines (auto rickshaws and motorcycles). The noise levels recorded at 11 locations where air quality was measured was in the range of 64-89 dB(A) with the average at 77 dB(A), much above the accepted World Bank guidelines of 55 dB(A) for residential areas and 70 dB(A) for commercial areas.

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Table 3: Typical Ambient Air Quality along BRT Route

S I T E S SO2 ppb NOX ppb CO ppm PM10 mg/m3 O3 ppb

Max Min Avg Max Min Avg Max Min Avg Max Min Avg Max Min Avg

Liaqatabad #10 28 18 22 215 32 127 13 3 7 428 148 287 37 8 18

Tin Hatti 20 6 14 214 15 120 14 2 7 352 40 212 47 7 21

Gurumandir 42 21 28 241 32 115 11 2 5 429 148 287 37 8 18

Old Numaish 31 10 20 196 35 119 12 2 7 315 46 159 31 6 15

Garden Road 27 12 20 235 32 132 14 4 8 470 67 221 39 9 14

Tibet Center 26 15 20 196 30 119 14 2 8 469 98 309 34 10 21

Preedy Street 40 11 23 226 23 99 16 2 6 453 95 268 39 6 16

Empress Market 36 15 22 232 20 79 15 2 10 426 74 239 36 8 22

Gul Bai Intersection

34 14 23 247 20 98 13 4 7 460 81 309 35 9 19

North Nazimabad

35 18 24 237 27 88 12 3 6 490 135 210 35 5 19

Nazimabad 40 18 25 231 20 90 16 2 7 375 49 234 30 8 18

Ref Site-1 (Suparco)

12 6 8 15 9 11 1.2 0.7 0.9 275 45 189 26 7 15

Maximum of Corridor

42 21 28 247 35 132 16 4 10 490 148 309 47 10 22

Minimum of Corridor

20 6 14 196 15 79 11 2 5 315 40 159 30 5 14

Average of Corridor

33 14 22 225 26 108 14 2.5 7.1 424 89 249 36 7.6 18

World Bank Guidelines

57 (24 hr)31 (annual)

80 (24 hr)53 (annual)

35 (annual) 150 (24 hr)50 (annual)

82 (8 hr)

Source: Karachi City Master Plan (2007)

SO2 = Sulphur dioxide; NOX = Nitrogen Oxides; CO = Carbon Monoxide; O3 = Ozone; ppb = parts per billion; ppm = parts per million; Max = Maximum; Min = Minimum; Avg = Average PM10 = Particulate matter with diameter less than 10 micron;

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IV. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

57. This section of the IEE discusses the potential environmental impacts of the proposed subproject and identifies mitigation measures to minimize the impacts in the design, construction and operational phases. The location and scale of the works are very important in predicting the environmental impacts. The main issues relate to impacts such as noise, dust, and traffic during construction and operation. The process of impact prediction is the core of the EIA process and it is critical that the recommendations and mitigation measures are carried out during the implementation and completion of the BRT in line with ADB’s Environmental Policy (2002) and Environmental Assessment Guidelines.2

A Design Related Impacts and Design Concept

58. The proposed BRT has the three routes, for Tranche 1 that will all have approximately similar design and facilities. The basic design concept has been accepted as feasible1 but the layouts and detailed designs must be prepared and the Environmental Management Plan (EMP) must be reviewed before the project is implemented. The review must take into account any changes to operational modeling assumptions that will need to be reviewed relative to ground realities or other changes that result from the assumptions made in other Tranche 1 subprojects such as the development of the Urban Traffic Control System and preparation of the comprehensive long term Transport Master Plan. I.e. the potential cascade of effects upon traffic conditions at the street level resulting from the proposals for the of Urban Traffic Control System and Transport Master Plan must be integrated into the BRT proposals at the detailed design stage.

59. Likewise the IEE and EMP (Section VI and Appendix B) will need to be reviewed during the detail design stage to take account of local alignment or junction modifications and the timing and phasing of construction. The key design-related environmental impacts relate to the selection of the routes and the surrounding land uses. As described in Section 2, the routes have been selected based on internationally acceptable criteria. The key environmental criterion is that the routes should be constructed and operated in the median of the existing wide roads to provide buffer between the surrounding sensitive receptors and the bus transit way facilities in order to permit attenuation of potential operational impacts. The median is the optimum routing at this stage but it is also recognized that non median alignments may need to be adopted in special circumstances for the final alignment and in those cases the environmental assessments and EMP will need to be reviewed and amended.

60. The implementation of the BRT has the potential to affect sensitive receivers (SR) that are outside the RoW on either side of the main highways that will line most of the BRT routes. The road is not to be widened or realigned outside the RoW for the Tranche 1 routes but at least three overpasses are anticipated in key locations (Figure 1). The construction for the two and three lane civil works will be mostly in the median and will inevitably create some dust, noise and vibration.

61. The median location of the BRT on existing roads means that most SR will be set back by at least 10 m from the edge of the BRT transit way. However this is not a very large buffer distance and residential and commercial communities are generally present at the edges of the existing road. But the conceptual design does its best to locate the BRT in the median and therefore maximizes the available buffer distance between the BRT and the SRs. The institutional arrangements also provide for an improved bus fleet, in principle and use of CNG fuel is being strongly considered for the BRT vehicle fleet.

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62. The conceptual design for the three elevated sections for Route 1 and Route 3 envisages these also will be in the median and that they will be elevated by about 5 m above the level of the roads that they will cross. However whereas conceptual designs are available the precise details of location and structural designs have yet to be confirmed.

63. Consequently some further environmental assessment of these sections will be required at the detailed design stage and consultation with local communities needs to be completed prior to undertaking the civil work for the elevated sections. It is essential that a proper analysis is carried out during the project planning period to develop mitigation measures and any alternative options, if appropriate. When the detailed designs are finalized the impacts and mitigation measures will need to be reviewed again to take account of how the contracts are set up and in the light of any fine tuning of the assumptions about BRT alignment and construction proposals.

64. The EMP (Appendix B) has been reviewed based on the EMP (section VI) and that must be further reviewed and agreed with CDGK prior to implementation. The EMP is a working document and must be reviewed in due course at the inception of the implementation and throughout construction in order to feedback any significant unpredicted impacts. The EMP is based on the analysis of currently anticipated impacts, primarily to document key environmental issues likely to arise from BRT project implementation, to prescribe mitigation measures to be integrated in the project design, to design monitoring and evaluation schedules to be implemented during BRT project construction and operation, and to estimate costs required for implementing BRT mitigation measures. The EMP plan must be reviewed in the BRT inception by the project management and approved and included in the contracting tender documents and subsequent contracts before any construction activity is initiated. The revised EMP will therefore take account of any subsequent changes and fine tuning of the proposals and any subsequent design changes.

B Sensitive Receivers, Heritage and Religious Sites and Schools

65. The location of the residences, temples, schools, hospitals and civic cultural and other heritage sites has been reviewed in Section 3. Some of the residences and schools are close enough to BRT that there will be potential impacts in the construction stage from disturbance, noise and dust. Therefore in principle mitigation measures have been proposed (Appendix B) that will require further determination prior to the commencement of construction and in response to any further development in the design of the BRT proposals.

C Preparing the Contractor(s) to Install Mitigation

66. In some jurisdictions it has been noted that contractors may seek to pay money for nuisances rather than control impacts at source. This practice should not be allowed and financial compensation shall not be allowed as mitigation for environmental impacts or environmental nuisance.

67. Based on professional experience and the linear nature and likely narrow working spaces that will be available for RT it can be expected that the contractor(s) will claim that there is insufficient space to set up mitigation measures anywhere along the working construction route. Based upon observation it is not credible that there is no space for any mitigation on the whole 40 km of Tranche 1 BRT. It is not acceptable that there are no opportunities to use the recommended forms of mitigation, albeit that there may be some places where modifications to the mitigation measures proposed in the EMP may be needed to minimize impacts within the available space.

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68. During the preparation for the BRT construction phase the future contractors must be prepared and primed to co-operate with the implementing agency, project management, supervising consultants and local population in the mitigation of impacts. Furthermore the contractor must be primed by including the EMP and environmental assessments in the tenders and contract documentation. The requirements must fully implement the EMP and the contractor must be ready to engage capable and trained environmental management staff to audit the effectiveness and review mitigation measures as the project proceeds. The effective implementation of the EMP should be audited as part of the loan and payment conditions and the executing agency must be prepared for this. In this regard the CDGK (the IA) must also prepare resources to fulfill the requirements of the law and guidance prepared by federal and provincial EPAs on the environmental aspects of Road Construction and Expansion in Urban Areas17 and Bus Terminals18 or other road projects and any updated recommendations should be incorporated in the EMP and updated as necessary as the mitigation measures for the BRT are rolled out.

D Construction Related Impacts

69. Construction impacts occurring in Tranche 1 of the BRT will be broadly similar to those for the remainder of the construction of other routes for the BRT in later Tranches. The source of the impacts will mainly be from works (earthworks, cut and fill) to create the transit-ways and construction of the stations, reconstruction of the road base, road lanes and surfacing works.

Traffic Management

70. The BRT routes are all major of traffic corridors. Construction activities along these routes are likely to cause hindrance in traffic flow if not mitigated properly. A temporary traffic management plan will be developed and submitted by the contractor at least one month before commencement of construction. The main objectives of the plan shall be to maximise the safety of the workforce and the travelling public. The main secondary objective will be to keep traffic flowing as freely as possible.

71. The Temporary Transport Management Plan will include consideration of the following:

i) Lane availability and minimization of traffic flows past the works site.

ii) Establishment of acceptable working hours and constraints.

iii) Agreement on the time scale for the works and establishment of traffic flow/delay requirements.

iv) Programming issues including the time of year and available resources.

v) Acceptability of diversion routes where necessary.

vi) Need for road closures and the necessary Orders.

vii) Co-ordination with other planned road and street works.

viii) Discussion of the CDGK inspection/monitoring role.

ix) Establishment of incident management system for duration of the works

x) Agreement on publicity and public consultation requirements (advance signing etc.).

17 Small and Medium Size Road Construction in Urban Areas, NWFP EPA 200418 Construction or Expansion of Bus Terminals, NWFP EPA 2004

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72. The plan will be reviewed by CDGK and approved, if found appropriate. Resources from contractor, CDGK, and the traffic police will be provided as per the plan before construction commences.

Public Safety

73. Public safety, particularly of pedestrians can be threatened by the excavation of the trenches for sewer construction. A safety plan will be submitted by the contractor and properly resourced at least one month before construction commences and approved by CDGK before construction commences. The plans will include provisions for site security, trench barriers, reflective signs and covers to other holes, hoarding plans and any other safety measures as necessary.

Cut and Fill

74. The completion of the BRT will require extensive shallow cutting and filling all along the median to create a wide enough transit-way. It is envisaged (depending on the mode of construction) that the existing road surfaces will need to be modified (e.g. to remove unstable materials) and key into the remaining surface for the BRT transit-ways road. In other places surfacing will proceed straight to BRT standard. At this stage the removal of only the medians that are about 50cm high will require at least 20,000 m3 to be cut. A disposal or reuse plan for these materials needs to be identified in the detailed design phases and included in the amended EMP in due course.

75. Balancing cut and fill requirements can be a major contribution to the minimization of impacts. If surplus materials arise from the removal of the existing surfaces these may be used elsewhere on the project for fill before additional rock, gravel or sand extraction is considered. The use of this immediately available material will minimize the need for additional rock based materials extraction and this also needs to be identified in the detailed design phases and included in the amended EMP in due course.

76. .The BRT detailed designers will need to estimate the additional materials that will be required. Works should be planned and scheduled to facilitate the timely production of rock, gravel and sand materials for construction and to avoid the need for excessive stockpiling and importing from elsewhere in the districts that will be affected by this subproject.

77. The detailed design engineers should produce a mass haul chart for the rock based materials, aggregate and bitumen materials needed for the construction works. The mass haul chart or something similar can later be modified to good effect to produce a materials management plan (MMMP) including mitigation for the extraction of materials, to specify (i) the methods to be employed prior to and during construction, (ii) all other measures to be employed to mitigate nuisances to local residents, and (iii) any additional measures such as compensatory planting; if trees have to be removed. The MMP should be updated regularly and reported monthly as a contract requirement for each contractor to monitor the production and use of materials. The construction supervising consultant (CSC) shall be made responsible for updating and reporting the cut and fill estimates in the MMP. The MMP can then be used to plan for bitumen and aggregates management and to facilitate materials exchange between the subcontractors in different areas along the BRT routes, and to provide an overall balance for bitumen and cut and filled materials and also to minimize impacts on other local resources outside the RoW.

78. Contractual clauses should be included to require each contractor to produce a draft MMP (including mass haul chart at least one month before construction commences) to identify all sources of bitumen and aggregates and to balance cut and fill. The plan should clearly state surplus or shortfall and the methods to be employed prior to and during the extraction of materials and all the mitigation measures to be employed to

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mitigate nuisances to local residents. Contractual clauses shall emphasize that financial compensation shall not be allowed as mitigation for environmental impacts or environmental nuisance without written and environmentally justifiable agreement from the relevant environmental authorities. Engineering controls designed as mitigation measures shall be promulgated by the construction contractors to control the impacts at source in the first place. The CSC shall be responsible to report the update of the cut and fill estimates and monitor bitumen and aggregates master planning between the different areas and sub-contractors and advise on overall balancing for cut and fill materials to minimize impacts on local resources.

Replacement of Trees

79. There are several locations where there are trees in the median of the Tranche 1 BRT routes; mainly at Business Recorder Road on Route 1, near Numaish. Wherever possible the detailed designs should position the works to avoid and keep these trees in place and intact. Trees should be retained and maintained wherever possible. This will be possible at Business Recorder Road because the BRT will be elevated and the trees can be maintained and allowed to grow underneath after the BRT is completed. The detailed designers should conduct a detailed tree survey in order to identify tree locations and position the columns for the elevated transit-way leaving room for the trees underneath. There may be a need to remove some trees but only as a last resort, which should be justified in writing and sanctioned by the CRC before felling. Where trees have to be felled, mitigation will be required in the form of reinstatement and compensatory planting. Soft landscaping should be installed in the median under the elevated sections to improve the appearance of the completed works. Other opportunity spaces should be sought by CDGK to plant trees as near the locations of the felled tree as possible. The contracts drawn up by CDGK for the BRT should require that wherever possible the trees are transplanted for use elsewhere in the project (e.g. amenity areas at intersections). After removing the existing trees and top soil (down to 0.5 m), the topsoil shall be retained for elsewhere in the project. The cut wood shall not be burned on site. All stumps and surplus vegetation shall be disposed of at landfill via routes or other destinations as designated and instructed by CDGK or the CSC.

80. Recent international practice suggests that replacement at a minimum rate of 3:1 for trees would be appropriate given possible difficulties with establishing trees and low survival rate of young trees. This would probably be affordable. However most recent international guidelines indicate a replacement rate of at least 7:1. Also in some countries that rely on forestry resources for livelihood replacements rates have recently been increased to 25:1. Therefore it is important to recognize that some significant part of the replacement ratio should allow for a high mortality rate among the newly planted trees based on observation, international expectations, and advice from the CDGK parks authority.

Hydrology, Sedimentation and Soil Erosion

81. In the construction stages there is little potential for the works to have any identifiable significant impact on local water resources. The majority of the road works proposed are designed to be within the existing median of major roads on paved surfaces and therefore soil erosion and sedimentation should not be a significant impact.

82. The Route 1 will cross the Lyari River but the crossing structures will have been provided for all the routes in the detailed design. Any drainage structures, cross road tunnels, culverts or pipes crossing the BRT route may need to be modified or protected and the detailed designs must make provisions to protect or re-provision all infrastructure that may be affected by the constructions works. The drainage designs for BRT should be cleared with the local drainage and irrigation authorities before works

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commence. Crossing structures should be prefabricated off site to prevent impacts to SRs near the river crossings (if any).

Blasting

83. It is anticipated that powered mechanical equipment and a lot of local labor with hand tool methods will be used to construct the BRT works. At this stage there is no specific requirement for blasting in BRT construction. Blasting shall be prohibited as a construction contract condition. However if for some unforeseen reason blasting is required it shall be justified on engineering and environmental grounds. In the event of justified blasting contracts shall require for pre blasting building surveys and mitigation of blasting should be included in the contracts and reviewed and included in the EMP. Pre-construction building surveys and mitigation avoid and monitor damage to dwellings and other structures.

Noise and Vibration

84. Powered mechanical equipment such as generators, excavators, bulldozers, piling rigs, stabilizers, drills, stone crushers, graders, vibratory rollers, concrete-mixing plants, and screening plants can generate significant noise and vibration. Whereas various modern machines are acoustically designed to generate low noise levels there may not be much acoustically insulated plant available in Karachi. The cumulative effects from several machines can be significant and may cause significant nuisances. To minimize impacts the contractors should be required by the CDGK to:

i) Provide evidence that all equipment to be used for construction is fitted with the necessary air pollution and noise dampening devices to meet any statutory requirements that may apply from the NEQS;

ii) Maintain and service all equipment to minimize noise levels;

iii) Locate and operate equipment to minimize nuisances; and

iv) Install acoustic insulation or use portable noise barriers or install a hoarding where practicable to limit noise at sensitive receivers.

85. There will not be sufficient buffer distance between the works and all of the SR such that some significant impacts can be expected from the works, particularly in terms of noise, vibration, dust and waste disposal. Therefore as a general approach it is recommended that the contractor should install segregation between the works at the median and the road edge nearest the centre to provide a barrier to protect the sensitive receivers and passing traffic. The segregation should be easily erected and substantial enough to minimize noise impacts.

86. Background noise levels are likely to be high during nighttime (10 pm to 7 am). Therefore the performance criteria shall be as follows. During nighttime (10 pm to 7 am) the measured impact noise at the residential or hospital sensitive receiver shall not be more than 3dB above background noise levels measured at the nearest sensitive receiver (Leq15minutes) two weeks prior to the commencement of works. The contractor shall also maintain and service all equipment to minimize noise levels.

87. Where schools and mosques are nearby, the contractor shall discuss with the CSC and the school principals the agreed time for operating the noisy machines and completely avoid machine use near schools during examination times and near mosques during religiously sensitive times.

88. Where noise is a major consideration (say outside schools or hospitals) construction should be avoided at sensitive times. As a fall back option to control noise, the mass of the hoarding barriers can be increased using heavy thick ply-board or corrugated metal

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sheet to supplement the tarpaulins to achieve a mass of greater than 10kg/m2. In addition to the physical effect of mitigating dust and noise the installation of such measures should be discussed with the local population and serve as a means for further public consultation during implementation and assist in public relations. The design of the hoardings and works layout must also allow for pedestrians to cross the roads and avoid community severance.

89. Based on other international examples some of the larger concrete building components could be prefabricated nearer the concrete batching plants or in controlled dedicated areas away from SRs to minimize impacts along the BRT route.

Air Pollution

90. Professional judgment suggests that dust from the BRT construction will be a significant nuisance. Air quality monitoring from other studies19 (Tables 1 and 3) indicates that the NEQS and international standards are already exceeded prior to any constriction taking place. Additional dust sources from construction of the BRT and from general materials handling are therefore likely to create significant additional impacts, especially where the works are close to the residential sensitive receivers, schools and hospitals that are near to the majority of the proposed routes. The pavement works will also generate gas and odor from the asphalt works and vibration from the compaction of the new BRT road pavement. Emissions from powered mechanical equipment will be superimposed on already high traffic pollution but ought to rapidly disperse.

91. The existing air quality of the project area is not good and if some controls are not seen to be implemented experience suggests that the local population will make complaints or possibly obstruct the works.

92. The typical approach to dust control is to spray water periodically during and immediately after working shifts to make sure that all exposed surfaces and haul roads are regularly watered. However this may not be popular or practicable in Karachi as water shortages are common. Segregating the works with hoardings and tarpaulins retain some of the dust and demonstrate that some efforts are being made to control nuisances. Covering exposed earthworks, stockpiles and surfaces when not under active work and the use of dust barriers will also need to be practiced and managed to minimize dust.

93. The worst effects are likely to be in the most constricted areas where there is most construction such as the elevated sections on Route 1 between Adamjee College and Women’s College on Business Recorder Road and around the station locations. Water is available in the study area although surplus water may not always be available to suppress dust at some locations as piped supplies are not reliable and already in short supply. Therefore it is recommended that if works are within 10 m of any sensitive receivers, the contractor should install segregation between the works at the edge of the median at the road edge nearest the centre to provide a barrier to protect the sensitive receivers and passing traffic. The segregation should be easily erectable 3 m high hoarding within which all construction works can take place. The hoarding can be moved on from worksite to worksite along the BRT Route as the work proceeds and removed when the works are completed to trigger a milestone payment.

94. If for some engineering reason the construction of a hoarding is not practicable in some locations it can be substituted with a continuous 3m high tarpaulin sheet suspended on wires and designed to retain dust and provide a temporary dust and visual barrier to the works. Where dust is the major consideration the barrier can take

19 Feasibility Study & Development of Transportation Control Plan of Karachi Metropolis – SUPARCO 2006

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the form of tarpaulins strung between two poles mounted on a concrete base. These can be moved along the road as the work proceeds.

95. The need for large stockpiles should be minimized by careful planning of the supply of materials from controlled sources. Stockpiles should not be located within 50 m of schools, hospitals or other public amenities and should be covered with tarpaulins when not in use and at the end of the working day to enclose dust. If large stockpiles (>25m3) of crushed materials are necessary they should be enclosed with side barriers and also covered when not in use.

96. Construction materials (sand, gravel, and rocks) and spoil materials will be transported trucks covered with tarpaulins and all vehicles (e.g., trucks, equipment, and other vehicles that support construction works) will comply with the NEQS (as amended) for carbon emissions and noise.

97. Bituminous materials may generally be applied using machines supplied from the asphalt plant but if bituminous compounds are to be applied by hand labour methods and melted in heaters and mixed on site, the fuel used shall be kerosene, diesel or gas fuel. Fuel wood shall not be used for heating bitumen, neither should bitumen be used as fuel. Due to the scale of the works fumes from asphalt chemicals are likely to be noticed by local residents as phenolic compounds in the bitumen have a very low odor threshold and extremely low concentrations can cause nuisances. These are unlikely to accumulate to toxic levels but the plant for the supply of molten bitumen should be sighted well away from rivers and streams, schools, health clinics and other sensitive receivers. Sites for mixing asphalt shall be located 100m from sensitive receivers and asphalt plant and concrete batching shall be at least 500m downwind of the nearest sensitive receivers. The surfacing works should be programmed efficiently to minimize the nuisances in any given location.

98. Bitumen drums should be stored in a dedicated area, not scattered along the works and any small accidental spills of bitumen or chemicals should be cleaned up immediately. The waste including the top 2 cm of any contaminated soil and disposed of as chemical waste to an approved landfill or approved local authority disposal location.

99. Wherever possible materials should be brought to site on an as needed basis to avoid the need for stockpiling in the restricted work sites that will have to be located in the median of the roads that will form the BRT routes.

Nuisances and Health Effects

100.Construction activities mainly involve removal or replacement of parts of the existing road surface. The comfort and health of the workforce and surrounding local residents may be affected to some extent from emissions of dust, noise and construction litter. Based on observation and given the level of sophistication of safety applied in local construction practices, the chances of serious injury or accident during the construction activities are moderate to significant. However these can be mitigated by safety training and monitoring. Insufficient toilet provisions may give encouragement to defecation in the open and may increase transfer of water or air borne diseases. Local labor will be used wherever possible and should be given access to proper sanitation facilities (at lease pit latrines) not greater than 5 minutes walk from the work sites.

101.Existing health services in the localities near the project such as health posts and clinics have limited resources and may lack sufficient medicines and health personnel to accommodate any additional patients from the construction workforce. Therefore in the construction stages the contractor shall provide first aid facilities for the workers on the BRT with at least one qualified first-aider or nurse present at all times. It is

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recommended that the workforce be given access to a trained doctor at least once per two weeks for routine checks and medical examinations if necessary.

102.Due to the urban location worker camps may not need to be constructed. However drinking water and sanitary facilities shall be provided for employees. Solid waste and sewage shall be managed according to the national and local regulations. As a rule, solid waste must not be dumped, buried or burned at or near the project site, but shall be disposed of to the nearest sanitary landfill or dump site having and complying with the necessary permits. In order to maintain proper sanitation around construction routes, temporary toilets will need to be provided.

103.Vectors such as mosquitoes will be encountered at any standing water which is allowed to accumulate in the temporary drainage facilities, improper storm water management facilities in the towns and settlements, improper disposal of wastewater generated from the local wells along the roadside or water accumulating in the works. Temporary and permanent drainage facilities shall be designed to facilitate the rapid removal of surface water from all areas and prevent the accumulation of surface water ponds. As a fall back option a thin mist of kerosene can be applied to standing water if it cannot be removed or drained within five days.

E Operational Impacts

104.The introduction of modern BRT buses with low emissions coupled with the removal of older buses from the traffic fleet is expected to deliver some reductions in ambient levels of noise and air pollution. However these improvements will also depend greatly on other changes that are implemented in the management of the vehicle fleets in Karachi.

105.The implementation of BRT will be within a wide median reserve within the RoW keeping the BRT vehicles away from sensitive receivers, but residences and commercial premises and schools will still be fairly close to the BRT and much of the existing traffic except busses will remain on the rest of the road lanes during the operation of BRT.

Noise

106.Noise from local traffic in the towns is generally accepted as a consequence of urban life but concerns have been expressed during the consultation, particularly about the elevated sections increasing noise and some residences, temples and schools will be quite close to the elevated sections.

107.Depending on the eventual traffic flows most road sections near the BRT are expected to carry less but still substantial traffic. This is based on the assumption that the BRT will remove the major portion of existing busses on the BRT routes and transfer the passengers to the BRT.

108.With a headway of busses on BRT of say every 5 to 6 minutes there would be no appreciable road traffic noise from BRT itself. Any noise from the BRT at grade would be masked by other traffic noise. It is also likely that at sensitive receivers near portions of the alignment that are elevated, the noise of the elevated BRT bus traffic would be masked by the ground level road traffic noise. Thus it can be expected that, at least in principle, road traffic noise exposure could be reduced. However there is not enough detailed design for the alignment or traffic modeling to confirm traffic flows in future so that a noise model can be constructed based on these scenarios. Noise criteria for operational performance should be agreed with the CDGK and future operators of the BRT and further detailed assessments should be undertaken. At the detailed design stage and prior to implementation, acoustical assessments should be made to determine

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if noise mitigation at source (noise barriers / low noise road surfacing) are required at locations near any sensitive receivers, such as near schools, hospitals and temples.

109.Whereas there is no statutory control on road noise in Pakistan a criterion of Leq67dB(A) (L1070dB(A) at the exterior of residences, schools and mosques is suggested as a target criterion based on international standards. Several EIAs in Pakistan have used similar criteria upon which to base conclusions about predicted noise levels and if they will cause a significant disturbing effect. This would correspond approximately to a noise level of about L1060 dB(A) at the exterior of residences that are 100 m from the BRT.

Gaseous Emissions from Vehicles

110.Vehicle emissions (gaseous) such as nitrogen dioxide and particulates (dust) will be the main air pollution sources during operation. There will be a few other sources of emissions near the BRT from fuel burning. However most sensitive receivers are set far enough back from the BRT. The predicted reductions in emissions from bus traffic should not result in any increased emissions due to the BRT at the sensitive receivers.

111.CNG for BRT busses is the preferred option of government (as it is an indigenous source of natural gas) and the drawbacks of CNG use such as higher fleet cost and higher maintenance cost could be offset by a net decrease in emissions affecting the populations near the roads, that the BRT serves. Whereas there are negligible (if any) difference in emission outputs compared to the clean (low sulfur) diesel alternatives, the current poor availability of low sulfur diesel and the vehicles that can use it in Pakistan suggests that CNG can be a good alternative. However it must be noted that based on the high proportion of non-CNG fueled traffic likely to use the roads next to the BRT it is not likely that there will be any marked decrease in atmospheric pollution in the short term.

112.However in conjunction with the additional policy measures and institutional arrangements, fuel controls, transportation control systems and transportation planning as well as the introduction of CNG and LPG fuels for many more new vehicles and the removal of the “smoke belching vehicles” from the roads, it is expected that there will be improvements in air quality in the near medium to long term such that the recommended air quality standards may not be exceeded in future, as often as was the case in 200611.

113.The bus traffic on the BRT itself will be intermittent and there will be ample opportunity for its emissions to dissipate therefore no significant adverse air quality impact is predicted from BRT traffic. In the absence of any definitive traffic modeling at this stage the base air quality modeling was not undertaken as the key information on traffic fleet and fuel consumption was not available. However at a later stage indicator pollutants should be selected and modeled at the detailed design stages to identify the nature and scale of air quality improvements that can be expected and for reassurance purposes to determine the sustainability of the operational phase of the project. It is suggested to use an established model (e.g. USEPA Caline4 which is commonly used to predict air quality on major highways). Traffic flows will be required and composite emission factors will need to be calculated based on the available traffic modeling and fleet characteristics. The traffic flows assumed for the Transportation Management Plan can be utilize for this purpose. Indicator pollutants such as nitrogen dioxide and sulfur dioxide and particulates could be used as modeling parameters to determine if recommended air quality standards would still be exceeded in future at the sensitive receivers near the roads adjacent to the BRT Routes.

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Vehicle Related Dust Emission

114.Vehicle emissions (particulate contamination) such as dust and fumes will also be air pollution sources during operation. Potential concerns with regard to the build up of toxic residues from vehicle emissions near the BRT can be addressed with modeling. Contaminants in local air, soil and vegetation near the BRT could also be addressed by monitoring. Prior to the construction of BRT an investigation can be carried out by measuring and comparing benchmark levels of heavy metals and hydrocarbons in air and soil at locations near the BRT prior to implementation. Benchmark levels of petroleum based organics, heavy metals and particulates could be measured to provide an indication if any residues have accumulated above background levels in air and soil near the road.

115.Criteria suggested include heavy metals and hydrocarbons and it would be prudent, for reassurance purposes, to monitor for residue accumulations at selected locations after two to three years of operation and every two years thereafter until any trends can be identified.

116.Air quality observations near existing roads indicate that dust can be a nuisance in some places especially where traffic frequently uses the unsealed hard shoulders. About 25% of the bus fleet will be removed from service and the new BRT will replace these with fewer cleaner buses. BRT should reduce traffic on the other local roads therefore this may also reduce, to some extent locally, dust arising from the passage of traffic on other unsealed local roads.

Hazardous Driving Conditions

117.Hazardous driving conditions. Overall the condition of the road facilities in the vicinity of BRT will be enhanced with the implementation of BRT; driving conditions should improve. The BRT will retain or introduce fully separated two way traffic. Routine safety measures, signage and road markings should be introduced to reduce driving risk further in accident prone areas and provide enhancements to driving conditions near the junctions. The Urban Traffic Control system should also contribute in this regard.

118.With fully separated two way traffic the risk of accidents such as involving colliding lorries carrying hazardous chemicals will be low. However the road traffic carriageways will be narrower due to the space required for BRT and at the bridges, rivers and streams passing these areas there could be a risk since the bridges as currently designed have no dedicated drains. Therefore the only option in the event of chemical spillage is a rapid clean up and therefore an accidental spillage action plan should be prepared with the local emergency services to protect water bodies in the event of an accidental spillage of toxic or hazardous chemicals.

119.Provisions will need to be made to consider in the detailed designs for road conditions at the major intersections and other local intersections. The overall visibility at the intersections will need to meet the local design standards and will need to be acceptable under all the foreseeable conditions. Improvements to sighting angles and improved junction warning signage and road markings may require inclusion at the detailed design stages. Fluorescent junction countdown markers should be considered for the major junctions. The Urban Traffic Control system should also contribute to the overall improvement in the condition of the junctions and driving conditions generally.

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V. PUBLIC CONSULTATION

120.The objectives of the stakeholder consultation process was to disseminate information on the project and its expected long-term and short-term impact among primary and secondary stakeholders and to gather information on relevant issues so that the feedback received could be used to address these issues at an early stages of project design. Another important objective was to determine the extent of the concerns amongst the community and recommend means to address these in the project implementation and suggest appropriate mitigation measures.

A Identification of Stakeholders

121.Stakeholders are people, groups, or institutions that may be affected by, can significantly influence, or are important to the achievement of the stated purpose of a proposed project.

122.For this project, primary stakeholders were limited to people living in settlements adjacent to the proposed BRT routes. Secondary stakeholders mainly included commercial vendors and shop owners, NGOs, and other local public sector institutions. The contact, consultation, and involvement process was determined based on the stakeholders identified. The consultation locations are shown in Figure 6.

B Consultation with Primary Stakeholders

123.The results of the public consultations are summarized below. The details are recorded in Table 4.

Community, Businesses and Trade Associations

124.Various community representatives, businessmen and trade associations were consulted in Orangi Town, Business Recorder Road, and Nagan Chowrangi areas. These included, among others, Khidmat Insanyiat Welfare Society, Anjuman e Tajran Bacha Khan Chowk, and All Pakistan Auto-part dealers. All these organizations supported the idea of BRT. Their main concern was traffic impacts and construction impacts.

125.The businessmen of Golimar area suggested that the removal of encroachments from the road will not affect their business. But they emphasized the need for stronger traffic laws, stricter implementation, and the need for dedicated alternative routes during construction. In their opinion, parking is available in some of the side streets and alternate routes can be identified for the duration of the construction activities.

126.The All Pakistan Auto Rickshaw Association suggested that the association can work with the project team to keep the area around the construction column clear of encroachments and parking for the duration of the construction work on that column. However, the construction team has to ensure that the work is not delayed. Delay to the project was their major concern.

C Consultation with NGOs

Urban Resource Centre

127.The Urban Resource Center was consulted twice. The first consultation was with Mr Arif Hassan. He informed that URC is in favor of BRT. He suggested that the minibuses, whose association is in favor of short routes, can be used as feeders bused for the BRT. He emphasized that the existing public and private transport operators should be

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involved in the project to ensure its success. A second consultation was undertaken with Mr Zahid and Mr Yunus to discuss the elevated sections. They initially questioned the logic of elevated sections and suggested that underground option should also be assessed. They related the concerns regarding the Karachi Elevated Expressway (KEE). However, when the key differences between the two, such as number of lanes, traffic volume, and location of elevated section, were explained they were supportive of the idea of elevated sections for key junctions on the BRT. They also suggested that the route should be extended to Saddar. They also stressed that the process should be managed in a manner that the existing system and BRT should complement each other not compete with each other.

Figure 6: Locations of Public Consultation Meetings

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Table 4: Summary of Public Consultation

No. Town Name Participants Address Date Issues Raised/Concerns Expressed/Suggestions and Requests/Action Proposed

Action Taken/Proposed

1 Orangi Business owners /community

Ghulam Hussain (Property Business)

Chairman Khidmat Insanyiat Welfare Society

Bacha Khan Chowk

June 12 Concerns about traffic impact Addressed through mandatory provision of 2 lanes on each carriageway on all BRT routes


Janat Gul (General store owner)

Chairman Injuman e Tajran

Bacha Khan Chowk

June 12 No Comments on BRT -


Amin Dad (Restaurant owner)

June 12 Favor of the BRT -


Nawab (Hawker) Bacha Khan Chowk

June 12 No comments on BRT -

5 Urban Resource Centre

Arif Hassan A-2, 2nd Floor, West Land Trade CentreCommercial Central AreaKarachi Administra-tive Cooperative Housing SocietyBlock 7&8, Shaheed-e-Millat Road, Karachi

URC is in favor of BRT

Minibus drivers association is in favor of short routes, these can used as feeders for mass transports systems like BRT

There are 2000 busses with transporters Itehad (Irshad Bukhari)

Existing public and private transport operators should be involved for the success of new plans

-

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Haji Kusar Wahab (Leather merchant)

President Anjuman e Tajran Bacha Khan Chowk Banaras

July 1, 2007

Introduction of alternative system would affect the existing transport system

Government is planning to build a fly over on Bacha Khan( Banaras Chowk)

It will affect the area

-

7 Urban Resource Centre

Mr Zahid & Mr Mohammad Yunus

A-2, 2nd Floor, West Land Trade CentreCommercial Central AreaKarachi Administra-tive Cooperative Housing SocietyBlock 7&8, Shaheed-e-Millat Road, Karachi

July 1, 2007

The respondents are supportive of the BRT idea. They agreed that BRT will help in combating air and noise pollution by replacing existing buses.

They questioned the logic of elevated sections and suggested that underground option should also be assessed. They related the concerns regarding the Karachi Elevated Expressway (KEE). However, when the key differences between the two were explained (KEE—6 lane, on the edge of the road, heavy traffic; BRT—2 lane, centre of the road, and for bus only) they were supportive.

They also thought the route should be extended to Saddar.

They also stressed that the process should be managed in a manner that the existing system and BRT should complement each other not compete with each other.

The elevated section will be planned in the median. Where necessary noise barriers will be installed on the elevated sections.

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8 Jamshed Town

Business owners /community

Abdul Laiq (Al Wahid Sanitary)

Ibrahim Mayat (Al-Shifa Sanitary)

Golimar /Gulbahar Area

July 3, 2007

The removal of encroachments (by the shop owners) from the road will not affect the business. This has been done in the past and was initiated by the shopkeepers themselves. However, political will and support from the local leaders is critical in carrying out this.

Most of the customers in the morning are plumbers and other technicians who come to buy supplies for their business. These customers mostly come on motorcycles, Suzuki pick-up or public transport. In the evening the customers are individuals and families who come to buy fittings for their homes. The number of customers coming in cars is significantly more in these hours.

Need for strong traffic laws, stricter implementation, and the need for dedicated alternative routes during construction

No relocation and resettlement is envisaged in Tranche 1

9 Jamshed Town


SiddiqShahidZahid (Shop owner)

July 3, 2007

No Comments on BRT

Stressed the need for stricter traffic laws

-

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10 Jamshed Town

All Pakistan Auto-part dealers

Business Recorder Road

July 3, 2007

Parking is available in some of the side streets. For the duration of the construction activities alternate route can be used.

The association can work with the project team to keep the area around the construction pylon clear of encroachments and parking for the duration of the construction work on that pylon. However, the construction team has to ensure that the work is not delayed.

Major concern is timely completion of projects by the government; the need to streamline and coordinate various activities during the construction phase

Close coordination with the local associations will be maintained throughout the project

11 Nagan Chowrangi


Naseer, Rashid, + 2 others (Fruit sellers)

July 3, 2007

Space is available on the road. There is no encroachment. They can put their stall and carts beyond the kerb.

No objection on the BRT.

-

12 Johar Complex


Dr Muhammed Zaeem (physician)Qasim Chandio (political worker)Naseem (Shopkeeper)Shahb Khan (hawker)

Johar complex January 25, 2008

Existing road is not maintained which is adding to problems

Extension of road will effect livelihood of the hawkers

Frequency should match the frequency of the local buses

Dust during construction dust may affect the fruit shops next to the road

Dust suppression measures will be employed during construction

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13 Mosamiat Chowrangi

Community Ghulam Nabi (Hotel Owner)Sanulla Khan (Hawker)Haji Tanveer (Resident)

Saboor (Shopkeeper)Kamal Khan (Resident)Asif Jasnjua (Resident)

Mosamiat Chowrangi

January 25, 2008

Good for public if constructed as per professional designs

Existing road should also be maintained

Fare of BRT should be less than local buses

Designs should be finalized after KWSB, KESC, PTCL and SSGC future plans because the existing condition of the road is due to new projects after road construction

Route of BRT should also be extended to other areas like Suhrab Goth for inter-city bus stops

Coordination with the utility companies

14 Karachi University

University students Murtaza Saleem -Boby (Student)Mansoor Raza (Student)Shahid Hussain (Student)Rizwan Ahmed (Student)Sobia Nazeer (Student)Talat Zahra (Student)

Karachi University

January 25, 2008

Facility of students concession in fare should be ensured in BRT

Easy road crossing systems should be developed

Bus timing should be considered for university general timings

Traffic diversion planning during construction of road should be ensured

Traffic diversion plan will be developed during construction taking into account the rush hours and local traffic pattern

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15 Samama Complex

Community Pir BuxAbdul QadirDanish KhanAdeel Hussain

Samama Complex

January 25, 2008

Traffic management is fundamental for any new project

Sufficient parking space is not available at Samama Complex

Alternative arrangements for car parking of shopping centers is required

The new project may compound the parking problem

Easy access to nearby houses should be designed

A fly over should be constructed for existing traffic

To ensure free flow of existing traffic, the minimum lane width and number of lanes for the non-BRT traffic will be maintained

16 NIPA Chowrangi

Community Mazoor HussainJalal AhmedZeshan GhalibHaider AliMuhammad Ali Shah

NIPA Chowrangi January 25, 2008

Existing space at the crossing is insufficient for traffic flow especially during peak hours

With the existing traffic control and management system it is difficult for any new project like BRT to be successful

Local buses violate the traffic rules but are not checked because the owners bribe the local officers

In the absence of proper traffic diversion options the construction of new project will create significant problems


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17 Urdu University

Community/students

Syed Kashif Ali (Student)Fowad Muhammad Khan (Resident)Atif Hussain (Engineer)Naveed (Resident)

Urdu University January 25, 2008

Appreciated the BRT concept and hoped that the system will work

A check and balance system for the traffic police is needed

Traffic management during construction should be part of project design and feasibility

More than one pedestrian crossing bridges should be constructed

Local buses should be replaced

No heavy vehicles should be allowed on the road especially during construction


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VI. INSTITUTIONAL REQUIREMENTS ANDENVIRONMENTAL MANAGEMENT PLAN

A Institutional Requirements

128.Environmental regulations of the GoP require proponents of projects that have reasonably foreseeable qualitative and quantitative impacts are required to submit an IEE for their respective projects (Schedule I). Proponents of projects that have more adverse environmental impact (Schedule II) are required to submit an EIA to the respective provincial EPA. Provincial Highways or major roads (except maintenance or rebuilding or reconstruction) costing more than Rs 50 million require EIA (Schedule II) and those costing less require IEE. Transport management systems and BRT are not specifically included in the schedules.

129.However the IEE-EIA Regulations 2000 also allow the Federal EPA to direct the proponent of a project whether or not listed in Schedule I or Schedule II to file an IEE or EIA for reasons recorded in such a direction. Such a direction would need to be issued after recommendation in writing from the Environmental Assessment Advisory Committee to be constituted under the IEE-EIA Regulations 2000. The BRT will generally involve the use of existing carriageways and at this stage it is not known if CDGK will be required to submit an IEE for BRT. BRT facilities proposed under later Tranches will have a similar conceptual design to Tranche 1 therefore the potential of the later stages of the BRT to adversely affect the environment should be approximately similar. An IEE with Environmental Management Plan is required for all MFF subprojects under ADB requirements and therefore this IEE has been prepared. This IEE which has been prepared for ADB submission can be also be used as the basis for regulatory approval requirements of the PEPA 1997.

130.It has also been noted that in another ADB MFF project, Pakistan Environmental Protection Agency (Pak-EPA) has assumed that all proponents will consult with the relevant provincial EPAs and follow their advice with regards to environmental assessment requirements for all MFF subprojects. In 2006 Punjab EPA requested disclosure of the scope and extent of each of the subprojects in ADB Power Transmission Enhancement MFF. As such it is expected that all the Tranche 1 and subprojects in future tranches will be disclosed to the SEPA and the environmental assessment requirements of the statutory authority will be followed. An Environmental Assessment and Review Framework (EARF) has also been prepared to select, assess, monitor, and manage the potential environmental impacts of any subprojects in future tranches.

131.Therefore prior to implementation and commencement of construction of the BRT CDGK will need to notify the SEPA of the location and scale of the subprojects and comply with any environmental requirements and, if IEE is required, obtain approval “No Objection Certificates” and SEPA clearance (under the PEPA 1997). Whatever the SEPA requirements, IEEs must be prepared for all the BRT route subprojects for ADB. CDGK will also need to liaise and coordinate with SEPA. The EMP (Appendix B) was prepared taking into account the capacity of the CDGK Municipal Services Department, as described in the Institutional and Environmental Assessment of SEPA and City District Government of Karachi20.

20 Institutional Appraisal of Environmental Assessment and Management Capability within Sindh Environment Protection Agency (SEPA) and City District Government of Karachi (CDGK), TA 4573 PAK, Preparing the Karachi Mega City Development Project, September 2007.

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132.In September 2007, Municipal Services of CDGK had one full time environmental staff member, the District Officer Environment (DOE). The DOE is responsible for addressing environmental concerns for a citywide development program. The DOE took charge of his post and department in February 2007. The DOE therefore faces considerable challenges in implementing the terms of reference. Other problems have been identified with the lack of capacity in SEPA but these are not the subject of this IEE.

133.At present DOE is responsible for overseeing several key functions that relate to environmental assessment and management. These were previously under the jurisdiction of the Law Department but were transferred to the DOE. The environmental responsibilities of CDGK are defined under the Sindh Local Government Ordinance 2001 (SLGO 2001) and there is a general requirement to raise environmental awareness in the CDGK jurisdiction. The key elements directly relevant to the implementation of the MFF subprojects can be summarized as follows:

i) To ensure implementation of environmental protection and preservation measures in all development projects at district level and sensitize government agencies on environmental issues;

ii) To assist provincial EPA in discharge of its functions under the PEPA 1997;

iii) To ensure, guide and assist proponents of new projects in the submission of IEEs and EIAs to the Director General SEPA for approval;

iv) To request the Environmental Magistrate or Environmental Tribunal to take cognizance of any offence under the provisions of PEPA 1997;

v) To undertake regular monitoring of projects financed from the provincial sustainable development fund and to submit progress reports to the SEPA for publication in its annual report.

134.At present the DOE is alone within the CDGK with sole responsibility for brining environmental issues to the notice of corporate management (District Coordination Officer, DCO and City District Nazim). The most significant challenge is the lack of human and financial resources and necessary infrastructure. In 2006 the Governor of Sindh made a call to establish a separate environment department in the face of growing national and international environmental concerns. The DOE has made a proposal for a separate environment department to the DCO but as of September 2007 there is no change to the existing CDGM departmental structure.

135.If the terms of reference stated in the SLGO are to be realized then overcoming environmental capacity deficit within the CDGK will need to be addressed. Environmental assessment and coordination with SEPA are both key to CDGKs environmental responsibilities under the SLGO. However although proposals have been made to address this shortfall in environmental capacity by DOE, a response in terms of adequate additional human and financial resources may not materialize for some time. Therefore there is likely to be a period at the start of the KMCSDP MFF when DOE has insufficient resources to carry out the environmental assessment requirements for ADB. The lack of appropriate institutional arrangements may interfere with the KMCSDP attempts to ensure compliance with both GoP and ADB environmental assessment requirements. Therefore it is recommended that the KMCDSP provide an environmental cell of at least two full time environmental specialists to support the DOE and remain in support until such time as the proposed Environmental Department is created or sufficient other resources are available in CDGK and the proposed Executive District Officer (EDO) Environment is fully capable of supporting the environmental assessment portfolio of CDGK. At such a time the appointed environmental cell professionals may be absorbed into the EDO Environment in order to retain institutional memory.

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136.The EDO will need more staff and training resources if effective quality control is to be provided for the EMP implementation and much of the environmental assessment work may be delegated to consultants. The aspirations of the SLGO objectives, to raise awareness both within Municipal Services Department and more broadly in CDGK, are sound, but at present the awareness level is not high. Specific areas for immediate attention are in environmental assessment and auditing, waste, air, water and noise pollution management and impact mitigation. As a first step CDGK should consolidate DEO as soon as possible and nominate additional suitable staff to work from within the department to monitor and audit progress on environmental management for the MFF.

137.For the KMCSDP, the environmental cell staff, engaged to support the DEO for the MFF subprojects, must be appointed at the outset of the implementation. At the detail design stage of subproject the cell shall have at least one environmental specialist to assist the DEO to address all environmental aspects in the detailed design and contracting stages and the relevant statutory submissions and approvals. In addition, there needs to be an environmental specialist to cover the implementation of environmental mitigation measures in the construction stage of the subproject packages. The environmental specialists should work as members of the environmental management team with significant proportion of time spent in the field, observing and making recommendations to improve or modify environmental mitigation measures executed by the contractors, as the EMP evolves and the MFF subprojects proceed, to respond to unexpected circumstances.

138.The requisite staff should be appointed prior to the commencement of the tendering for the construction activities to ensure the inclusion of environmental requirements can be translated into contractual works for completion to four lane standard and also respond to unexpected circumstances. Both members of the cell can initially be bolted on to the DEO or within supervising consultant’s team.

i) The environmental specialists will:

a) Work with DEO to execute any additional EIA and IEE requirements prior to project commencement;

b) Work with the project management team(s) in CDGK to ensure all environmental requirements and mitigation measures from the EIAs and IEEs and environmental performance criteria are incorporated in the contracts; and

c) Work with contractors to manage the implementation of the project EMP.

ii) Overall implementation of the EMP will become CDGK’s responsibility. Other parties to be involved in implementing the EMP are as follows:

a) Contractors: responsible for implementing all measures required to mitigate environmental impacts during construction; and

b) Other government agencies: such as UC, Towns authorities, regional EPA and state pollution authorities for monitoring the implementation of environmental conditions and compliance with statutory requirements in their respective areas.

139.Considering the number of government agencies that need to be involved in implementing the EMP, training workshops should be conducted at every six months or twice each year, for the first 3 years, to share experience in the implementation of the subprojects and the monitoring report on the implementation of the EMP, to share lessons learned in the implementation and to decide on remedial actions, if unexpected environmental impacts occur.

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B Environmental Assessment of Follow-Up Subprojects

140.Numerous routes for the BRT will be subprojects in a future Tranche(s). Based on the likely urban location they will be in similar location to the five BRT considered above a range of similar impacts is likely. Other follow-up subprojects in the transport management sector may involve more complex environmental assessments. A detailed EARF procedure has been prepared that must be followed as required by ADB for all the subprojects in future tranches.

C Environmental Management Plan

141.This IEE concludes that the construction impacts will be manageable if the mitigation measures are implemented thoroughly. The Environmental Management Plan is based on the type, extent and duration of the identified environmental impacts. The EMP has been prepared by close reference to best practices and in line with ADB Environmental Policy (2002) and Environmental Assessment Guidelines (2003).

142.Implementation of construction of the BRT will need to comply with several environmental requirements and clearance will be required from SEPA for any statutory environmental assessment that is required. DOE will also need to confirm that contractors and their suppliers have complied with all statutory requirements for licenses from CDGK. DOE should also check that contractors have all the necessary valid licenses and permits for use of powered mechanical equipment if necessary and the use of local water supplies (and to construct and operate plants such as concrete batching in line with all environmental regulations and license conditions from EPA).

143.The effective implementation of the EMP should be audited as part of the loan conditions and the executing agency must be prepared for this. In this regard the CDGK (the Implementing Agency) must be prepared to guide the design engineers and contractors on the environmental aspects and ADB has suggested that such leadership and auditing should be undertaken by the DOE and environmental cell from the commencement of the MFF.

144.Prior to implementation of Tranche 1 the EMP shall be amended and reviewed by the DOE and environmental cell in due course after BRT detailed designs are complete and contracting arrangements are known. Such a review shall be based on reconfirmation and any additional information on the assumptions made at the feasibility stage on location scale and expected operating conditions of the subprojects. For example, in this case if there is additional land required for junctions and fly-overs (although not confirmed as yet) the designs may be amended and the environmental significance must be reviewed. Although no major additional impacts would be anticipated based on the information provided to date the performance and evaluation schedules to be implemented during project construction and operation can be reviewed, updated, and costs estimates can be revised if necessary.

145.The EMP must be reviewed by the DOE and project management in CDGK and approved before any construction activity is initiated on Tranche 1, to take account of any subsequent changes and fine tuning of the proposals. It is recommended that before the Tranche 1 contracts are worked out in detail and before pre-qualification, that the environmental status of the existing BRT routes is monitored to set a baseline for benefit monitoring using some of the key EMP mitigation measures as the performance indicators.

146.This IEE including the EMP should be used as a basis for an environmental compliance program and an updated EMP should be included in the revised contract documentation for All BRT routes. The updated EMP, any conditions of the environmental clearance from the SEPA and any subsequent licenses and approvals

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from EPA should also be included in the environmental requirements for the contractors in the compliance program. Therefore, continued monitoring of the implementation of mitigation measures, the implementation of the environmental conditions from environmental clearance, and monitoring of the environmental impact related to the construction of all future works to complete the BRT, including complaints, should be properly carried out and reported periodically in monthly progress reports. Compliance with all of the EMP requirements shall also be reported in other periodic project performance reports.

147.The impacts from construction and operation will be manageable and no insurmountable impacts are predicted providing that the updated EMP is included in the contract documents and implemented to its full extent. The details of EMP given in Appendix B are in the form of the matrix and may require revision as the project reaches detailed design. The impacts have been classified as per the design/preparation stage, construction stage and operation and maintenance stage. The matrix details the mitigation measures recommended for each of the identified impacts, approximate location of the mitigation routes, time span of the implementation of mitigation measures, an analysis of the associated costs and the responsibility of the institution. The institutional responsibility has been specified for the purpose of the implementation and the supervision. The matrix is supplemented with a monitoring plan for the performance indicators. An estimation of the associated costs for the monitoring is given with the plan. The EMP has been prepared following best practice and the ADB’s Environmental Policy (2002) and Environmental Assessment Guidelines (2003).

B Environmental Monitoring

148.Monitoring activities during implementation will focus on compliance with license conditions, recording implementation of mitigation measures, recording environmental parameters, reviewing contractor environmental performance and proposing remedial actions to address unexpected impacts during construction. Some of these tasks can be assigned to the contractors and managed by the DOE and environmental cell. The monitoring plan n (Tables 5 and 6) was designed based on the likely subproject cycle.

149.During the preconstruction period, the monitoring activities will focus on (i) checking the contractor’s bidding documents, particularly to ensure that all necessary environmental requirements have been included; and (ii) checking that the contract documents’ references to environmental mitigation measures requirements have been incorporated as part of contractor’s assignment. Where detailed design is required (e.g. for further elaboration of the junctions, bridges or fly-overs) the checking of updated designs must be carried out including requirements for additional land. During the construction period, the monitoring activities will focus on ensuring that environmental mitigation measures are implemented, and some performance indicators and complaints will need to be monitored to record the subproject’s environmental achievements and to guide any remedial action to address unexpected impacts. Monitoring activities during project operation will focus on recording transport management and gaseous pollutants near the BRT as well as general environmental performance and proposing remedial actions to address unexpected impacts.

150.To facilitate EMP implementation, during preparation for construction the contractors must be prepared to cooperate with the environmental cell team, DOE, and the local population in the mitigation of impacts. However, experience suggests that contractors may have little impetus or interest in dealing with environmental problems in the absence of performance-linked criteria. Therefore, the required environmental mitigation must be clearly described in a memorandum of understanding and other contract documents at the bidding stage; the completion of mitigation should be linked to payment milestones.

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151.Operational monitoring of the first line of the BRT is essential to ensure that the system is performing to required standards and that adjustments can be made as required to meet demand levels of an expanding BRT network. Effective monitoring will also facilitate data and performance outcomes to be fed back into the design and operation of the next phases of the BRT network development.

152.The Roadmap includes a list of key result areas (KRA’s) or performance criteria for the planning, design and operation of the BRT system. The criteria must be agreed and confirmed as part of the first tranche project. Key areas to be monitored include:

i) Average bus travel speed and on time running

ii) Level of demand and bus loading for each section of the corridor with a focus on bus crowding and passenger comfort

iii) Maintenance of bus headways and level of bunching

iv) Bus trips cancelled

v) Station loading and capacity

vi) Bus accidents and pedestrian accidents

vii) Other KRA’s as may be required to ensure efficient and sustainable operations

153.Additionally it is recommended that air quality be monitored at monthly interval throughout the construction and first two years of operation. The parameters should include dust (particulate matter less than 10 micron), sulfur dioxide, and oxides of nitrogen.

Table 5: Key Tasks for Environmental Monitoring Plan

No. Environmental Monitoring Tasks21

Implementation Responsibility

Implementation Schedule

1 Design Phase

1.1 Audit project bidding documents to ensure IEE and EMP is included.

CDGK through environmental officer

Prior to issue of bidding documents.

1.2 Disclosure of subproject to SEPA CDGK through environmental officer

Prior to construction

1.3 Monitor final site selection (alignment) and its environmental compliance with EMP


Prior to CDGK approval of detailed designs.

1.4 Monitor the performance of environmental training and briefings and of the environmental awareness of project staff and CDGK


Ongoing, prior to and during implementation of works and operation.

2 Construction Phase

2.1 Regular (monthly) monitoring and reporting (quarterly) of contractor’s compliance with statutory environmental requirements


Continuous throughout construction period.

2.2 Regular (monthly) monitoring and reporting (quarterly) of contractor’s

CDGK through Continuous throughout

21 Monitoring of issues related to compensation of landowners for land acquisition and loss of production, etc. are addressed in the Resettlement Action Plan.

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No. Environmental Monitoring Tasks

Implementation Responsibility

Implementation Schedule

compliance with contractual environmental mitigation measures

environmental officer construction period.

2.3 Regular (monthly) monitoring and reporting (quarterly) of complaints and responses or environmental mitigation measures


Continuous throughout construction period.

2.4 Monitor adjustments to the EMP and the thorough implementation of detailed EMP


During all phases of the subprojects

2.5 Commissioning phase monitoring of as built equipment and facilities versus environmental contractual performance criteria


At commissioning.

3 Operation and Maintenance Phase

3.1 Observations during routine maintenance inspections of facilities. Inspections will include monitoring implementation of operational mitigation measures versus environmental criteria specified in EMP for operational impacts.


As per CDGK inspection schedules

3.2 Monitoring air quality and operational noise from two locations on R1 R2 and R3 components of the MFF.


During the life of the project

Table 6: SUMMARY OF ESTIMATED COSTS FOR EMP IMPLEMENTATION

Item Sub Item Estimated Total Costs

[PKR]

Estimated Total Cost

[USD]

Staffing, audit and monitoring

2 persons for 2 years 3,000,000 50,000

Monitoring activities As detailed under EMP 5,000,000 83,300

Mitigation measures As prescribed under EMP and IEE

20,000,000 333,300

Transport 1 vehicle for 2 years 1,000,000 16,700

Contingency 5% contingency 1,000,000 16,700

Total 30,000,000 500,000

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VII. FINDINGS AND RECOMMENDATIONS

154.This IEE study was carried out when the MFF Tranche 1 subproject were at the stage of conceptual design during the TA 4753 (PAK). Essentially secondary data were used to assess the environmental impacts in a comprehensive manner and public consultation and route reconnaissance were carried out in order complete the environmental assessments and recommend suitable mitigation measures.

155.Several actions are required during the detailed design stage to minimize impacts to acceptable levels. The negative environmental impacts from the BRT subprojects will mostly take place during the construction stage but there are also some potential negative impacts for the operational stage as well as many significant beneficial impacts. The construction impacts should be very predictable and manageable and with appropriate mitigation few residual impacts are likely.

156.Some key actions are required after the detailed designs are developed. CEDG should update the EMP and together with the IEE and disclose the project to SEPA. Recommendations all mitigation measures should be included as contractual requirements, accepted by all contractors prior to signing the contract(s). Certain mitigation management plans (temporary traffic management plan, utilities management plan, materials management master plan, noise and dust control plan, hoarding plan waste management, erosion control etc.) should be deliverable by the contractors before construction commences.

157.There are also least three elevated sections for Route 1 and Route 3 of the BRT. The conceptual design envisages these sections also in the median and to be elevated by about 5m above the level of the roads that they will cross. However the details of location and structures have yet to be confirmed.

158.Consequently some further environmental assessment of these sections will be required at the detailed design stage and consultation with local communities needs to be completed prior to undertaking the civil work for the elevated sections. It is essential that a proper analysis is carried out during the project planning period to develop mitigation measures and any alternative options, if appropriate. When the detailed designs are finalized the impacts and mitigation measures will need to be reviewed again to take account of how the contracts are set up and in the light of any fine tuning of the BRT proposals.

159.The construction is restricted to Government land and as far as can be ascertained at this stage there is not likely to be any significant additional land required to complete the construction. However given the conceptual nature of the BRT designs it is possible that some additional engineering requirements could be included at the detailed design stage (e.g. additional land for construction plant, widening at stations or junctions along the BRT routes) that require additional land. At this stage these requirements are not quantifiable. If further land is needed it can be determined as the detailed designs are worked out and to dovetail with the detailed design and minimize adverse impacts and maximize benefits. A social impact assessment and resettlement action plan has been completed in tandem with the environmental work stream that will apply to All BRT routes.

160.At the detailed design stage a review should also be conducted of the monitoring activities proposed in this IEE for air quality and noise to reconfirm the parameters to be checked during the construction and operation. Reference should also be made to the recommend monitoring plan for performance indicators (Table 6) from this study. Baseline monitoring should be carried out, daily for a minimum of two weeks, prior to the

07/03/08


commencement of construction for indicator pollutants PM10, oxides of nitrogen and sulphur dioxide to redefine the baseline and parameters and frequency of monitoring to be checked during BRT construction and operation. Provisions should be made in the contract documentation to allow integration of the results of the baseline review into the contract to establish performance action thresholds, pollution limits and contingency plans for the contractor’s performance. Impact and compliance monitoring activities will focus on compliance with license conditions, recording implementation of mitigation measures, recording environmental parameters, reviewing contractor environmental performance and proposing remedial actions to address unexpected impacts and complaints.

161.There are operational impacts that must be addressed in the detailed designs. In principle, road traffic noise exposure could be reduced. However there is not enough detailed design for the alignment or traffic modeling to confirm traffic flows so that a noise model can be constructed based on these scenarios. Further detailed assessments should be undertaken at the detailed design stage and prior to implementation to determine if noise mitigation at source (noise barriers) are required at any sensitive receivers such as schools and temples.

162.The IEE, including the EMP, should be used as a basis for an environmental compliance program and be included in the contract documentation. The EMP shall be reviewed at the detailed design stage. In addition the project needs to be disclosed to SEPA and any conditions that are part of the environmental clearance from SEPA should also be as a basis for the environmental compliance program. Therefore, continued monitoring of the implementation of mitigation measures, the implementation of the environmental conditions for work and environmental clearance, and monitoring of the environmental impact related to the operation of the BRT subprojects should be properly carried out and reported monthly to track and determine the net environmental benefits that have accrued. These should be summarized by CDGK in regular quarterly progress reports to ADB also summarized at least twice per year as part of the ADB project performance report. The negative environmental impacts from BRTs will mostly take place during the construction. If the project are managed in line with internationally accepted environmental auditing procedures some significant environmental benefits can be expected to be demonstrated in the operational stage if monitoring is carried out efficiently.

163.The implementation of the environmental mitigation measures during the construction period will be assigned to the contractors. However, experience suggests that contractors may have little impetus or interest to deal with environmental problems in the absence of performance linked criteria. Therefore, the required environmental mitigation must be clearly described in the contract documents at the bidding stage and the completion of mitigation should be linked to payment milestones.

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VIII.CONCLUSIONS

164.Environmental impacts associated with the construction and operation of the BRT need to be effectively mitigated and institutional arrangements are available. Additional human and financial resources will be required by CDGK to complete the detailed designs and incorporate the environmental recommendations effectively and efficiently in the contract documents, linked to payment milestones. The proposed mitigation and management plans are practicable but require additional resources.

165.Monitoring activities will need to focus on compliance with license conditions, recording implementation of mitigation measures, recording environmental parameters, reviewing contractor environmental performance and proposing remedial actions to address unexpected impacts.

166.The implementation of the BRT system in Karachi is a feasible and sustainable environmental option but thorough implementation of the EMP is required throughout the design, construction and operation of the BRT in order to minimize impacts and retain public support for the project.

.

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Appendix A:Selected Photographs

Route 1: Golimar Area During Peak Hours – Elevated section is planned here

Route1: Wide Median in North Karachi

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Route 1: Wide road and sufficient space for BRT in North Karachi

Route 1: Lyari Expressway (under-construction) over the Lyari Bridge in Golimar.BRT will be at Grade over the Lyari Bridge

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Route 2: Near NIPA Chowrangi

Route 2: Drain in the Median near Sabzi Mandi

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Route 2: Near Muslimabad

Route 3: Abdullah Chowrangi

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Route 3: Banaras Chowk: CDGK plans to construct a flyover over this intersection

Numaish Area: All routes will terminate here

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Appendix B:Environmental Management Plan

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Appendix B: Environmental Management Plan for Tranche-1 Subprojects

Environmental Concern

Objectives Mitigation Measures (MM) Recommended Timing to Implement MM

Locations to Implement MM

Resp to Implement

MM

Resp to Monitor

MM

DESIGN STAGE

1. Project disclosure

Ensure statutory compliance with PEPA 1997

Disclose BRT project & design to the SEPA & clarify what documents are required to be filed (if any) with the Provincial and Federal EPA to ensure compliance with sec. 12(1) of the PEPA 1997 (as amended).

Commencement of detailed design

All BRT routes Design consultant / CDGK

CDGK - ADB

2. Subproject boundaries change.

Ensure EMP sufficient to control impacts and compliance with statutory requirements PEPA 1997.

Review IEE and EMP and confirm findings and recommendations.

Submit REA, revised IEE/EIA and EMP to ADB.

Complete the environmental assessment process in line with SEPA and ADB Guidelines. Obtain waiver for IEE from SEPA OR “No Objection Certificate” from SEPA.

Prepare EMP and Obtain “Clearance Certificate” from SEPA.

Completion of detailed design.


CDGK - ADB

3. Waste Disposal

Ensure sufficient disposal space for cut surface materials and avoid fly-tipping.

1. Design consultants to identify reuse options and sufficient stockpiling and disposal locations for site clearance of scrabbled and cut surface materials and bored piles or caissons and include disposal locations and requirements in contracts.

2. Before works commence selected contractor to prepare Waste Management Plan with disposal sites identified for agreement by construction supervision consultants and CDGK.

1. Detailed design output.

2. Within one month of award of contract or earlier


CDGK

4. Plan construction materials management

Facilitate the timely production of rock and bitumen based materials for construction and to avoid impacts due to stockpiling on BRT

1. BRT detailed designers estimate the additional construction materials required. Works scheduled to facilitate the timely production of rock, based and bitumen materials for construction and to avoid the need for excessive stockpiling and importing from elsewhere in the districts that will be affected by this subproject.


2. Within one month of award of contract or earlier

All BRT routes Design consultant / contractors / CDGK

CDGK

CDGK = City District Government Karachi CSC=construction supervision consultant DDC = Detailed Design Consultant PMU = Project Management Unit or Similar

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Resp to Implement

MM

Resp to Monitor

MM

routes. 2. Selected contractor(s) to prepare Mass Balance for Waste Management Plan with disposal sites identified for agreement by construction supervision consultants and CDGK.

5. Minimize impacts due to BRT alignment designs

To ensure that provisions are made to preserve the operation of any existing local infrastructure and that utilities are protected.

Detailed Design Consultants include in detailed design

1. Overpasses and underpasses to avoid pedestrian severance.

2. Existing drainage and other utilities have been identified and avoided / re-provisioned.

3. The impacts related to the aesthetic value religious context (if any) of the local environment have been considered.

Before the commencement of construction activities/during design stage.

1. Routing BRT close to mosques, schools and other SRs to be avoided.

2. Locations of overpasses and drainage to be included in plans..

CDGK with the Design Consultant

CDGK

6. Retain trees and landscape designs

To avoid negative impacts due to unnecessary removing of trees

1. Identify all trees>10cm DBH (diameter at breast height) in alignment.

2. Detailed design to avoid tree removal unless justified on engineering, safety and environmental grounds.

3. Identification of off-site landscape opportunity spaces in liaison with local community for planting with trees and shrubs and spaces for compensatory planting to be included in detailed designs.

4. Include tree protection and mitigation requirements in tender and contract documentation as milestone payments.

5 Landscaping with trees and shrubs shall take place at all BRT stations and verges included in detailed designs. Planting of trees/shrubs/ornamental plants to contribute to BRT aesthetic value.



CDGK


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Resp to Implement

MM

Resp to Monitor

MM

6. Noise barriers Ensure noise impacts are acceptable in operational phase.

1. Detailed design stage, with the benefit of traffic flow forecasts, acoustical assessments should be made to determine if noise mitigation at source (noise barriers / low noise road surfacing) are required near any sensitive receivers.

2. At schools, hospitals and temples make detailed assessment of noise climate and conduct detailed acoustic assessment for all residential, school, temple (other sensitive structures) within 50m of BT. Assess based on best estimate of road traffic / BRT for 2025.

3. if predicted noise at sensitive receiver exceeds agreed criterion [e.g. 3dB(A) above baseline or leq67dB(A) if who criterion acceptable] design and include construction of acoustic measures to control noise at source, e.g. solid barrier to attenuate noise to below agreed criterion.

1. During designing stage no later than pre-qualification or tender negotiations.

2. Include in the new 4 lane contract/variation.

Noise sensitive locations to be reconfirmed and checked in the EMP that is approved by ADB/SEPA.

CDGK with the design consult-ant.

CDGK

7. Air quality benchmark

Predict possible future deterioration of air quality. Avoid environmental being undetected due to lack to baseline data.

Use USEPA Caline4 model or equivalent and traffic forecasts to predict air quality in major highways next to BRT sing at least oxides of nitrogen as an indicator;

and

Sample to obtain benchmark levels of heavy metals and hydrocarbons in air and soil at locations near the BRT.

Prior to construction activity

Submission to ADB

Two locations on each BRT route

CDGK with the design consult-ant.

CDGK

8.Traffic Condition

Plan to minimize disturbance of vehicular traffic and pedestrians during construction.

1. Avoiding blocking existing roads access near BRT routes.

2. Design provisional TEMPORARY TRAFFIC MANAGEMENT PLAN for updating by the construction contractors ONE MONTH PRIOR TO START OF WORKS in any given sector.

3. Formulate a construction related traffic management plan that takes into account other Tranche 1 subprojects such as the Urban Traffic

During detailed design

The most important locations to be identified and listed in revised EMP. Relevant plans to be made available to the Contractor with tenders.

Detailed design engineer.

CDGK


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Resp to Implement

MM

Resp to Monitor

MM

Control System and Transport Master Plan.

4. Proximity of schools and hospitals to be considered.

5. Installation of traffic warning signs, and enforcing traffic regulations during transportation of materials and equipment and machinery. 4. 6. Conditions of access roads to all BRT sites and bridges to be considered.

7. Include plans for conducting awareness programs on safety and proper traffic behavior in urban areas near BRT construction sites.

8. Plan requirements to assign dedicated traffic control personnel.

9. The EMP review must take into account any changes to operational modeling assumptions that will need to be reviewed relative to ground realities or other changes that result from the assumptions made in other Tranche 1 subprojects such as the development of the Urban Traffic Control System and preparation of the comprehensive long term Transport Master Plan. I.e. the potential cascade of effects upon traffic conditions at the street level resulting from the proposals for the of Urban Traffic Control System and Transport Master Plan must be integrated into the BRT proposals at the detailed design stage. There is insufficient data to make these assumptions at the present stage

9. Social Impacts

(Land related - NOT LIKELY UNLESS UNFORSEEN CIRCUMSTANC

To ensure that the adverse impacts due to the property acquisition and resettlement are mitigated according to the LARP.

1. Social Preparation to be completed before construction.

MITIGATION IF UNFORSEEN ADDITIONAL LAND IS REQUIRED

2. Acquisition of lands completed to minimize impacts to livelihood.

3. Completed implementation of RP and LARPs to

Before the removal of houses and other structures and the APs to be given sufficient time and assistance to resettle

Targeted families according to the LARP.

The Project Staff will prepare an Inventory of Losses (IOL).

CDGK CDGK - ADB


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Resp to Implement

MM

Resp to Monitor

MM

ES) provide compensation and assistance to the APs.

4. Alternative land is given together with sufficient compensation to enable families to build & move to new houses.

5. All the payments/entitlements are paid according to the Entitlement Matrix, which shall be prepared according to the RP and LARP.

6. Any impacts identified by the revised IEE were incorporated in to the RP and relevant entitlements included into the Entitlement Matrix.

satisfactorily.

10. Environmentally responsible procurement

Avoid operational environmental pollution and impacts upon decommissioning

Contractor to submit Method Statement and schedule of environmental mitigation measures with tender. Techniques and machinery selection to minimize impacts and duration of works.

Choose non polluting equipment

Specify equipment not to contain POP, asbestos, other hazardous or toxic components.

During product acquisition, prior to purchase

CSC / Tender evaluators to check contractors Method Statements and proposed mitigation measures and timing.

Equipment specifications and performance with company certificates / accreditations.

CSC / Tender evaluators

CDGK

CONSTRUCTION STAGE

1. Plans to control environmental and associated impacts

Avoid impacts from unplanned activities

1. Temporary traffic management plan,

2. Drainage and utilities re-provisioning plan,

3. Materials management master plan,

4. Noise and dust control plan,

5. Hoarding plan

6. Waste management plan,

7. Tree removal and compensatory planting plan

should all be deliverable in final form by the contractors one month before construction

Prior to construction activity

Submission to ADB

To cover every BRT route

Contractor. CDGK.


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Resp to Implement

MM

Resp to Monitor

MM

commences.

2. Loss of trees and vegetation cover of the areas work-areas and aesthetics

To avoid several negative impacts due to unnecessary removing of trees and other street foliage.

PAYMENTS LINKED TO TREE REESTABLISHMENT NOT TREE REMOVAL-

1. Removal of trees>10cm DBH (diameter at breast height) to be justified on engineering and safety grounds in tree removal plan.

2. Clearing of trees for construction, cutting trees and other important vegetation during construction should be minimized.

3. Trees that are unavoidably to be removed for construction shall have compensatory planting and replacement and establishment plans for trees that shall be approved by the contractor one month before existing trees are cut.

4. Payments for site clearance shall be withheld until compensatory tree planting is complete for that sector and payment therefore linked to tree reestablishment not removal as one of the milestone payments.

5 At lease seven (7) new trees shall replace each cut tree and maintained alive for three years as part of the contractual agreement and milestone payments.

6. Landscaping with trees and shrubs shall take place at all BRT stations and verges. Planting of trees/shrubs/ornamental plants to contribute to the aesthetic value of the area.

5. At conclusion of the project, all debris and waste shall be removed. All temporary structures, including office buildings, shelters and toilets shall be removed.

One month prior to and during construction of relevant activities

All BRT routes especially where trees can remain under elevated sections.

Contractor and CSC

CDGK/

CSC


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Resp to Implement

MM

Resp to Monitor

MM

3. Orientation for Contractor, and Workers and construction management plans.

Ensure that the CSC Contractor and workers understand and have the capacity to ensure that the environmental requirements and mitigation measures must be implemented by them.

1. Contractors tenders shall be required to separate clearly the resources and funds to be applied to the mitigation measures for environmental impacts

2. Contractors tenders shall identify named staff to supervise and plan,

Drainage and utilities re-provisioning

Temporary traffic management,

Materials management,

Noise and dust control,

Hoarding

Waste management,

Tree removal and compensatory planting

3. Contractual clauses shall be included to tie the implementation of environmental mitigation measures in the above plans to milestone payments.

4. Contractual clauses shall require Contractors to conduct special induction briefing and / or on-site training for the contractors management, contractors staff, subcontractors and workers to cover the environmental requirement of the project. Contractors shall record and report regularly on record attendance and achievement test for all staff and managers.

5. Contractual clauses shall be included to require contractors to employ dedicated environmental management staff to conduct/oversee the environmental orientation sessions and the implementation of environmental mitigation measures so as to facilitate checking for milestone payments.

6. Contractual clauses shall emphasize that

Induction for all site agents and above including all CSC staff new staff before commencement of work.

Weekly tool box talks and refreshers at early stages of construction for all construction employees as far as reasonably practicable. Include with safety talks.

All site agent staff. monthly induction and six month refresher course as necessary until contractors comply / improve.

contractor management with the CSC and record details and report quarterly

CDGK & to observe and record success.


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Resp to Implement

MM

Resp to Monitor

MM

financial compensation shall not be allowed as mitigation for environmental impacts or environmental nuisance without written and environmentally justifiable agreement from the relevant environmental authorities.

7. Engineering controls shall be promulgated by the construction contractors and shall be designed as mitigation measures to control the impacts at source in the first place. The CSC shall be responsible to approve the measures and report the update of EMP.

4. Institutional strengthening and capacity building

To ensure that CDGK and PMU officials are trained to understand and to appreciate EMP

Capacity building activities

Consolidation of the DOE or Setting up of a Environmental Development Office (EDO) within CDGK

Development of a strengthening plan for the EDO

Initiate preconstruction and continue beyond project completion

All senior staff in CDGK at senior engineer and above in PMU and related units

CDGK ADB

5. Air quality To minimize air impacts effectively and avoid complaints due to the airborne particulate matter released to the atmosphere.

CONTOL ALL DUSTY MATERIALS AT SOURCE.

1. If works are within 10m of any sensitive receivers, or have given rise to complaints over dust, the contractor shall install segregation between the works at the edge of the median at the road edge nearest the centre before works commence to provide a barrier to protect the sensitive receivers and passing traffic. The segregation should be easily erectable 3 m high hoarding within which all construction works can take place. The hoarding can be moved on from worksite to worksite along the BRT Route as the work proceeds and removed when the works are completed to trigger a milestone payment.

The design of the hoardings and works layout must be include in the hoarding plan and also allow for pedestrians to cross the roads and avoid community severance.

Before works commence and throughout all construction works

All BRT routes The Contractor should maintain the accepted standards

CSC should monitor hoardings and wetting and other relevant activities.

CDGK


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Resp to Implement

MM

Resp to Monitor

MM

2. All heavy equipment and machinery shall be fitted in full compliance with the national and local regulations.

3. Stockpiled soil and sand shall be slightly wetted before loading, particularly in windy conditions.

4. Fuel-efficient and well-maintained haulage trucks shall be employed to minimize exhaust emissions. Smoke belching vehicles and equipment shall not be allowed and shall be removed from the project.

5. Vehicles transporting soil, sand and other construction materials shall be covered. Speeds of such vehicles shall be limited to 15km/h within the works site and on unpaved areas.

6 Transporting materials through densely populated areas should be avoided.

7. Open areas of the sites and haul roads shall be sprayed twice per day with water to suppress dust.

8. Concrete batching plants. Asphalt plant and rock crusher activities (if required) to be controlled (e.g. asphalt hot-mix plants should not be located in the median work sites but located at convenient sites nearby but downwind of and at least 500m from sensitive receptors such as schools and hospitals).

6. Bitumen usage

Avoid air pollution and traffic obstacles

Bitumen should not be used as fuel

Fuel wood should not be for bitumen heating.

Bitumen drums should be stored in a dedicated area, not scattered along the works

Before works commence and throughout all construction works

All BRT routes The Contractor observe rules

CSC should monitor bitumen use and other related activities.

CDGK


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Resp to Implement

MM

Resp to Monitor

MM

7. Noise / Ground Vibration

To minimize noise level increases and ground vibrations during construction operations.

Install, maintain and monitor all requisite mitigation as per contract

1. Outside schools or hospitals construction should be avoided at sensitive times. As fall back option to control noise, mass of hoardings can be increased using heavy thick ply-board or corrugated metal sheet to achieve a mass of >10kg/m2. Design and works layout must allow pedestrians to cross roads or pass around or over sites and avoid community severance. The installation of such measures should be discussed with the local population and serve as a means for further public consultation during implementation and assist in public relations.

2. All heavy equipment and machinery shall be fitted in full compliance with the national and local regulations.

3. As a rule, the operation of heavy equipment shall be conducted in daylight hours.

4. Hammer-type pile driving operations shall be avoided during nighttime.

5. Construction equipment, which generates excessive noise, shall be enclosed. Well-maintained haulage trucks with speed controls will be used.

6. Performance criteria shall during nighttime (10 pm to 7 am) the measured impact noise at the residential or hospital sensitive receiver shall not be more than 3dB above background noise levels measured at the nearest sensitive receiver (Leq15minutes) two weeks prior to the commencement of works. The contractor shall also maintain and service all equipment to minimize noise levels.

7. Near Mosques and schools the contractor shall discuss with the CSC and the school and mosque

Maximum allowable noise levels at the façade of the sensitive receiver are

1. 70dB(A)LEQ

or

2. 3dB(A)LEQ above the background (measured no more than 2 weeks before the commencement of work).

All BRT Routes

e.g. Route 3 Adamgee college.

Within 50m of all hospitals schools and colleges

Contractor should monitor and maintain the accepted standards)

CSC should monitor relevant activities.

CDGK/

CSC


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Resp to Implement

MM

Resp to Monitor

MM

principals the agreed time for operating the noisy machines and completely avoid machine use near schools during examination times and near mosques during religiously sensitive times.

8. Construct larger concrete building components by prefabrication nearer the concrete batching plants or in controlled dedicated areas away from SRs to minimize impacts.

9. Contractor shall be allowed to take other acoustic measures to minimize noise nuisance in the vicinity of construction sites if the necessary noise attenuation can be achieved.

10. Contractor may obtain guidelines for noise reduction from ISO/TR11688-1:1995(e), which enumerates methods by which air-borne, liquid – borne and structure-borne noise sources may be curtailed with suitable design criteria.

8. Construction Waste Disposal

To minimize the IMPACTS FROM THE DISPOSAL OF construction waste.

WASTE MANAGEMENT PLAN TO BE SUBMITTED TO THE CSC AND APPROVED ONE MONTH PRIOR TO STARTING WOTRKS.

1. Estimating the amounts and types of construction waste to be generated by the project.

2. Investigating whether the waste can be reused in the project or by other interested parties.

3 Identifying potential safe disposal sites close to the project. OR THOSE DESIGNATED SITES IN THE CONTRACT.

4 Investigating the environmental conditions of the disposal sites and recommendation of most suitable and safest sites.

- Proper drainage paths and or drainage facilities to be established.

- Piling up of loose material should be done in protected areas to arrest washing out of soil.

Update once a month and report quarterly

1. A list of temporary dumping areas identified by detailed design engineer to be prepared at the contract stage for agreement.

2. The list of waste sites to be reconfirmed and that dumping areas is available as identified by detailed design engineer.

1.Contractor

2.CSC should supervise and take action to ensure completion of Contractor’s relevant activities according to environmental standards.

CDGK/

CSC


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Resp to Implement

MM

Resp to Monitor

MM

Debris shall not be left where it may be carried by water to down stream flood plains, dams, lagoons etc.

- Used oil and lubricants shall be recovered and reused or removed from the site in full compliance with the national and local regulations. Oil wasted must not be burned. LICENSED DISPOSAL LOCATION TO BE AGREED WITH SEPA

- Machinery should be properly maintained to minimize oil spill during the construction.

- Solid waste should be disposed at an approved solid waste facility.

- Waste shall not be burned - under any circumstances.

OPEN BURNING IS ILLEGAL AND CONTRARY TO GOOD ENVIRONMEMTAL PRACTICE.

9. Worker canteen and toilet facilities

To ensure that the operation of the works and worker facilities does not adversely affect the surrounding environment and residents in the area.

1. Identify location of worker canteen and toilet facilities in consultation with local communities. Location subject to approval by the CDGK. If possible, canteen and toilet facilities shall include drinking water supplies.

2. In order to maintain proper sanitation around construction routes, temporary toilets will need to be provided. Waste shall not be buried (see above)

3. Drinking water and sanitary facilities shall be provided for employees.

4. Solid waste and sewage shall be managed according to the national and local regulations.

5. The Contractor shall organize and maintain a waste separation, collection and transport system.

6. The Contractor shall document that all liquid and solid hazardous and non-hazardous waste

UPDATE Once a month

Location Map is prepared by the Contractor.

Contractor CDGK/

CSC


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Resp to Implement

MM

Resp to Monitor

MM

are separated, collected and disposed of according to the given requirements and regulations.

7. At the conclusion of the project in a particular sector, all debris and waste shall be removed. All temporary structures, including office buildings, shelters, waste receptacles and toilets shall be removed.

8. Exposed areas shall be replanted with suitable vegetation in line with the landscape plans and be inspected by CDGK and CSC shall inspect and report that the site has been vacated and restored to pre-project conditions or as agreed with CDGK.

10. Safety Precautions for the Workers and first aid.

To ensure safety of workers

1. Providing adequate warning signs.

2. Providing workers with skull guard or hard hat.

3. Contractor shall instruct his workers in health and safety matters, weekly, and require the workers to use the provided safety equipment.

4. Establish all relevant safety measures as required by law and good engineering practices.

5. Contractor shall provide first aid facilities for the workers on the BRT and at the worker canteens with at least one qualified first-aider or nurse present at all times. It is recommended that the workforce be given access to a trained doctor at least once per two weeks for routine checks and medical examinations if necessary.

During construction

Relevant canteen and worker sanitation facilities.

Contractor and CSC

CDGK/

CSC

11. Traffic Condition

Minimize disturbance of vehicular traffic & pedestrians during haulage of materials, spoil, equipment & machinery. No blocking access near

SUBMIT TEMPORARY TRAFFIC MANAGEMENT PLAN ONE MONTH PRIOR TO START OF WORKS in any given sector. See design stage item 8

- Formulation and implementation of a construction related traffic management plan . Assign traffic control personnel..

Day time The most important locations to be identified and listed. Relevant plans of the Contractor on traffic arrangements are available.

Contractor and Engineer

CDGK/

CSC


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Resp to Implement

MM

Resp to Monitor

MM

BRT routes. - Vicinity of schools and hospitals to be considered. Installation of traffic warning signs.

- Conducting awareness programs on safety and proper traffic behavior in densely populated areas near the construction sites.

12. Nuisance to nearby properties

Control nuisances and reduce impacts on property value or interruption to neighbouring land uses.

Contractor to agree to monitor and enforcement of implementation of mitigation measures versus milestone payments for mitigation

(e.g. per m of hoarding installed effectively)

Contract clauses to specify acceptable construction practices to mitigate nuisances, noise, vibration and dust impacts and liaison with local community on approach to mitigation.

No payment in lieu of environmental mitigation measures and penalty clauses in contract.

Incorporating good construction management practices – complaints reported once per month for each site/km of line under construction.

Compensation will be paid for loss of livelihood due to construction disruption in line with ADB guidelines.

Set up complaints hot line, recording, response and resolution monitoring

At all times All BRT Routes

Within 50m of all hospitals schools and colleges

CSC To Monitor and enforce implementation of contract clauses versus milestone payments.

(E.g. per m of hoarding).

Complaints response time to rerecord, respond and resolve complaints.

CSC/

CDGK (Contractor through contract provisions)

13. Construction Monitoring

Control nuisances and reduce impacts on neighbouring uses

1m from the nearest façade at the sensitive receptor - weekly monitoring of air quality and noise parameters –

dust PM10 and

noise (15minute Leq dB(A)

for comparison to baseline and feed back results to CSC and CDGK environmental authority (DOE) in monthly progress reports.

Conduct additional monitoring in response to

One week prior to construction and weekly throughout construction until completion in that stretch.

At least three locations per 5km of BRT route construction stretch (depends on phasing of works).

One major junction and two straight stretches (one near school or hospital one near residential) on each

CSC To Monitor and enforce.

Relate to complaints response time and resolve complaints.

CSC/

CDGK


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Resp to Implement

MM

Resp to Monitor

MM

complaints. 5km BRT route stretch.

OPERATIONAL STAGE

1. Air Quality Integrated approach to traffic management hand in hand with reductions in pollution.

Law enforcement on vehicles conditions.

Full development of the Urban Traffic Control System

Timely preparation of the comprehensive long term Transport Master Plan.

I.e. the potential cascade of effects upon traffic conditions at the street level resulting from the proposals for the of Urban Traffic Control System and Transport Master Plan should contribute to some reductions in air pollution.

Adopting other subsequent policies, initiatives and guidelines or National measures due to regulations on fuel type and purification of exhaust gases.

Promoting mass transport and traffic management.

Establishing vehicle emission regulations and standards.

Strict enforcement of the regulations subsequent to an awareness program.

During operation Throughout road transport network

CDGK CDGK

2. Monitoring Air Quality

To monitor changes in pollution level on BRT routes due to BRT route usage.

Check if beneficial - CDGK management of BRT and other transportation control systems do not achieve expected air quality environmental

Monitor air quality parameters at least NOx, SO2, and PM10 and feedback results to CDGK environmental authority (DOE).

After commissioning and monthly (weekdays) after opening for two years.

If parameters stabilize or reduce consider to reduce to quarterly for three

At least two locations pre BRT route.

One major junction and one straight stretch on each operational BRT route.

CDGK DOE (EDO)

CDGK DOE (EDO)


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Resp to Implement

MM

Resp to Monitor

MM

improvements. more years.

3. Noise Control noise from exceeding tolerable levels within a 100m corridor by decrease of traffic flow.

Establishing standards and regulations for noise levels emanating from vehicles.

Strict enforcement of regulations, subsequent to an awareness programme.

Establishing a national policy on vehicle imports – noise levels, too, increase with age of vehicles.

In sensitive areas such as schools, places of worship, hospitals and libraries, sound barriers including to be employed.

During operation All BRT Routes CDGK CDGK

4. Noise monitoring

To monitor the noise level enhancement resulting from BRT traffic.

Monitor noise at baseline before construction 1 m from façade of sensitive receivers. 15min Leq(db(A) on three consecutive week days at each specified locations.

Compare to base line.

Compare benefits (if any).

Review strategy and policy on noise pollution.

Three months after commencement of operations

At least two locations per BRT route.

One major junction and one straight stretch on each operational BRT route.

Determination of critical sites and methods of mitigation during the construction period.

CDGK CDGK

5. BRT Accidents

To control serious and fatal accidents on the roads surrounding BRT due to new road layouts and possibly higher speeds.

BRT user and neighbour information/ education, traffic signs and BRT markings.

Lighted lanes and coloured cat’s eyes for identification of lanes in nighttime operation.

Strict enforcement of traffic laws

Develop emergency services

Establishment of committee to review accidents and give recommendation to traffic engineering department and other regulatory authorities for prevention of accidents.


6 Refuse disposal

To control garbage disposal by BRT

Consider following measures and undertake them, preferably, in collaboration with appropriate



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Resp to Implement

MM

Resp to Monitor

MM

users creating pollution and aesthetic discomfort

NGO(s):

Undertake information campaigns.

Impose fines against littering.

Undertake regular cleaning of the BRT lanes.

Place garbage bins along the BRT lanes with signboards

7. Social Impacts

To ensure that the people in surrounding BRT routes will not be affected due to traffic nuisance such as dust, noise and vibrations.

1. Controlling/management systems of vehicle speed, noise and quality of vehicles to be undertaken properly. Necessary awareness building programmes for general public to be implemented by CDGK.

2. Necessary signboards with limits of noise and speed of vehicles to be placed properly.

Monthly social monitoring for two years to identify social interference / cohesion due to BRT / community severance / trends.

All BRT Routes CDGK CDGK


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iee bus rapid transit - mar 07, 08

Documents

environmental impacts

karachi gm3

population of karachi

environmental monitoring

bus rapid transit subproject

typical plan view of

typical layout of brt

brt route