DUA

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ALIZATI

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ead Office: 15-A

COMMUNG

ON OF

UND

VIROASSES

SH

A, Block G-1, Ca

NICATION &GOVERNME

SHEIKH

ER PPP

ONMESSME

(AUGU

AJAR RO

anal Bank Road,Tel: 92-4

& WORKS DENT OF PUN

UPURA-

MODE (

ENTALENT R

UST, 2017)

OADS LIM

Near Doctors H42-111 123 427

DEPARTMENNJAB

-GUJRA

(43 KM)

L IMPREPO

MITED

Hospital, Johar T

NT

NWALA

PACTORT

Town, Lahore, P

ROAD

Pakistan

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Executive Summary  1. Title and Location of the Project

The proposed project is Dualization of Sheikhupura- Gujranwala Existing

Carriageway on Public Private Partnership (PPP) basis. It will be Build, Operate and

Transfer (BOT) methodology of investment. The road originates from Interchange on

Lahore - Islamabad motorway M-2 and ends on the Gujranwala western bypass

short of KhialiChowk. The total length of the alignment is about 43Km.

2. Name of the proponent

MohsinHussnain, Chief Executive, Shajar Roads Ltd Lahore is the proponent of the

project. The project is on BOTbasis which has contracted out to HCS-NKB JV (the

“JV”) through a Letter of Intent issued by the CWD. The JV registered a Special

Purpose Vehicle (SPV) named “Shajar Roads Limited” (“SRL” or the

“Concessionaire”) for the purpose of executing a legal contract with the CWD.

Issuance of notification of award of project was made by the CWD to Shajar Roads

Limited. M/s AAA Engineering has been appointed as designconsultant for this

project. Chief Engineer (Central), Communication & Works Department (CWD),

Government of Punjab, Lahore is the Project Manager of the project.

3. A brief outline of the Project

The Project involves construction of an approx. 43 Km of dual carriageway section

between the cities of Sheikhupura and Gujranwala in the Punjab province on BOT

basis. The Project would involve rehabilitation of the existing carriageway as well as

new construction of a second carriageway within the Right of Way to be provided

free of encumbrances by the CWD.

The proposed project aims to connect the two major cities to serve as fast, efficient

and modern means of land transport of goods and passengers for enhancing trade

within the cities as well with neighboring cities like Lahore, Faisalabad, Gujrat, Hafiz

Abad, Sialkot, Islamabad and beyond leading to economic prosperity of the people of

the area. Although road from Sheikhupura to Gujranwala already exist and

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functional, but the condition is too worse where the people of the area are suffering

with acute socioeconomic problems. It has emerged as long-awaited demand of the

population along this road, transporters and general public who travel from here to

Sadiq Abad, Rawalpindi and even beyond.

4.1 Type and category of the project:

This project is Dualizationof the existing highway connecting Sheikhupura and

Gujranwala cities with cost ofPKR 5741.0 Million. Hence, it lies in Schedule II at

classification D (2) of IEE/EIA Regulations 2000that requires an Environmental

Impact Assessment (EIA) to be submitted in EPA and to get approval under section

12 of Pakistan Environmental Protection Act 1997 (amended 2012).

4.2 Salient Features of the Project

The salient features of the project are described as follows:

Length 43Km

No. of Lanes 2x2

Lane Width 3.65 m

Inside Shoulder 1.0 m

Outside Shoulder 2.5 m

Side Slope 2%

No of New Bridges 8

Median 4.0 m

No of New Culverts 73

No of New Toll Plazas 2

Total Width of Right of way 32.1 m

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5. Location of the Project Sheikhupura to Gujranwala road traverses from Sheikhupurainterchange on Lahore

- Islamabad Motorway M-2 and ends at Gujranwala Western Bypass short of

KhialiChowk. Alignment of the road passes entirely through the lush green

agriculture fields and flood plains of Punjab crossing irrigation channels, seepage

drains connectingtowns and villages located along the road. The entire stretch does

not cross any major natural water body except three minor irrigation canals.The

alignment passes through small towns and villages like TibbewalaKhu, Khanqah,

Begpur, Virkan Kalan, MajhooChak, KotNasar Shah, Tatlay Ali, GhummanWala and

MuraliWala.

Major road crossings on the alignment are Kamoke- QilaDidar Singh and Kamoke -

NowsheraVirkan.

6.0 Project Cost Total cost of the project is PKR 5741 Million including to be built under Public private

partnership (PPP) mode.

7.0 Major Environmental Impacts

7.1 Topography The project involves widening and dualization of the existing carriage way therefore it

will not affect the topography of the area. The dualization of road will increase the

ROW to 32.1 m, which will change the project area topography of the additional land

from agriculture to the ROW of the carriageway. This impact is permanent

irreversible but minor in its impact. The construction of road embankments, weigh

stations, service areas, bridges, etc. will also change the topography with minor

impact. The existing natural green topography of the project area comprising of

agriculture fields, trees, grasses and shrubs etc. will in general remain intact. It is

expected about 953trees falling on the ROW of the road will be cut during this project

which have been proposed for replacement with 25,000 new trees to be planted all

along on both sides of the road. Therefore, minor change in the topography due to

cutting of trees will occur which is going to be temporary in nature and recovered

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through fresh plantation. Hence, area will have no notable adverse impact on the

existing environment due to change in topography.

7.2 Land Acquisition and Resettlement One of the major project’s impacts arises out of the acquisition of land from the land

owners and the resulting displacement of their families and disturbances in the

livelihoods of the affected persons (AP) in the project area. Land measuring 112

acres will be acquired for the 43 Km long dual carriageway in addition to the existing

Right of Way (ROW). The topographic survey shows that proposed road passes

through the existing road having fertile land comprising of agriculture fields with

some cluster of houses / shopstemporary structures falling within the proposed Right

of Way (ROW) of the alignment. The impact is permanent and minor negative in

nature.

Careful design and selection of route alignment at the design stage by avoiding

residences will minimize impacts on these families. The major portion of acquired

land is unconstructed land. Affected People (AP) will be compensated for the land

coming in the ROW as per the provisions of Land Acquisition Act 1894 to the

satisfaction of the people.

7.3 Changes in Land use The current land use within the ROW of the project is road and open unconstructed

land. The project is expected to increase the land value particularly near the main

population centers as well as agricultural areas where investors and entrepreneurs

will establish industry, shops, shopping centers, hotels, filling stations and housing

colonies creating new employment and economic opportunities for the locals. The

enhanced commercial activities in these areas due to dual carriage way will increase

the land cost creating opportunities for the landowners to fetch better price through

the sale or renting out of their land. The overall impact will be major positive in

nature.

No obstruction to direct access or disruption of the existing road link will occur as a

result of the project. The impact will be major positive.Proper compensation to the

satisfaction of affected persons may be provided.

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7.4 Social Issues The proposed project in construction phase will be a source of inconvenience/

hindrance for the locals in the performance of daily life businesses, where access will

be obstructed by construction work. The alternate routes will be provided to facilitate

the traffic flow. This will result in inconvenience to the farmers, their families resulting

is temporary disturbances which local people are ready to bear it with pleasure as

the road will demolish many social hindrances of the people caused by the

dilapidated condition of existing road. During the course of survey some

stakeholders mentioned “if our house or shop is going to be demolished, no matter

but the road must be dualized”.

Mitigation measures include provision of pedestrian underpasses or bridges for easy

and safe movements of the people across dual road.

7.5 Physical and Cultural Resources The design consultant has set out the finalized alignment on the ground and has

prepared an inventory of obstructions falling within the ROW. Seventeen mosques,

one tomb and eight graveyards fully or partially are coming within ROW of the Road.

The combined area of mosques and tomb is 0.23 acres and of graveyards is 0.36

acres. The location of mosque, tomb and graveyards is given in Annexure. Apart

from this there are no other cultural resources such as parks and shrines falling

within the ROW requiring relocation of such resources. Cultural resources are

significant because of the religious and emotional attachment of the people to these

places. The people are willing at every cost to see the road dualized. They are

anxious and keen to see the positive outcomes of the project.

Mitigation measures will include maximum avoiding the cultural resources coming

within

theROW.

The issue mosques, tomb and graves will be dealt with under the land acquisition act

of 1894 and CWD will provide land for the shifting of mosques, tomb and graveyards.

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7.6 Biodiversity Conservation and Natural Resource Management The proposed alignment will result in the cutting of about 953 trees of different

species (kiker, shishum, jamen, melbury, eucalyptus, etc.) falling within the ROW.

This will have minor adverse effect on the ecological habitat of the project area.

There are no wildlife parks and protected areas in the project area. The moderate

impact will be permanent and negative in nature. The road is not going to interfere

with the passages and free movement of the wild, pet animal life and livestock of the

area.

Large shade trees generally provide greater ecological benefit than do smaller

ornamental trees. Therefore, the number of shade trees and ornamental trees

proposed as replacement trees should be comparable to the number of trees that

are to be removed from the site. For each fallen tree three new trees will be planted

and the cost has been made part of the project cost.

The proposed mitigation measures include;

• Plan for the plantation of 25,000 trees as compensatory planting and for

creating green environment on the road

7.7 Air Quality and Noise Level Presently, the damaged condition of the road will be replaced with good road which

will decrease the SPM (particulate matter) level in the project area, whereas, NOx

and SOx and noise levels due to the construction of the proposed project will

increase along with associated health risks. The impact is permanent and

moderately negative in nature.

It can be mitigated through the following measures:

• Incorporate technical design features that enable continuous traffic flux and

avoidance of congestions e.g. intelligent sign boards, speed limits, rest areas and

bays etc.

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• Consider noise barriers in sensitive areas (populated areas through which the

road will pass) in the form of high boundary walls (concrete or wood) and earth

beams;

• Plantation plan for tall species of trees on either side of proposed ROW;

• Allow only the vehicles that meet the national and international emission

standards.

7.8 Solid Waste Management Proper solid waste management system is necessary for the prompt, timely and

efficient disposal of solid waste for the reduction of its impacts. Impacts due to solid

waste are expected to be temporary and minor negative in nature;

The impact will be mitigated through the following measures:

• Planning of solid waste disposal sites with reasonable distance from the

human settlements;

• A minimum distance of 1 Km should be maintained between the solid waste

disposal site and nearest human settlement;

• Incorporate technical design features for refuse collection containers at sites

that would minimize burning trend;

• Devise plan and develop guidelines for the safe handling, storage and

disposal of harmful materials in an environmental friendly manner;

7.9 Excavation of Earth The excavation of earth from borrow areas may result in change of edaphic

characteristics, loss of fertile top soil and may affect the agriculture of the project

area. The fertile plough layer will be wasted, if the construction of the project is

carried out from the soil of the borrow areas for earth work. The soil used for earth

work will be taken from the barren land. This impact is permanent and minor

negative in nature;

It will be mitigated by:

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• Plain agriculture land will be avoided for borrowing of materials, as far as

possible from the landowners for lowering the land to create new irrigation

polders;

• During construction stage contractor needs to obtain approval for excavation

and submit the plan of rehabilitating the site after excavation;

• The top one-meter plough layer could be excavated stored and used during

the rehabilitation of the borrow areas.

7.10 Public Utilities The proposed project may affect public utilities resulting in the disruption of the

public services in the project area like sewerage line, water line and electric poles at

TatlayAali, and MajooChak. The impact is temporary and minor negative in nature

until the services are restored.

It can be mitigated by incorporating technical design features to minimize effect on

public utilities. All public utilities likely to be affected by the project need to be

relocated well ahead of the commencement of the construction work.

7.11 Change of Hydrological Regime Project area lies in Rachana Doab and is known for its extensive network of irrigation

canals, distributaries and water courses feeding the agricultural fields. River Chenab

flowing in the north of the project area is the source of water of these irrigation

channels that irrigate large patches of agriculture land on its way and terminate in

River Ravi. Upper Chenab Canal(UCC) is the major Canal in the area and all the

canals, distributaries and minors of the project area receive water from it. But no

major canal is crossing the project alignment. The project area is almost flat but has

a natural slope towards south - west. No large embankment will be built in the area

which may impact the existing drainage patterns of the project area negatively.

Groundwater which is the main source of drinking water drawn through hand pumps

and tube wells will have no impact due to no change in the drainage pattern of the

area. Flooding pattern will not be affected. Crossing of three minor canals and some

irrigation channels will involve extension of the existing bridges and culverts. At

these points bridges and culverts are already exists to keep the drainage pattern of

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the area intact. Therefore, the activity will not cast any significant impact on the

existing drainage pattern of the area.

The suggested control measures include:

• Proper design of bridges on minor distributary canals to accommodate design

flows worked out after incorporating the impact of the traffic flow;

• Provision of small bridges and box culverts in line with the existing drainage

pattern of the area to control flood damages and provision for the safety of

embankment;

7.12 Loss of Agriculture Land Agriculture is the main economic activity of the project area which is not going to be

affected by acquiring 112 acres of land for the construction of road, toll plaza etc.

The acquired land is open unconstructed land which in the long run is going to yield

dividends for the people of the area in terms of better transport facilities and

economic opportunities, enhancing crop yield opportunities to farmers by harnessing

modern equipment, seeds and feed for improved cultivation. This road will remove

the hurdles of farmers to carry the produce to market of Gujranwala, Lahore and

Faisalabad which are being experienced by people of the area presently.

The impact is insignificant in nature. No Mitigation measures required.

8.0 Impacts during Construction Phase 8.1 Soil The project area lies in the flood plains of Ravi and has fertile land. Soil erosion may

occur on roadside along the shoulders of the road, at contractor’s camps and at

embankment work as result of uncontrolled run - off from equipment washing yards,

excavation of earth /cutting operations and clearing vegetation; whereas

contamination of soil may be caused by oil and chemical spill at asphalts plant soils,

workshop areas and equipment washing yards. The unauthorized use of borrow

areas and quarries, soil erosion may occur resulting in the degradation of landscape.

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This may limit the use of land for agriculture purposes. The impact is temporary and

moderate negative in nature which will be mitigated through:

• Embankment will be protected by planting drought resistant grass that can

flourish in relatively dry conditions;

• Soil contamination by asphalt will be minimized by placing all containers

into a bounded area away from water courses;

• Provision of impervious water platform with oil and grease trap for

collection of spillage during equipment and vehicle maintenance;

• Collection of oil and tube drips in container during repairing of construction

equipment vehicles;

• All spoils will be disposed at the disposal site and the site restored back to

its original condition before handing over;

• Non - bituminous wastes from construction activities will be dumped in

approved sites, in line with the legal prescriptions for dumpsites;

• Productive land or land adjacent to agricultural / irrigated land may not be

preferred for excavation;

• Non - productive barren lands in broken terrain, nullahs and publicly

recognized wastelands would be given preferences for borrowing materials;

• Aggregate required for construction procured from queries and river beds

will need approval from authorities.

8.3 Physical Cultural Resources There are no monuments or sites of historical significance located all along the

alignment declared so by UNESCO or any relevant institution.

As the project involves excavation work and in case of accidently discovered

archeological/ historical heritage during the construction phase, contractor should

stop the activities and immediately inform the client.

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8.4 Construction Camps/ Camp Sites Contractor will establish Camps at different locations in the project area according to

the ease in managing the project’s constructions operations. The establishment of

construction camps may result in the loss of vegetation and assets and upon

completion of the project the camp sites may not be appropriately rehabilitated to the

desired level.

The impacts would be minor negative. Construction camps are a source of range of impacts. Some of the mitigation

measures will include;

• The contractor will provide plan for the construction of camp sites, removal

& rehabilitation of site upon completion;

• Photographical and botanical inventory of vegetation before clearing the

site;

• Contemporary plantation to be scheduled when construction work near

end;

8.5 Health and Safety

a) Occupational Health and Safety Occupational Safety and Health Administration (OSHA) standards require that

employer (Contractor) comply with standards set by OSHA to provide employee with

a worksite that is free from recognized hazards that are likely to cause death or

health hazards.

Workers activities at the project site may involve storage, handling and transportation

of hazardous construction material. Health and Safety measures need to be

practiced to prevent the occurrence of any untoward incident that may lead to death

or severe injuries. Contractor needs to provide safe and healthy working conditions

and environment for the prevention of accidents taking into account the risks

associated with road construction projects.

Mitigation Measures include:

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• Use personnel protective clothing and health & safety equipment;

• Obligatory insurance against accidents for laborers / workers;

• Layout plan for camp site, indicating safety measures taken by the contractor,

e.g. firefighting equipment, safe storage of hazardous material, first aid,

security, fencing, and contingency measures in case of accidents;

• Work safety measures and good workmanship practices are to be followed by

the contractor to ensure no health risks for laborers;

• Protection devices (earmuffs) will be provided to the workers doing job in the

vicinity of high noise generating machines;

• Provision of protective clothing for laborers handling hazardous materials, e.g.

gloves etc.

• Ensure strict use of wearing these protective clothing during work activities;

• Elaboration of a contingency planning in case of major accidents;

• Adequate signage, lightning devices, barriers, yellow tape and persons with

flags during construction to manage traffic at construction sites, haulage and

access roads.

b) Community Health and Safety The execution of project will involve short term increase in the traffic flow as result of

the movement of trucks, heavy vehicles and construction machinery on the existing

roads whereas presently traffic movement was low and thin. The dualization of road

will accelerate density of traffic as well as flow. This situation may lead to road side

accidents inflicting injuries to the local commuters unfamiliar with the heavy traffic

movement on these roads.

Oil spillages, leakages from vehicles and improper disposal of other liquid wastes

from the Camp site may cause deterioration of surface and groundwater quality

affecting the community water supplies dependent on these sources to meet their

drinking water requirement.

Mitigation Measures include:

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• Proper control on construction activities, Oil spillage and leakage of vehicles;

• Borrow areas should be fenced properly and banned for the movement of the

residents;

• Regular medical checkup of workers should be conducted and the workers

with transmittable disease should be sent on leave for proper care and cure;

• Create awareness about road safety among the drivers operating construction

vehicles;

• Public should be timely informed of the planned construction activities causing

suspension of civic services, road blockages and any construction activity

near the settlements;

• Proper signboards and displays containing instructions about safety and

preventive measures.

• Setting up speed limits in close consultation with the local stakeholders;

• Provide additional guard rails at accident-prone stretches and sensitive

locations (schools);

• Sanitary conditions improvements and elimination of breeding habitat close

tohuman settlements;

• During construction work, pedestrian and vehicular passages should be

provided for crossing near settlement;

• Eliminate the possibility of the discharge of any wastewater upstream of the

point of public supply;

• Batching plants should be installed away from settlements.

c. Borrow/ Open Pits Mining of borrow areas will have negative impact on soil resources due to the

removal of top soil and other layers of soil causing loss of vegetative cover and soil

erosion. Borrow pit if not properly closed can become a source of mosquito breeding,

land disputes, hazardous to livestock and human being and solid waste dumping

ground creating unhygienic conditions in the area. This impact is permanent and

minor negative in nature.

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Although the borrow area cannot be returned to its former state but efforts should be

to eliminate its residual impacts during the closure process and where possible

ensure that these are at least eliminated or curtailed.

Mitigation Measures will include:

• The extraction must be conducted from a legally approved and

environmentally acceptable borrow area with proper restoration;

• Spray of water around the borrow areas during extraction to mitigate the

escape of dust particles from the soil;

• The borrow area must be remotely located away from residential and office

areas;

• No excavations should be allowed within distance of 500 m to ROW;

• In borrow pits, the depth of the pit will be regulated so that the sides of the

excavation will have a slope not steeper than 1:4;

• In case borrow pits fill with water, measures have to be taken to prevent the

creation of mosquito-breeding sites.

8.6 Pollution Prevention and Abatement

The construction activity is a source of air, water and noise pollution which must be

addressed to eliminate the potential impact on the health of the workers and the

communities living nearby. Punjab Environmental Protection Act 1997 (Amended

2012) provides the Provincial Environmental Quality Standards (PEQS) covering air

emissions, water quality and noise standards to be followed to minimize the impacts

of human activities including construction on environment.

The highway project like this one is expected to deploy heavy construction

machinery such as trucks, dumper trucks, excavators, bulldozers, road rollers,

graders, road cleaning equipment, tractors, concrete batching plants, asphalt plants,

generators and heavy cranes etc. Most of the construction vehicles and equipment

operates on diesel and generates variety of emissions (SOx, NOx, CO, PM10 & soot

etc) creating risks for the environment and the health of the workers and local

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inhabitants if the “Provincial Emission Quality Standards for Motor Vehicles Exhaust

and Noise” and “National/ Provincial Environmental Quality Standards for Industrial

Emissions” and other related international standards are not met in their respective

spheres. The construction work also generates dust blown from the excavation and

dumping of earth, demolition of structures and movement of construction vehicles

and machinery which adds to the concentration of suspended particulate matter in

the atmosphere.

The construction of a road project may also generate small quantities of hazardous

waste and other contaminants. The impacts of different project activities and their

appropriate preventive and abatement techniques and mitigation measures are

discussed below:

a) Air Quality Emission from construction site into the atmosphere includes particulate matter

(dust, motor vehicle emissions and smoke) and odor. Such emissions can have

adverse impacts if not properly managed and controlled. Emissions can be

discharges from a point source (an exhaust point) through venting a specific piece of

equipment, a fugitive source from the road being built or the area source across the

site (excavation pits, roads or waste stockpiles). Emissions may be carried over

longer distances depending upon the wind speed, direction, temperature of

surrounding air and atmospheric stability.

The critical sources of air pollution during the construction phase will be:

• Asphalt plants that generate toxic emissions which contain unburnt carbon

particles, Sulphur compounds and dust from batch preparation;

• Borrow areas that generate fugitive dust during excavation;

• Traffic diversion routes marked along dirt tracks that generate fugitive dust

when in use by vehicular traffic;

• Transportation of materials and other construction activities that create dust

emissions.

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During construction, the continuous operation of machinery and movement of heavy

trucks and vehicles may generate gaseous emissions and have a minor negative

impact on the surrounding environment for short duration.

Air sensitive receivers (ASRs) of the project area include general public, dispensary,

nursery, school, mosques, fruit gardens, shops owners, general public in the market,

travelers on the road and residents of the population centers along the road, market,

pedestrians, school going children, etc. Any other premises or places having similar

sensitivity to the air pollutants may also be considered to be the sensitive

receptors/receivers.

Mitigation Measures to control the air emissions include:

• All vehicles, machinery, equipment and generators used during construction

activities should be kept in good working condition and be properly tuned and

maintained in order to minimize the exhaust emissions;

• Preventive measures against dust should be adopted for on-site mixing and

unloading operations. Regular water sprinkling of the Site should be carried

out to suppress excessive dust emission(s);

• Emissions from power generators and construction machinery are important

point sources at the construction sites. Proper maintenance and repair is

needed to minimize the hazardous emissions. The emissions of all the

working machinery should comply with the emission standards of smoke, CO,

NOx, SO2 and noise.

• Asphalt plants should be located at least 500 meters downwind from

populated areas, wildlife habitats and contractor’s camps to minimize the

impact of dust emissions. The asphalt plant should be provided with bag filters

to comply with the emission standard of 300 mg/Nm3.

• PEQS applicable to gaseous emissions generated by construction vehicles,

equipment and machinery should be enforced during construction works;

• The ambient air quality must be periodically monitored to assure the

compliance of air quality standards and submitted to EPA.

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• The sensitive receptors especially schools and healthcare centers along the

ROW must be isolated/ covered with invisible sheet to discourage the

travelling of air pollution and noise into their premises

b) Noise

Road construction project sites are a very common source of noise pollution.

Construction noise is an anticipated part of a development therefore restriction on its

level is prescribed as part of the prevalent environmental regulation. The compliance

of ambient noise levels of PEQS 2016 should be strictly followed especially near the

critical receptors. The permitted noise values in residential areas is 55 dB(A) for day

time whereas silence zones which include hospitals and schools are further required

to keep the noise level up to 50 dB(A) at day time and 45 at night time.

Main sources of noise are heavy construction machinery such as bulldozers,

excavators, stabilizers, concrete mixing plant, pneumatic drills, stone crushers

asphalt plants and other such equipment. Noise generated by construction

machinery is likely to affect sensitive receptors located within 50 meters of the

proposed carriageway. This impact is temporary and minor negative in nature which

can be controlled through above said mitigation measures. The mitigation can be

done through compliance of noise emission standard of 85 dB(A) and PEQS of noise

where noise cannot be exceeded from 45 and 55 dB(A) in residential areas for

night and day respectively. The silence zones like hospital and school have further

stringent standards of 45 and 50 for night and day time. The PEQS of noise are at

Annexure last.

c. Noise Sensitive Receivers The existing carriageway passes near the population centers where residential

areas, schools and BHU are situated which cannot be avoided. The houses /

residential areas / institutions / mosques located close to the ROW will be the most

vulnerable to noise pollution. Based on the criteria set out above, the representative

Noise Sensitive Receivers (NSRs) have been identified close to the Project Site.

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For the prediction of noise during monitoring, generated from the machinery used for

the construction activities and its effect on the Noise Sensitive Receivers (NSRs), a

model can be developed for determining the source machinery producing the highest

noise and manage it accordingly.

The following mitigation measures are adopted to minimize noise in the project area;

• Selection of up-to-date and well-maintained plant or equipment with reduced

noise levels ensured by suitable in-built damping techniques or appropriate

muffling devices;

• Isolation of sensitive receptors with sound breaking sheets.

• Confining excessively noisy work to normal working hours in the day, as far as

possible; work near sensitive receptors may be done only daytime.

• Providing the construction workers with suitable hearing protection like ear

cap, or earmuffs and training them in their use;

• Preferably, restricting construction vehicles movement during night times;

• Heavy machinery like percussion hammers and pneumatic drills should not be

used during the night without prior approval of the Client;

• Vehicles and equipment used should be fitted, as applicable, with silencers

and properly maintained;

• No pressure horn is allowed. Furthermore, use of low noise machinery, or

machinery with noise shielding and absorption at project site.

• Noise barriers in sensitive areas in the form of high boundary walls (concrete

or wood), earth beams, etc. in front of schools, hospitals and mosques;

• Locating concrete mixing, and materials shipment yards at least 2 km from

residential areas, particularly schools, hospitals, and nursing homes will also

help reduce local noise levels.

d. Construction Waste, Solid waste, Sewage & Oil Spillages The construction activities will generate waste at construction and contractor’s camp

sites. The construction waste is classified as a) Chemical Waste (paint residues,

lubricants, spillages from machinery, asphalt / bituminous waste and other oily

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waste) b) Construction waste (waste spoil, surplus excavated material, wood,

glass, plastic, steel metal, sewage, wastewater, effluent containing sand, cement, silt

or any other suspended or dissolved material to flow from site to any other adjoining

land, storm water drain, sanitary sewer or any waste matter or refuse to be deposited

anywhere within the site or any adjoining land) c) Non Construction waste (General

litter and daily refuse).

The project will not generate any waste that can be categorized ‘Hazardous waste’

as per definition of the hazardous waste defined in the Punjab Environmental

Protection Act 1997 (Amended 2012). The project waste will result in unhygienic

conditions, health risk to work force and public at the camp site. This impact is

temporary and minor negative in nature. It will be mitigated through:

• Wastewater effluent from contractor’s workshop and equipment washing

yards would be passed through gravel / sand beds to remove oil / grease

contaminants before discharging it into natural flow patterns/streams;

• Solid Waste generated during construction and camp sites will be safely

disposed in demarcated waste disposal sites and the contractor will provide a

proper waste management plan;

• Proper labeling of containers, including the identification and quantity of the

contents, hazard contact information etc.;

• Handing over of hazardous waste to waste management facility approved by

EPA.

• Emergency Response plan should be prepared to address the accidental

spillage of fuels and hazardous goods;

• Immediate collection of spilled oils / fuels/lubricants by collection of

contaminated soils and skipping oils from surface water by applying

appropriate technologies;

• Disposing non-usable bitumen spills in a deep trench providing clay linings at

bottom and filled with soil at the top (for at-least 0.5m);

• Used oil should be collected in separate containers stored on impervious

platform with restricted access and must be sold to licensed contractor and

the burning of waste oil should be strictly restricted;

20  

• Training of employees involved in the transportation of hazardous material

regarding emergency procedures;

• Providing the necessary means for emergency response on call 24 hours/day;

• The sewage system for camps will be properly designed (pit latrines or, as

required, septic tanks) to receive all sanitary wastewaters;

• Lined wash areas will be constructed within the camp site or at site, for the

receipt of wash waters from construction machinery.

e) Green House Gas (GHG) Abatement The main sources of greenhouse gases (CO2, CH4, NOx etc.) during the

construction activities of the proposed project will include both mobile and stationary

sources. The mobile source will be the construction and transportation vehicles while

the stationary source will be the batching and asphalt plants. Emission of

greenhouse gases cause global warming and other climatic changes on regional and

global scale.

Its mitigation is suggested in the following manner:

• About 25000 plantations is proposed on the ROW as sink of CO2.

• Energy efficient machinery may be used to lessen the combustion of fuel

quantity.

• Maximum solar lights may be used to minimize the CO2 emission.

• Regular motioning of the vehicles for engine efficiency;

f. Resource Conservation The materials to be used in the construction of this dual carriageway are

nonrenewable and therefore their sustainable use is necessary for the future use.

These quantities of water used in the construction of concrete structures and base

preparation and watering the unfinished surfaces. Water will be drawn from new

boreholes at different locations along the carriageway. Extraction of large volumes of

water scattered along the span of 43 Km will not have any significant impact on the

subsoil water. g. Energy Efficiency

21  

The electricity needed for the project implementation is to be used from LESCO and

private generators. Construction Camps may be located near the urban centers

where electricity of the urban center will be shared by the camps. In this regards

contractor is expected to fulfill all the codal formalities of LESCO (Lahore Electric

Supply Company) which is main distribution company of the project area. Diesel and

residual fuel oils will be used to operate construction machinery and asphalt and

batching plants. Sustainable use of energy resources is very important to ensure its

availability for the future generations use and to reduce air emissions. For

conservation of energy, efficiency of the engines and burning processes will be

maintained.Sustainable use of diesel and residual fuel is recommended. h. Surface and Groundwater Kulaywali and Ghumanwala minor distributary canals are the major irrigation

channels flowing in the project area. Whereas one more canal named as Kotlywali

distributary has no or little water. These water bodies are small and no aquatic life

exist. These might get contaminated due to the disposal of construction waste

generated during the project activity and may endanger the aquatic life and

jeopardize the health of local inhabitants that use this water for meeting domestic

requirement. In case the construction waste is left unattended may result in forming

leachate that will percolate through the soil strata and reach underground water table

ending up in contaminating it. In such situation water for construction and

consumption may come in conflict with local water demand. Minor and reversible

impact is seen on the water bodies flowing across the alignment.

The following notable water channels were noted across the carriageway.

Sr. #  Chain age  Type  Near Settled Area / Place 

1 15+350 Kotliwali canal Virkankalan

2 23+000 Kulaywali minor canal Kulaywalamorh

3 35+400 Ghumanwala Canal Ghumanwala

i. Sensitive Water receivers No sensitive water receiver was identified on the alignment of the proposed highway.

22  

j. Biodiversity Conservation and Natural Resource Management Flora

The Project is expected to cut about 953 trees of different species belonging to

different age groups. The trees coming in the ROW are mostly Eucalyptus, Kikar,

mulbury, Jamen, DesiKikar, Bohr, Tali, etc. The area does not have forest cover

therefore the establishment of contractor’s camps and warehouses for storage of

equipment, material etc. will involve clearing of almost no notable vegetation from

the area causing negative impact on environment. During the entire construction

period, dust laden polluted air may form a dust film on the leaves, thus blocking

sunshine and stomata, thereby hindering photosynthesis process and causing

detrimental effect on the plant health. Also during the construction activities, the

contractor’s workers may damage the vegetation including trees (for use as firewood

to fulfill the camp’s requirements).

This may affect the ecological habitat of the Area. This impact will be minor,

temporary reversible negative in nature.

This impact can be mitigated through:

• About 25000 trees will be planted along the carriageway to beautify the

landscape.

• The indigenous trees mostly suited along tract like Neem, Peepal,

DesiKikar, Bohr, Tali, Khajoor, etc. will be re-planted;

• The contractor’s staff and labor will be strictly directed not to damage any

vegetation such as trees or bushes and select the area where no crop exists.

They will use the paths and tracks for movement and will not be allowed to

trespass through cultivated or farmlands.

• Contractor will supply gas cylinders at the camps for cooking purposes and

cutting of trees / bushes for fuel will not be allowed.

23  

• Camp sites and asphalt plants will be established on waste / barren land

rather than on forested or agriculturally productive land. However, if such

type of land is not available, the field will be selected having no crop, it will

ensure the minimum clearing of the vegetation and minimum damage is

caused to the trees, under growth and crops.

k. Fauna

No special ecological niche or breeding places of animals exist on the proposed

road. However, the trees present along the ROW of the existing road are used for

making nest. The cutting of trees will be followed by plantation of same kind of

species after completion of construction. This impact will be minor negative in nature

and short term in nature.

Reptiles like snakes and lizards, living in the holes or underground shall either get

killed or move to the adjacent areas. It will be short term negative in nature and

reversed after establishment of plantation on the sides of road, these reptiles will

again make their burrows.

Mitigation Measures suggested are as under:

• Plantation of large number of trees along the proposed carriageway to

regain the lost ecological habitat;

• Contractor will ensure that the no hunting, trapping of animal will be carried

out during construction;

• Borrow pits will be fenced so that no animal can fell into these;

• Special measures will be adopted to minimize impacts on wild birds such

as avoiding noise generating activities during the critical period of breeding;

• Alternate nesting facilities shall be tried for those birds disturbed during

hatching season;

l. Disruption of Existing Public Utilities / Infrastructure Project execution may cause disruption to the existing utilities like electricity poles,

underground telephone lines, power transmission lines, water courses, small village

24  

kachha (Unpaved) roads, sewerage lines in the populated centers like Majuchak,

Ghumanwala, Tatlayaali and KotNisar Shah etc. These impacts are, however,

temporary and minor negative in nature.

These impacts can be mitigated through:

• Rehabilitating the existing utilities before construction to avoid any

inconvenience to the residents of the project area or provide them with

alternate arrangement during the construction period.

m. Traffic Management Traffic management may become a challenge in the project area, particularly, during

the construction of bridges which may result in traffic jams and cause inconvenience

to the people passing through the project area due to movement of vehicles carrying

construction materials. Small to medium size population centers in the vicinity of the

proposed alignment may become the sufferers from increased traffic flows,

congestion and blockages on the existing road. The increased traffic load may cause

further deterioration of the existing condition of the road. The movement of vehicles

along the haulage routes may cause soil compaction and alteration of percolation,

vegetation pattern and damage to properties and utilities. This impact is temporary

and minor negative in nature which is likely to be mitigated through the following

steps:

• Existing lane will remain operative till completion of the new carriageway so

that the traffic on the road may not be disturbed.

• Proper traffic management plan for detours / diversions, thorough traffic,

service roads will be required to avoid traffic jams / public inconvenience.

• Movement of vehicles carrying construction materials should be

restricted during the daytime to reduce traffic load and inconvenience to the

local residents;

• Coordinated planning of traffic diversions by the traffic police and the transport

Department in accordance with the construction programme with advance

warnings to the affected residents and road users;

25  

• The executing agency is required to maintain liaison between the Highway /

Traffic Police, local residents / travelers and the contractor to facilitate traffic

movement during construction stage.

n. Waste Disposal Construction Camp, the residential place of the contractor’s staff and labor will

generate waste to be disposed of in an environment friendly manner to eliminate

potential health risk to work force and public. This will require proper selection of the

waste disposal and dumping sites away from the human settlements. This impact is

temporary and minor negative in nature.

o. Impacts of Heavy Vehicles on the Existing Road Network Presently high PM10 was measured due to poor condition of the road which will

increase during construction stage of the road. The road network in the area may

experience more pressure due to construction work on the proposed carriageway.

The plying of heavy vehicles on the existing road network may result in air pollution

(if unpaved roads), noise pollution due to tire-road friction especially near sensitive

receptors (residential areas, school, health facility etc.), and damage to roads and

traffic congestion. However, the impacts would be temporary and moderate negative

in nature. After rehabilitation and dualization of the existing carriageway the pressure

on road network will be reduced.

Suggested Mitigation Measures are as follows:

• Any vehicle with an open load carrying area used for transport of potentially

dust producing materials shall have properly fitted side and tailboards.

Materials having potential to produce dust shall not be loaded to a level higher

than the side and tail boards and shall be covered with clean tarpaulin in good

condition. The tarpaulin shall be properly secured and extended to at least

300 mm over the edges of the sideboard and tailboard;

• First new lanes will be constructed and the older one will remain to be used

after minor repair.

• Where dust emissions are high, diversion tracks, if required, shall be overlain

with shingle or surface treated. Diversion roads in built-up areas shall be

established and scheduled to minimize traffic congestion;

26  

9.0 Anticipated Impacts during Operational Phase After the completion of construction, operational phase of the road will commence

which will bring happiness and prosperity for the people of the area. However,

operation of the road will bear some adverse impact on environment minor in nature.

The anticipated impacts have been studied for the operational phase of the project

and mitigation measures recommended as discussed hereunder.

9.1 Biodiversity Conservation and Natural Resource Management Flora The project operations are envisaged to bear no negative impacts on the flora of the

area. However, improper maintenance of the saplings planted against the trees cut

for the proposed Project may adversely affect the growth of those saplings which

were planted to improve the environmental conditions in the project area. Raising of

new trees shall render a positive impact on the flora of the area and will also cause a

positive impact on the landscape of the area, which shall be of permanent in nature.

Presence of adequate flora will absorb CO2 gas through photosynthesis emitted

from a large number of trucks, cars, other vehicles and public transport, thus

purifying air of hazardous particles. CO2 is Green House Gas (GHG) and its removal

from the atmosphere takes place through excessive plantation to deter climate

change and global warming.

9.1.1 Plantation Plan About 25000 trees will be planted along the road. The trees should be large, shady

and evergreen trees. No invasive species would be introduced. Recommended trees

are given in table below:

Sr. No. Local Name Scientific Name

1. Neem Azadirachataindica

2. Tali DalbergiasissooRoxb.

3. Kikar, Dalbergiasissoo

4. Bairi ZiziphusmauritianaLamk.

5. Peepal Ficusreligiosa

27  

The cost details of planting trees are given in the main report Section 8.

9.1.2 Fauna The Project activities will bring some minor negative impacts on the fauna of the

project area such as the uneasiness of movement and increased probability of

accidents, if the animals/ livestock approach the proposed road. This impact is

permanent and minor negative in nature. Noise and air pollution caused due to

heavy and fast traffic on highway, will be a source of disturbance to the fauna of the

area.

Raising dense plantation of shady trees on both sides of the road shall provide

resting, nestling and roosting habitat to the fauna and especially to the avifauna

which is a major positive impact.

9.3 Surface and Groundwater Surface and groundwater are envisaged to remain free from adverse impacts of the

Sheikhupura- Gujranwala road operations with the exception of some occasional oil

spills, which will be restricted to the road surface, however, sometimes may washed

into groundwater during rains etc. The sewage generated from the service areas if

not properly disposed of in an environmentally acceptable manner can become a

cause of surface and groundwater pollution.

Pollution Prevention technologies and practices will be adopted in the project’s

operation phase according to the international good practices and national and

international recognized standards. Compliance of Provincial Environmental Quality

standards (PEQS) will be adopted as performance indicators.

9.4 Pollution Prevention and Abatement Pollution prevention technologies will be applied in operation phase according to the

international good practices and national and international recognized standards.

Provincial Environmental Quality Standards (PEQS) will be adopted as performance

indicators.

28  

During the operational phase, gaseous emission may occur from vehicles and road

maintenance works. The impact of different project activities and their appropriate

preventive and abatement techniques and mitigation measures are discussed below:

a) Air Quality

The existing dust pollution will be reduced drastically by operation of the project due

to improvement in road condition but it will be short termed. However, in the longer

run, increased traffic levels and congestion will lead to PM10 pollution levels above

the national standards, which may result in causing public health risks, nuisance and

other impacts on bio-physical environment.

These conditions will result in the rise of vehicular emissions (CO, NOx, SOx, PM10)

associated with the adverse effects on the environment and human.

This impact is minor negative, when traffic volume is increased which is likely to be

controlled through following steps:

• Setting up of an air quality monitoring system along project area in

accordance with the applicable standards/limits;

• Checking the compliance level of vehicular emissions for big and commercial

vehicles.

• Helping the sensitive receptors with hedges to prevent air pollution creep into

the premises of such receptors. The hedges may consist of plants of bambino

or any other species

• Roadside tree plantations as applicable and feasible under harsh climatic

conditions; plants should be selected in accordance to their ability to absorb

emissions;

• Regular road maintenance to ensure good surface condition;

• Speed limits at sensitive locations;

• Vehicle checked and declared fit by the Motor Vehicle Examiner (MVE) with

respect to mechanical fitness and emissions should be allowed to ply on the

motorway.

29  

b) Noise During the operational phase, the noise level is anticipated to increase due to traffic

related noise pollution; vibrations from engines and tires and mainly use of pressure

horns. The impact is permanent and moderate negative in nature.

Following mitigation measures are suggested:

• Sound barriers in the form of trees and hedges will be planted and erected

if agreed by the local people.

• Science for sensitive zones, health centers / educational institutions etc. to

disallow the use of pressure horns;

• Enforcement and penalties against traffic rules violators.

c) Waste / Hazardous Waste

During operation phase, non-hazardous waste or road sweepings or small quantities

of municipal waste may generate from rest area or Highway office/ toll plaza. No

hazardous waste is expected to generate in the operational phase except during

road maintenance works. Transportation of hazardous waste must be regulated

according to section 14 of the PEPA 1997.

Suggested Mitigation Measures include:

• Solid waste generated from offices will be properly disposed off through

local solid waste management system.

• Proper labeling of containers including the identification and quantity of the

contents, hazardous contact information of containers will be checked at

toll plazas.

• Provide the necessary means of emergency response 24/7 in case of any

accident or spillage of chemical.

10.0 Proposed monitoring.

The project has negative and positive impacts on biological, physical, socioeconomic

and ecological fronts which will be mitigated through the proper preventive and

control measures. To evaluate the efficacy of the preventive control measures

30  

regular monitoring of the project activities will be carried out during construction and

operation phase of the project. The Punjab Environmental Quality standards of

Ambient air, noise water and motor vehicle exhaust will be complied with and their

monitoring will be carried out on quarterly, biannually and annually basis depending

upon the magnitude of the impact. The CO, NO2, O3, SO2 and PM10 in ambient air

will be monitored at four sites. Noise will be monitored at 6 sites especially before the

sensitive receptors. Water quality of the three surface water bodies crossing the road

will be monitored on bi-annual basis. The water quality of the tube wells installed for

irrigation of the plantation will also be monitored on annual basis. Detail discussion is

made on the issue in the main report.  

11.0 Environmental Management Plan

A comprehensive Environmental Management Plan (EMP) has been prepared which

provides framework for the implementation of the proposed mitigation measures

during the construction and operational phases of the proposed project.EMP

provides monitoring and reporting mechanism and identifies responsible institutions

to ensure that all mitigation measures are taken to mitigate the adverse

environmental impacts identified in the EIA to an acceptable level.

Following functionaries will be involved in the implementation of EMP:

• Deputy Director (CWD) • Environmental Engineer of Supervision Consultant • Environmental Engineer of Construction Contractor

The cost of implementation of the EMP has been estimated Rs 17.20 Million. The breakup of the cost is as follows: Environmental Monitoring Cost = Rs 2.0 Million Environmental Training Cost = Rs1.0 Million (lump sum) Cost of planting 25,000 trees & their maintenance for 4 years = Rs 10.49 Million

Equipment Cost = Rs3.71Million Total = Rs17.20Million

31  

12.0 Public Consultation Public consultation was carried out in various towns and villages located along the

alignment of the Gujranwala - SheikhupuraRoad through a series of scoping

sessions and informal focus group discussions held with local communities.

The key concerns addressed by the public now forms part of the Environmental

Management Plan (EMP) along the mitigation measures and the monitoring and

reporting mechanism with the associated cost made part of the project

implementation cost.

12.1 Future Information Disclosure A draft copy of EIA report will be placed in the libraries nearest to the stakeholder’s

villages for easy access to the interested parties. Copy of the draft EIA Report can

also be made available to the interested party on request. A summary of the report in

the stakeholder’s mother tongue will be available in the CWD office. The EIA report

will be submitted to the Punjab EPD for issuance of NOC.

12.2 Grievances Redress Mechanism (GRM) EIA suggests establishment of GRM for handling environmental and social concerns

of the project stakeholders and affectees. CWD will establish Grievances Redress

Committee (GRC) to facilitate resolution of complaints of the Stakeholders, Affected

People (AP) and grievances relating to environmental performance of the project.

GRC will directly work under the supervision of Project Director Gujranwala - Sheikhupura Road who is also Chief Engineer (Central), Highways Department, CWD. The following members are recommended to form GRC to resolve the grievances;

• Deputy Director CWD • Representative of Affected persons (APs) • Environmental Engineer of Supervision Consultant (SC) • Environmental Engineer of Construction Contractor (CC)

DD CWD will also act as Project Environmental Grievances officer (PEGO)

32  

12.3 Procedure for Filing the Complaint A proper mechanism has been put in place for the filing of the stakeholder’s

complaints and prompt redressal of their grievances. The Affected person (AP) /

stakeholder may submit an application in the Project Manager Office for the

redressal of his grievances who will refer the matter to DD CWD. DD CWD will

address the grievances preferably the same day or he may take a maximum of one

week to resolve the grievance. In case the grievance is not addressed within a week

time, the Affected Person (AP) may take the matter to GRC.

GRC will investigate and review the grievance and convey the final decision to the Affected Person (AO). GRC can take up any matter of project related grievances for consideration of resolution. There are several ways to approach GRC for the redressal of grievances;

• Contact the PEGO of GRC over phone apprising him of his /her grievances; • Send an email or courier to the PEGO for taking up the matter in GRC.

13.0 Conclusion

The EIA study shows that project will have a negligible impact on the biological

resources of the project area but will have a significant impact on the physical and

socio economic resources. Compensation to land owners against the acquired land,

structures and trees has been identified as major issue by the stakeholders in the

project area, which should be resolved in accordance with the existing laws and

regulations for the early resettlement and rehabilitation of the affected people (AP)

and stakeholders. EIA report suggest establishment of Grievances Redress

Mechanism (GRM) in the project for the early settlement of all grievances.

Mitigation measures suggested in the EIA Report will very likely minimize the adverse impacts of the project to best possible extent. EMP suggests regular monitoring of the environmental features of the area and undertakes timely mitigation measures for the protection of environment. Overall the project aims at improving the socio economic conditions in the project area. The report thus concludes;

“If project activities are undertaken as described in this report, and the recommended mitigation measures are adopted, the project will not result in any adverse impact on environment rather the project will have a healthy impact on the environment of project area by enhancing economic activity for the uplift of masses and reducing pressure on existing natural resources”

TABLE OF CONTENTS

LIST OF TABLES LIST OF FIGURES LIST OF ABBREVIATIONS

Executive Summary

SECTION – 1 INTRODUCTION 1.1 Introduction ...................................................................................................... 1-1

1.2 Objectives of the Study ........................................................................................... 1-1

1.3 Design Objectives ................................................................................................... 1-2

1.4 Need for Environmental Impact Assessment .......................................................... 1-3

1.5 The Project Proponent ............................................................................................ 1-3

1.6 Role of Punjab Environmental Protection Department (EPD) ................................. 1-5

1.7 Brief Description of the Project ............................................................................... 1-6

SECTION 2 POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK 2.1 General ...................................................................................................... 2-1

2.2 National Environmental Policy, 2005 ...................................................................... 2-1

2.2.1 Statutory Framework ................................................................................. 2-2

2.2.2 Pak - EPA Review of IEE and EIA Regulation, 2000 ................................. 2-3

2.2.3 National Environmental Quality Standards (NEQS), 2000 / PEQS 2016 .... 2-5

2.2.4 Drinking Water Quality Standards .............................................................. 2-7

2.2.5 Wild life Management ................................................................................ 2-9

2.2.6 Cutting of Trees (Prohibition Act), 1975 ..................................................... 2-9

2.2.7 Occupational Health and Safety Regulations ............................................. 2-9

2.2.8 Antiquities Act, 1975 .................................................................................. 2-9

2.2.9 Pakistan Penal Code 1860 ........................................................................ 2-10

2.2.10 Highway Safety Ordinance, 2000.............................................................. 2-10

2.2.11 Motor Vehicle Rules, 1969 ......................................................................... 2-11

2.2.12 Land Acquisition Act, 1894 ........................................................................ 2-11

2.2.13 Canal and Drainage Act 1873 .................................................................... 2-11

2.2.14 Guidelines for the Preparation & Review of Environmental Reports, 1997 2-12

2.3 Administrative Framework ...................................................................................... 2-12

2.3.1 Punjab Environmental Protection Department ........................................... 2-12

2.3.2 Punjab Forest Department ........................................................................ 2-12

2.3.3 Punjab Wildlife Department ....................................................................... 2-13

2.3.4 Punjab Revenue Department ..................................................................... 2-14

2.3.5 District Officers .......................................................................................... 2-14

2.3.6 Non - Government Organizations .............................................................. 2-15

SECTION3 DESCRIPTION OF THE PROJECT 3.1 General ...................................................................................................... 3-1

3.2 Type and Category of the Project ........................................................................... 3-2

3.3 Objectives of the proposed project ......................................................................... 3-2

3.4 Location of the Project Area ................................................................................... 3-3

3.5 Project Administrative Jurisdiction .......................................................................... 3-4

3.6 Major Towns adjacent to Sheikhupura- Gujranwala Road Alignment ..................... 3-4

3.7 Project Layout ...................................................................................................... 3-5

3.8 Land Use ...................................................................................................... 3-5

3.9 Road access ...................................................................................................... 3-7

3.10 Govt. Approvals ...................................................................................................... 3-7

3.11 Project Implementation Schedule ........................................................................... 3-8

3.12 Cost of the Project .................................................................................................. 3-9

3.13 Key features of the Project .................................................................................... 3-9

3.14 Geometric Design of the Sheikhupura- Gujranwala road ........................................ 3-9

3.15 Geometric Design Criteria ...................................................................................... 3-10

3.16 Typical Cross sections of the Road at Different Reaches ...................................... 3-12

3.17 Project Components ............................................................................................. 3-13

3.18 Construction Material ............................................................................................. 3-14

3.19 Traffic Forecast ..................................................................................................... 3-15

3.20 Structural Design .................................................................................................... 3-16

3.21 Construction Camps ............................................................................................... 3-17

3.22 Site Organization .................................................................................................... 3-18

SECTION4 BASELINE OF THE PROJECT 4.1 General ...................................................................................................... 4-1

4.2 Physical Resources ................................................................................................ 4-1

4.2.1 Topography ............................................................................................... 4-1

4.2.2 Regional Geology ...................................................................................... 4-2

4.2.3 Active Flood Plains / Belts ......................................................................... 4-2

4.2.4 Soil ...................................................................................................... 4-3

4.2.5 Climate and Meteorology ........................................................................... 4-5

4.3 Air Quality ...................................................................................................... 4.5

4.4 Noise ...................................................................................................... 4-10

4.5 Surface and Groundwater....................................................................................... 4-14

4.6 Seismicity ...................................................................................................... 4-18

4.7 Agriculture and Crop Pattern .................................................................................. 4-19

4.8 Land Use ...................................................................................................... 4-20

4.9 Biodiversity and Natural Resources ........................................................................ 4-21

4.9.1 Flora ...................................................................................................... 4-21

4.9.2 Fauna ...................................................................................................... 4-29

4.9.3 Endangered Species ................................................................................. 4-34

4.10 Weather and Climate .............................................................................................. 4-35

4.11 Socio Economic Environment ................................................................................. 4-36

4.11.1 Socio Economic Survey of the Project Area ............................................... 4-36

4.11.2 Consultation and participation process ...................................................... 4-40

4.11.3 Baseline Information .................................................................................. 4-41

4.12 Status of Women .................................................................................................... 4-45

4.13 Culture and Tradition .............................................................................................. 4-46

4.14 Public Concerns Regarding Project Execution ....................................................... 4-47

4.15 Community Health and Safety ................................................................................ 4-48

4.16 Physical Cultural Institutions ................................................................................... 4-48

SECTION – 5 ALTERNATIVES 5.1 General ...................................................................................................... 5-1

5.2 Zero Alternative “Do Nothing Option” ...................................................................... 5-1

5.3 Alternative - II ‘Other Transport Modes’ .................................................................. 5-3

5.4 Alternative - IV ‘Dualization of Existing Carriageway’.............................................. 5-3

5.5 Alternative - V ‘Improved Traffic Management’ ....................................................... 5-4

5.6 Comparison Analysis of Alternatives ...................................................................... 5-6

5.7 Overview of Alternative Analysis ............................................................................ 5-9

SECTION – 6 ANTICIPATED ENVIRONMENTAL IMPACTS 6.1 General ...................................................................................................... 6-1

6.2 Pre Construction / Design Phase ............................................................................ 6-1

6.2.1 Topography ............................................................................................... 6-4

6.2.2 Land Acquisition Resettlement .................................................................. 6-4

6.2.3 Changes in Landuse .................................................................................. 6-5

6.2.4 Social Issues ............................................................................................. 6-5

6.2.5 Physical and Cultural Resources ............................................................... 6-6

6.2.6 Biodiversity Conservation and Natural Resource Management ................. 6-6

6.2.7 Air Quality and Noise Level ........................................................................ 6-7

6.2.8 Solid Waste Management .......................................................................... 6-8

6.2.9 Excavation of Earth .................................................................................... 6-8

6.2.10 Public Utilities ............................................................................................ 6-8

6.2.11 Change of Hydrological Regime ................................................................ 6-9

6.2.12 Loss of Agriculture Land ............................................................................ 6-9

6.3 Construction Phase ................................................................................................ 6-10

6.3.1 Topography .............................................................................................. 6-10

6.3.2 Soil ...................................................................................................... 6-10

6.3.3 Physical Cultural Resources ...................................................................... 6-11

6.3.4 Construction Camps / Camp Sites ............................................................. 6-12

6.3.5 Health and Safety ...................................................................................... 6-14

6.3.6 Borrow/ Open Pits ...................................................................................... 6-17

6.3.7 Pollution Prevention and Abatement .......................................................... 6-18

6.3.8 Resource Conservation ............................................................................. 6-28

6.3.9 Energy Efficiency ....................................................................................... 6-29

6.3.10 Surface and Groundwater .......................................................................... 2-29

6.3.11 Biodiversity Conservation and Natural Resource Management ................. 2-31

6.3.12 Disposal of Mucking Material ..................................................................... 6-33

6.3.13 Disruption of Existing Public Utilities / Infrastructure .................................. 6-34

6.3.14 Traffic Management ................................................................................... 6-34

6.3.15 Waste Disposal .......................................................................................... 6-35

6.3.16 Lifestyle and Culture .................................................................................. 6-35

6.3.17 Wastage of Fertile Plough Layer ................................................................ 6-36

6.3.18 Impacts of Heavy Vehicles on the Existing Road Network ......................... 6-36

6.4 Anticipated Impacts during Operational Phase ....................................................... 6-37

6.4.1 Biodiversity Conservation and Natural Resource Management Flora ........ 6-37

6.4.2 Surface and Groundwater .......................................................................... 6-38

6.4.3 Pollution Prevention and Abatement .......................................................... 6-39

SECTION – 7 ECONOMIC ASSESSMENT 7.1 General ...................................................................................................... 7-1

7.2 Economic Benefits ................................................................................................. 7-1

7.3 Environmental Cost ............................................................................................... 7-1

SECTION –8 ENVIRONMENTAL MANAGEMENT AND MONITORING PLAN 8.1 Environmental Management ................................................................................... 8-1

8.2 Institutional Responsibilities .................................................................................... 8-2

8.2.1 Responsibilities of CWD ............................................................................ 8-2

8.2.2 Responsibilities of Environmental Engineer of Supervision Consultant...... 8-4

8.2.3 Responsibilities of Environmental Engineer of Contractor

(Shajar Roads Ltd) - (Concessionaire) ....................................................... 8-4

8.2.4 Reporting Mechanism ................................................................................ 8-4

8.2.5 Non-Compliance of the EMP ..................................................................... 8-4

8.3 Environmental Monitoring Plan (EMP) .................................................................... 8-5

8.3.1 Construction Phase ................................................................................... 8-5

8.3.2 Operational Phase ..................................................................................... 8-7

8.4 Environmental Action Plan...................................................................................... 8-8

8.5 Environmental Mitigation (Plantation) Cost ............................................................. 8-26

8.6 Environmental Technical Assistance and Training Plan ........................................ 8-29

8.7 Environmental Monitoring, Mitigation and Training Cost ........................................ 8-30

SECTION – 9 PUBLIC CONSULTATION AND INFORMATION DISCLOSURE 9.1 General ...................................................................................................... 9-1

9.2 Identification of Main Stakeholders ......................................................................... 9-1

9.3 Focus Group Discussions and Scoping Sessions ................................................... 9-2

9.4 Commonly Raised Concerns of Stakeholders ........................................................ 9-4

9.5 Proposed Measures for Addressing the Stakeholders Concern .............................. 9-5

9.6 Village Meetings ..................................................................................................... 9-6

9.7 Future Information Disclosure ................................................................................. 9-8

9.8 Grievances Redress Mechanism (GRM) ................................................................ 9-9

9.9 Grievances Redress Committee (GRC) .................................................................. 9-9

9.10 Composition of Grievances Redress Committee (GRC) ......................................... 9-10

9.11 Procedure for Filing the Complaint ......................................................................... 9-10

SECTION – 10 CONCLUSION ............................................................................. 10-1

LIST OF TABLE

1.1 Salient Features of the Project ............................................................................... 1-6

1.2 Project Implementation Schedule ........................................................................... 1-6

2.1 Provincial Environmental Quality Standards for Municipal and Liquid Industrial

Effluents (mg/I, Unless Otherwise Defined) ............................................................ 2-6

2.2 Provincial Standards Drinking Water Quality .......................................................... 2-7

3.1 Project Implementation Schedule ........................................................................... 3-8

3.2 The geometric design criteria adopted is reproduced ............................................. 3-11

3.2 Structural design for bridges, culverts ..................................................................... 3-16

4.1 Meteorological data of the project area ................................................................... 4-4

4.2 Air Quality Monitoring Locations ............................................................................. 4-6

4.3 Air Quality Monitoring Results at Kot-Ranjeet Singh Near

M-2 Motorway, Sheikhupura ................................................................................... 4-6

4.4 Air Quality Monitoring Results at Tatly Aali ............................................................. 4-8

4.5 Air Quality Monitoring Results at MajooChak .......................................................... 4-8

4.6 Air Quality Monitoring Results at Khiali Bypass ...................................................... 4-9

4.7 Noise levels monitoring Locations .......................................................................... 4-10

4.8 Noise Level MonitoringM-2, Kot Ranjeet Singh ...................................................... 4-10

4.9 Noise Level Monitoring at Khiali Bypass ................................................................. 4-11

4.10: Noise Level Monitoring at GhumanWala (Girls High School) ...................................... 4-11

4.11 Noise Level Monitoring at TatlyAali (Basic Health Unit) .......................................... 4-12

4.12 Noise Level Monitoring at TatlyAaliChowk .............................................................. 4-12

4.13 Noise Level Monitoring at MajooChak .................................................................... 4-13

4.14 Location of ground and surface water sampling

in the project area ................................................................................................... 4-14

4.15 Groundwater Analysis of the Project Area .............................................................. 4-16

4.16 Surface Water Analysis of the project area ............................................................. 4-17

4.17 Cropping pattern in the Project Area....................................................................... 4-19

4.18 Common Non Fruit Trees (Forest Trees) in the project Area .................................. 4-22

4.19 Shrubs and Herbs in Project Area .......................................................................... 4-23

4.20 Ethnobotanical Data of Grasses in the project area ................................................ 4-24

4.21 Tree/Herbs/Shrubs/Grass ....................................................................................... 4-26

4.22 Mammals of the project area .................................................................................. 4-29

4.23 Reptiles of the Project Area .................................................................................... 4-30

4.24 Amphibians of the project area ............................................................................... 4-30

4.25 Birds of the project area ......................................................................................... 4-31

4.26 Age Group of Respondents .................................................................................... 4-42

4.27 Education Level of respondents ............................................................................. 4-43

4.28 Distribution of Profession ........................................................................................ 4-43

4.29 Income groups of Respondents .............................................................................. 4-44

4.30 Project Perception .................................................................................................. 4-44

4.31 Project Perception .................................................................................................. 4-48

6.1 Sheikhupura - Gujranwala road: Environmental Impacts Evaluation

Matrix - Construction Phase ................................................................................... 6-2

6.2 Sheikhupura –Gujranwala road dualization - Environmental Impacts

Evaluation Matrix - Operation Phase ...................................................................... 6.3

6.3 Summary of Potential Impacts and Mitigation Measures due to Camp Sites .......... 6-12

6.4 Categories of Air Sensitive Receivers (ASRs) ........................................................ 6-20

6.5 Maximum Limits of Noise Levels ............................................................................ 6-24

6.6 Damage Risk Criteria for Hearing Loss .................................................................. 6-24

6.7 Categories of Noise Sensitive Receivers (NSRs) ................................................... 6-25

6.8 Water Sensitive Receivers ...................................................................................... 6-31

8.1 Environmental Management Plan ........................................................................... 8-9

8.2 Budget Estimate for Environmental Monitoring During the Construction and

Operation Phases ................................................................................................... 8-25

8.3 Estimated Cost of Equipment ................................................................................. 8-26

8.4 Estimated Cost of Plantation of 500 Plants for First Year ....................................... 8-27

8.5 Estimated Cost of Plantation of 20% of First Year (100) plants and their

Maintenance for Second Year ................................................................................ 8-28

8.6 Estimated Cost of Plantation of 20% (100) plants and maintenance for Third Year 8-28

8.7 Estimated Cost for maintaining 500 plants for Fourth Year ..................................... 8-29

9.1 categories of the interacted people ......................................................................... 9-2

9.2 Public Consultation ................................................................................................. 9-3

9.2 Village Meetings & Concerns .................................................................................. 9-7

10.1 Summary of the potential environmental impacts of the project .............................. 10-3

LIST OF FIGURES

1.1 Project Location image ........................................................................................... 1-7

2.1 Current IEE/EIA Process in Punjab ....................................................................... 2-4

3.1 Pictures of existing Shiekhupura- Gujranwala Road ............................................... 3-1

3.2 Location of the Project area .................................................................................... 3-4

3.3 Route alignment of the road of project .................................................................... 3-5

3.4 View of Land to be acquired for Project .................................................................. 3-6

3.5 View of points expected to be acquired for project ................................................. 3-7

3.6 Proposed Typical cross sections for different reached of the Project Road ............ 3-12

3.7 Site Organizational Chart ....................................................................................... 3-19

4.1 Air quality monitoring sampling points along the proposed Sheikhupura-

Gujranwala Road .................................................................................................... 4-5

4.2 Air Quality Monitoring Results at Kot-Ranjeet Singh M-2 Motorway, Sheikhupura . 4-7

4.3 Pictures of Air Quality Monitoring Locations ........................................................... 4-7

4.4: Air Quality Monitoring at TatlyAali ........................................................................... 4-8

4.5 Air Quality Monitoring at MajooChak ...................................................................... 4-9

4.6 Air Quality Monitoring at Khiali Bypass ................................................................... 4-9

4.7 Locations of Air and quality and monitoring ............................................................ 4-13

4.8 Water Sample Collection in Progress ..................................................................... 4-15

4.9 Locations of water sampling along the project site. ................................................ 4-15

4.10 Locations of Water samples ................................................................................... 4-17

4.11 Seismic Zone of Proposed project area .................................................................. 4-18

4.12 Different crops in the project area ........................................................................... 4-20

4.13 Plantation along the road ........................................................................................ 4-28

4.14 Different birds and Animals ..................................................................................... 4-32

4.15 Local birds ...................................................................................................... 4-33

4.16 Livestock in the project area ................................................................................... 4-34

4.17 Location and View of NowsheraVirkan ................................................................... 4-38

4.18 Views of TatlyAali ................................................................................................... 4.38

4.19 Views of MajooChak ............................................................................................... 4-39

4.20 Views of Qila Mustafa Abad .................................................................................... 4-39

4.21 consultations conducted in the various localities of the project area. ...................... 4-41

4.22 Culture & Tradition in the Project area .................................................................... 4-47

6.1 Some of the sensitive receptors along the carriageway. ......................................... 6-22

LIST OF ABBREVIATIONS 

AP  Affected People ASTM  American Society of Testing MaterialsASRs  Air sensitive Receivers  BDL  Below Detection Level BOD  Biochemical Oxygen Demand BOT  Built Operate TransferCC  Construction ContractorCWD  Communication & Works Department  COD  Chemical Oxygen Demand DS  Design Consultant EMP  Environmental Management PlanEIA  Environmental Impact Assessment EE  Environmental Engineer GRC  Grievances Redress Committee  GESCO  Gujranwala Electric Supply CompanyIEE  Initial Environmental Examination LESCO  Lahore Electric Supply Company MD  Man DaysMC  Maintenance Contractor NOC  No Objection Certificate NGO  Non ‐ Governmental Organization NEQS  National Environmental Quality StandardsOSHA  Occupational Safety and Health Administration  PPP  Public Private Partnership PEQS  Punjab Environmental Quality Standards ROW  Right of WayRD  Reduced DistanceSC  Supervision Consultant TSS  Total Suspended Solids TDS  Total Dissolved Solids UCC  Upper Chenab CanalUNESCO  United nations Educational Scientific & Cultural Organization  

1‐1 

SECTION - 1 INTRODUCTION

1.1 Introduction The existing road network in Punjab comprises total of 107,973 Km of national,

provincial as well as district roads. Govt of Punjab intends to extend the road

network and enhance the quality of existing network through dualization to coup with

the increasing traffic load. In order to meet increasing funding requirement of

implementing most needed development works, Govt has invited private investors to

step in and implement projects on Public Private Partnership (PPP) basis.

Dualization of Sheikhupura- Gujranwala Road is one such project that has been

picked up for implementation in PPP mode. This has also been a long awaited

demand of the people of the area, to improve the flow of traffic between these two

key cities (Gujranwala and Sheikhupura) of Punjab. The project is expected to

control pollution, accelerate the supply of agricultural products to cities, minimize

accidents, and decrease in crime rate and many other socioeconomic benefits. The

project has been taken up by the Government of Punjab through the Communication

& Works Department (the “CWD”) for implementation on PPP mode.

The project starts from near SheikhupuraInterchange on Lahore - Islamabad

motorway M-2 and ends on the Gujranwala western bypass short of KhialiChowk.

The total length of the alignment is about 43Km.

1.2 Objectives of the Study

The overall objectives of the study is to conduct environmental impacts assessment

(EIA) of the project (Dualization of Sheikhupura- Gujranwala Road under PPP

mode), develop a thorough understanding of the project activities, assess the

impacts of project activities on the surrounding environment, establish baseline

environmental and socio economic conditions in the project area, study the potential

impacts of project activities on the surrounding environment along with the

formulation of suitable mitigation measures for the implementation and subsequent

operation phases of the project. The specific objectives of EIA study are:

1‐2 

• To document the existing baseline environmental and socio economic conditions

in the project area

• Identification and review of various legal / statutory requirements set forth by the

Punjab Environmental Protection Act, 1997 (Amended 2012) and the guidelines

for the preparation of EIA reports and existing regulatory framework in Punjab

related to the project.

• Collection and analysis of data related to physical, ecological and socio economic

resources of the project area

• Identification and evaluation of salient environmental impacts

• Identification of necessary mitigation measures required to minimize the adverse

impact of the project activities

• To apprise proponent of the project and stakeholders about the project activities,

baseline environmental condition and potential environmental impacts

• Preparation of Environmental Management Plan (EMP)

• To facilitate proponent of the project to take informed decision

The alignment of (Sheikhupura- Gujranwala road) passes adjacent to some of the

populous towns and rural centers of Punjab of agriculture and industrial significance.

This road is likely to contribute to the economic development of these centers by

providing them fast and efficient connectivity to the major cities of the country for

passenger travel, trade and marketing of agriculture produce. The benefits include

social and economic gains which people hope to reap after completion of the project.

1.3 Design Objectives Design Objectives of this project are summarized as given under:

Improve horizontal curves, stopping and passing sight distances, steep grades

and sharp curves.

Strengthen the road pavement structure to sustain heavy loads.

Dualize and improve the existing road as divided 2-lane road with median and

shoulders.

Assure design speed of 70 km/hour for urban areas & 100 km/hour for rural

areas to improve travelling conditions

1‐3 

1.4 Need for Environmental Impact Assessment According to the Punjab Environmental Protection Act 1997 ((Amended 2012) and its

interpretation as per Review of IEE & EIA Regulations, 2000 for filing, review and

approval of environmental assessments, the present project is categorized under

Schedule II. The Regulation 4 states that “A proponent of project falling in any

category specified in schedule II shall file an EIA”. The following projects relating to

transport sector fall in the Schedule II:

1. Airports

2. Federal or provincial highways or major roads (except maintenance

rebuilding or reconstruction of existing roads) with a total outlay of Rs 50.0

Million or above.

3. Ports and harbor development for ships of 500 gross tons or above.

4. Railway works

The detailed design of Widening of Sheikhupura- Gujranwala Road has been carried

out by AAA Engineering Consultants. The total investment amount of the project is

estimated as PKR 5741.0 Million.

As the total cost of the project is more than 50 million rupees hence and EIA study is

mandatory to be submitted in EPA Punjab and get its approval under section 12 of

Punjab Environmental protection Act 2012.

1.5 The Project Proponent

MohsinHussnain, CEO Shajar Roads Ltd Lahore is the proponent of the project. The

project has been contracted out to M / s HCS-NKB JV (the “JV”) through a Letter of

Intent issued by the CWD. The JV registered a Special Purpose Vehicle (SPV)

named “Shajar Roads Limited” (“SRL” or the “Concessionaire”) for the purpose of

executing a legal contract with CWD. Issuance of notification of award of project was

made by CWD to Shajar Roads Limited.Chief Engineer (Central), Communication &

Works Department (CWD), Government of Punjab, Lahore is the Project Manager of

the project.

1‐4 

a) Proponent Address

MohsinHussnain, CEO,SHAJAR RAODS LIMITED,Head Office: 15-A, Block G-1,

Canal Bank Road, Near Doctors Hospital, Johar Town, Lahore, Pakistan

Tel: 92-42-111 123 427

b)Design Consultants

M/s AAA Engineering Consultants (Pvt) Ltd (“AAA”) were identified as the Design

Consultants in the bid submitted by the JV and have now been tasked by SRL to

carry out the Detailed Design of the Project. The job of Design Consultants includes:

1. Area Reconnaissance Survey

2. Topographic Survey

3. Soil & Material Investigations

4. Condition Survey of Existing Pavement & Structures

5. Hydrology Study

6. Geotechnical Investigations for Structures

7. Traffic Survey and Study

8. Geometric Design

9. Pavement Design

10. Design of Drainage and Erosion Works

11. Structural Design

12. Design of Town Areas

13. Construction Drawings

14. Land Acquisitions and Utility Folders

15. Environmental Impact Assessment Study

16. Design of Rest Areas

M/S AAA shall provide complete support to SRL, with respect to the Technical

Design including EIA study and attending all meetings with CWD, Government of

Punjab or the Technical Consultants hired by them for the Project for the purpose of

1‐5 

discussing and finalizing any and all design issues and answering and addressing

any queries/observations raised by them till the final approval of the Detailed design.

d)The EIA Study Team

A multi-disciplinary team was constituted to conduct the EIA study. The team

comprises of the following persons:

1. Mr. Salman Akhter :Team Leader

2. Mr.Muhammad Farooq Alam :Environmental Expert

3. Mr. Shafqat Saeed Farooqi :Social and Environmental Expert

4. Mr. Syed Ejaz Hussain Naqvi :Ecology and Environment

1.6 Role of Punjab Environmental Protection Department (EPD)

Punjab Environmental Protection Department (EPD) is a regulatory agency

responsible to administer and implement the provisions of the Punjab Environmental

Protection Act 1997 (amended 2012) and rules and regulation made under it. In the

context of EIA, Punjab EPD has the following roles to perform;

a). To review the IEE / EIA reports of the project submitted for issuance of No

Objection Certificate (NOC)

b). To conduct public hearing of the EIA cases

c). To issue Environmental approvals

d). To monitor the conditions of environmental approval

e). To initiate actions against the proponent in case of non-compliance of the

conditions of the environmental approval.

1.7 Brief Description of the Project The Project involves construction of 43 Km of dual carriageway road between the

cities of Sheikhupura and Gujranwala on PPP mode basis. The Project

involvesrehabilitation of the existing carriageway as well as construction of a second

carriageway within the Right of Way.

1‐6 

The salient features of the project are described as follows:

Length 43Km No. of Lanes 2x2 Lane Width 3.65 m Inside Shoulder 1.0 m Outside Shoulder 2.5 m Side Slope 2% No of New Bridges 8 Median 4.0 m No of New Culverts 73 No of New Toll Plazas 2

Table 1.1 Salient Features of the Project

Project Implementation Schedule is as follows:

SR. NO.

MILESTONE DATE

1 Signing of Concession Agreement 02-07-2017

2 Submission of detailed Engineering Design 05-07-17 to 31-08-2017

3 Financial Close Deadline 31-12-2017

4 Commencement Date 01-01-2018

5 Completion of Project 31-12-2018

Table 1.2 Project Implementation Schedule

1‐7 

Fig. 1.1 Project Location image

2‐1 

Section 2 POLICY, LEGAL, AND ADMINISTRATIVE FRAMEWORK

2.1 General This section discusses the related policy, legal and administrative framework in place

in Punjab for carrying out the environmental impact assessment of Sheikhupura-

Gujranwala Road Project. Since the whole of the road passes through two districts of

Punjab, therefore its environmental impact assessment procedure will be governed

by the existing policies, legislation and administrative framework in place in Punjab.

Though after the eighteenth amendment, the subject of ecology and pollution has

been devolved to provinces and Punjab has enacted its own environmental

protection act, yet the policies, guidelines and regulations framed prior to devolution

at the federal level are still relevant and obligatory to meet in Punjab.

Shajar Roads Ltd (Concessionaire), the project proponent is under obligation to carry

out the environmental impact study in conformity with the policy, legal and

administrative framework in place in Punjab.

2.2 National Environmental Policy, 2005 Government of Pakistan launched National Environmental Policy in 2005 which

provided an overarching framework for addressing the issues facing Pakistan,

particularly pollution of fresh water bodies and coastal waters, air pollution, lack of

proper waste management, deforestation, natural resources and climate change.

The policy gives direction for addressing the cross sectoral issues and underlying

causes of environmental degradation in the country.

In section 5.1, the policy stresses on the integration of environment into the

development planning and states:

• Environmental considerations would be integrated into sectoral policy and

plans

• Environmental Impact assessment related provisions of the Environmental

Protection Act 1997 would be diligently enforced for all development

projects

2‐2 

In section 5.6 the policy emphasis upon the development of efficient transport for the

protection of environment. The policy provides broad guidelines to the Federal

Government, Provincial Government, Federally administered tribal areas and local

governments for addressing environmental concerns and effective management of

their environmental resources.

2.2.1 Statutory Framework A number of laws exist in Pakistan containing a number of clauses concerning

protection of the environment. However, the first legislation on environmental

protection was issued in 1983. The Pakistan Environmental Protection Ordinance,

1983 was the first legislation promulgated for the protection of environment.

Pakistan Environmental Protection Agency was established in 1984. No significant

environmental policy, guidelines and regulations were made till early 1990s. The

National Conservation Strategy was developed and approved by the federal cabinet

in 1992. Provincial Environmental Protection Agencies were also established in

1992-1993. National Environmental Quality Standards (NEQS) were established in

1993. Detailed environmental guidelines were issued in 1996. The National

Assembly and the Senate conferred Pakistan Environmental Protection Act in 1997.

In 2010, National Assembly passed eighteenth amendment and environment and

ecology became the sole legislative domain of the provincial assemblies, the subject

earlier found in the concurrent list of the constitution. The devolution provided

provincial governments the opportunity to respond to the environmental challenges

faced in the provinces.

In 2012, Punjab enacted Punjab Environmental Protection Act 1997 (amended

2012), adopting Pakistan Environmental Protection Act 1997, a federal legislation, to

the framework of the Punjab. The newly enacted legislation allowed the Provincial

Government to frame its own Environmental protection tribunal and appoint its

members. In 2012 government of the Punjab adopted the central legislative Act on

environment and named it as Punjab Environmental Protection Act 1997 (amended

2012) and adopted the rest of rules and regulations made thereunder till the

notification of provincial environmental framework.

2‐3 

The Act is applicable to a broad range of issues and extends to air, water, soil,

marine and noise pollution, as well as the handling of hazardous waste. Section 12

of the Act deals with the Environmental Impact Assessment / Initial Environmental

Examination which states;

Section-12(1): “No proponent of a project shall commence construction or operation

unless he has filed with the Environmental Protection Department (EPD) an Initial

Environmental Examination (IEE) or, where the project is likely to cause adverse

environmental effect, an Environmental Impact Assessment (EIA), and has obtained

the approval in respect thereof”

2.2.2 Pak - EPA Review of IEE and EIA Regulation, 2000 The Pakistan Environmental Protection Agency (EPA) Review of IEE and EIA

Regulations provide the necessary details on preparation, submission and review of

the IEE and EIA.

2‐4 

Fig 2.1: Current IEE/EIA Process in Punjab

The regulation categorizes the projects on the basis of the degree of environmental

impacts. Project types that are likely to have adverse impact are listed in Schedule II

of the regulations and require an EIA. Projects that are not likely to have significant

adverse impact are listed in Schedule I and require an IEE to be prepared, rather

than a full-fledged EIA, provided that the project is not located in an environmentally

sensitive area. Other features of the EIA Regulation 2000 are relevant to the

proposed project are listed below:

2‐5 

1. A fee is payable to EPD Punjab for review of IEE - EIA.

2. EPD is bound to conduct preliminary scrutiny and reply within 10 days of

the submittal of a report a) confirming completeness, or b) asking for

additional information, if needed, or c) returning the report requiring

additional studies if necessary.

3. EPD is required to make every effort to complete the EIA review process

within 90 days of the issue of confirmation of completeness.

4. The EIA approval is valid for three years from the date of accord.

5. The submittal is to be accompanied by an application in prescribed format

included as Schedule-IV of the Regulations.

6. When EPD accord their approval subject to certain conditions, the following

procedure will be followed:

� Before commencing construction of the project, the proponent is

required to submit an undertaking accepting the conditions � Before commencing operation of the project, the proponent is required

to obtain from the EPA a written confirmation of compliance with the

approval conditions and requirements of the IEE/EIA. 7. A monitoring report must be submitted to the EPA after the completion of

construction followed by annual monitoring reports during operations in the

frequency specified by EPA.

8. In case the project is not approved, the project would be redesigned and

EIA resubmitted for review and approval.

2.2.3 National Environmental Quality Standards (NEQS), 2000 / PEQS 2016 Compliance of NEQS is the requirement of approval of IEE/EIA. Ministry of

Environment notified these standards in 1993. They were revised in 2000. They

furnish information on the permissible limits for discharges of municipal and industrial

effluent parameters and industrial gaseous emissions in order to control

environmental pollution. The same have been adopted by EPA Punjab as such in

2016 and named it as Provincial Environmental Quality Standards (PEQS)

.establishes the following discharge concentration standards:

• Maximum allowable concentration of pollutants in municipal and liquid

industrial effluents discharged to inland waters (32-pollutants), sewerage

treatment and the sea.

2‐6 

• Maximum allowable concentration from industrial gaseous emissions

• Maximum allowable concentration of pollutants in vehicular exhaust (4 -

pollutants)

The NEQS for liquid effluent discharge to inland waters and gaseous emissions from

industrial sources are produced below: and also provided in Annexure B.

Table 2.1 : Provincial Environmental Quality Standards for Municipal and Liquid Industrial Effluents (mg/I, Unless Otherwise Defined)

Sr. No. Parameters

Revised Standards Into Inland

Waters

Into Sewage Treatment(5)

1 Temperature or Temperature Increase

<3oC <3oC

2 Ph value (H+). 6-9 6-9

3 Biochemical Oxygen Demand (BOD)5 at 20oC(1) 80 250

4 Chemical Oxygen Demand (COD)(1)

150 400

5 Total Suspended Solids (TSS) 200 400

6 Total Dissolved Solids(TDS) 3500 3500

7 Oil and Grease 10 10

8 Phenolic compounds(as phenol) 0.1 0.3

9 Chloride (as Cl-) 1000 1000

10 Fluoride (as F-) 10 10

11 Cyanide (as CN-) total... 1.0 1.0

12 An-ionic detergents (as MBAS)(2) 20 20

13 Sulphate (SO42-) 600 1000

14 Ammonia (NH3) 40 40

15 Pesticides 0.15 0.15

16 Cadmium(4) 0.1 0.1

17 Chromium (trivalent and hexavalent (4)....

1.0 1.0

18 Cooper (4)..... 1.0 1.0

19 Lead (4)..... 0.5 0.5

20 Mercury (4)..... 0.01 0.01

21 Selenium (4) 0.5 0.5

2‐7 

Sr. No. Parameters

Revised Standards Into Inland

Waters

Into Sewage Treatment(5)

22 Nickel (4).... 1.0 1.0

23 Silver (4) 1.0 1.0

24 Total toxic metals.... 2.0 2.0

25 Zinc.... 5.0 5.0

26 Arsenic (4).... 1.0 1.0

27 Barium (4)..... 1.5 1.5

28 Iron.... 8.0 8.0

29 Manganese..... 1.5 1.5

30 Boron (4)..... 6.0 6.0

31 Chlorine.... 1.0 1.0

In addition to the above standards limits of industrial emissions, ambient air, noise

and vehicular emissions have also been notified. The set of PEQS is notified vide

notification of government of Punjab in 2016.  2.2.4 DRINKING WATER QUALITY STANDARDS In pursuance of the statutory requirement under clause (e) of sub-section (1) of

section (6) of the PEPA, 1997 the Pakistan Environmental Protection Agency,

Ministry of Environment has notified drinking water quality standards. WHO drinking

water quality guidelines have been used for bench marking purpose in the drinking

water quality standards that are also adopted by government of Punjab and named

as PEQS for drinking water and given in Table 2.2. Table 2.2: Provincial Standards Drinking Water Quality

Sr. No.

Parameters Standard values for

Pakistan (mg/l) WHO (mg/l)

1 Aluminum (Al) < 0.2 0.2

2 Ammonium (NH3) - 1.5

3 Antimony (Sb) < 0.005 0.02

4 Arsenic (As) < 0.05 0.01

5 Barium (Ba) 0.7 0.7

2‐8 

Sr. No.

Parameters Standard values for

Pakistan (mg/l) WHO (mg/l)

6 Boron (B) 0.3 0.3

7 Cadmium (Cd) 0.01 0.003

8 Chloride (Cl) < 250 250

9 Chromium (Cr) < 0.05 0.05

10 Copper (Cu) 2 2

11 Cyanide (CN) < 0.05 0.07

12 Fluoride (F) < 1.5 1.5

13 Iron (Fe) - 0.3

14 Lead (Pb) < 0.05 0.01

15 Manganese (Mn) < 0.5 0.5

16 Mercury (Hg) < 0.001 0.001

17 Molybdenum (Mo) - 0.07

18 Nickel (Ni) < 0.02 0.02

19 Nitrate (NO3) < 50 50

20 Nitrite (NO2) < 3 3

21 Selenium (Se) 0.01 0.01

22 Silver (Ag) - NS

23 Sodium (Na) - 200

24 Sulphate (SO3) - 250

25 Residual Chlorine 0.2-0.5 -

26 Zinc (Zn) 5.0 3.0

27 Color < 15 TCU < 15 TCU

28 Taste Non-Objectionable/ Acceptable

Non-Objectionable/ Acceptable

29 Odor Non Objectionable/ Acceptable

Non Objectionable/ Acceptable

30 Turbidity < 5 NTU 5 NTU

31 Total hardness < 500 mg/l -

32 TDS < 1000 <1000

33 pH 6.5-8.5 6.5-8.5

2‐9 

2.2.5 Wild life Management The Punjab Wildlife (Protection, Preservation, Conservation & management) Act

1974 and rules 1974 empower the government to declare certain areas reserved for

the protection of wildlife and to control activities within these areas. It also provides

protection to wild life species declared endangered / threatened and rare.

With a view to the protection and preservation of flora and fauna in natural state,

Government may declare any area to be a national park and may demarcate in a

manner as prescribed.

2.2.6 Cutting of Trees (Prohibition Act), 1975 The act prohibits cutting and chopping of trees without permission of the forest

department. Section 3 of the act states “No person shall, without prior approval of the

local formation commander or an officer authorized by him in this behalf, cut fell or

damage or cause to cut, fell or damage tree”

2.2.7 Occupational Health and Safety Regulations Quantitative national standards with respect to the occupational health and safety of

workers have yet to be developed in Pakistan, however, following laws and

regulations directly or indirectly govern the occupational health and safety issues

during construction and operations of the project:

• Factories Act, 1934 (Pakistan Factories Rules 1962)

• Labor laws Amended, 1972

• Mines Act, 1923

• Natural Gas Safety Rules, 1960.

• Gas Cylinder Rules, 1940.

• Law of Explosives, 1940

• Electricity Rules, 1937

• Explosive Rules, 1944

2.2.8 Antiquities Act, 1975 The Antiquities Act 1975 ensures the protection of Pakistan’s cultural resources. The

act defines antiquities as ancient products of human activity, historical sites, sites of

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anthropological or cultural interest, national monuments, etc. The act is designed to

protect these antiquities from destruction, theft, negligence, unlawful excavation,

trade and exports. The law prohibits new construction in the proximity of protected

antiquity and empowers the Government to prohibit excavation in any area that may

contain articles of archeological significance.

Under this act, the project proponents are obligated to:

• Ensure that no activity is undertaken in the proximity of a protected

antiquity

• Report to the Archeological Department, Government of Pakistan, if

any archeological discovery is made during the course of the project

2.2.9 Pakistan Penal Code 1860 This law defines penalties for violations concerning public or private properties or

intentional or accidental misconduct of an individual or a body of people affecting

human lives. In the context of the project, the following clauses of the penal code

hold significance:

• Section 268 deals with penalties for violations concerning pollution of air,

water bodies and land. “A person is guilty of a public nuisance who does

any act or is guilty of an illegal omission which causes any common

injury, danger or annoyance to the public or to the people in general who

dwell or occupy property in the vicinity, or which must necessarily cause

injury, obstruction, danger or annoyance to person who may have

occasion to use public right”.

All government institutions including Communication and works Department (CWD)

and its contractors need to coordinate their activities with the local administration to

eliminate the possibility of any nuisance or public inconvenience during the

construction of the project.

2.2.10 Highway Safety Ordinance, 2000 This law provides legal basis for establishing National Highway & Motorway Police

for regulating and controlling traffic on the national highways and strict enforcement

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of traffic laws. The law also provides for axle load limits for commercial vehicles and

legal framework for its enforcement and includes provisions for licensing and

registration of vehicles and construction equipment, offences and penalties for traffic

violations.

2.2.11 Motor Vehicle Rules, 1969 The law establishes motor vehicle examination and inspection system and provides

legal basis for motor vehicle fitness, examination, fitness certification and the

powers and responsibilities of the Motor Vehicle Examiners. The key responsibilities

of the

Motor Vehicle Examiner include:

• Inspection and certification for granting / renewing fitness of vehicles

• Monitoring traffic for violations of Motor Vehicle Ordinance 1965

• Prosecuting motor vehicles emitting smoke

• Prosecuting motor vehicles being operated in unsafe conditions

2.2.12 Land Acquisition Act, 1894 Shekhupura - Gujranwala road is predominantly passing through the country side

where lush green fields are present on both sides but it will not need too much land

for this project as the right of way of existing road is available. However, some land

will have to be acquired for widening of the existing carriageway. Land Acquisition

Act 1894 allows government to acquire private land for public interest purposes after

paying compensation to cover the losses incurred by landowners from surrendering

their land to the concerned governmental agency. There are 55 sections in this act

mainly dealing with area notifications, surveys, objection and confirmation,

acquisition, compensation, claim and award, apportionment, Reference to Court,

disputes resolution, penalties and exemptions.

2.2.13 Canal and Drainage Act 1873 Canal and Drainage Act, 1873 is the main legislation relating to the management of

irrigation system in Punjab. Under the act almost all the irrigation network has been

entrusted to the provincial government through its officers.

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Under the act fouling of irrigation channels that renders the irrigation water less fit for

irrigation is less is strictly prohibited and is a punishable offence with sentence up to

three months imprisonment.

2.2.14 Guidelines for the Preparation & Review of Environmental Reports, 1997 Pakistan Environmental Protection Agency (Pak - EPA) formulated guidelines for

project proponents and concerned agencies for the preparation and review of

environmental reports in 1997. These guidelines include various sections on

commencing EIA, assessing impacts, mitigation and impact management, Public

consultation, Environmental Management Plan and other main features of

environment reports (IEE and EIA reports) as well as the qualities of the

interdisciplinary assessment EIA team members and role of stakeholders.

2.3 Administrative Framework

2.3.1 Punjab Environmental Protection Department Punjab Environmental Protection Department (EPD) is a regulatory body responsible

for the enforcement of Punjab Environmental Protection Act 1997 (Amended 2012)

and rules and regulations made under the act. Pursuant to Section 3 (1) of the

Environmental Protection Act, government has constituted inter-ministerial, multi -

sectoral and multi stakeholders body under the chairmanship of the Chief Minister.

The council will serve as the apex body at the provincial level for decision making on

environmental issues and promotion of sustainable development in the province.

Punjab EPD is also responsible for the review, scrutiny and approval of IEE / EIA

reports as well as post approval monitoring of the projects activities to ensure

compliance with the conditions of approval. Since December, 1996 EPD functions as

a separate administrative and functional unit of the Government of Punjab.

2.3.2 Punjab Forest Department Punjab Forest Department is an attached department of the Punjab Forest, Wild Life

and Fisheries Department. The department is responsible to develop, maintain

conserve and maximize forestry sector resources in the province of Punjab for

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sustainable development, biodiversity and environmental conservation. Its main

functions include management of existing forests, creation of new forest resources

and educate public and other government departments on the need of tree plantation

in the province. The department provides scientific based guidance to general public

and other governmental departments on the feasibility of plants categories in

different regions of the province.

Forest Act 1927 and amended 2010 empowers the provincial forest departments to

declare any forest area reserved or protected. The act also empowers the provincial

forest departments to prohibit the clearing of forests for cultivation, grazing, hunting,

removing forest produce, quarrying, felling, and looping. Forest Department is

headed by Director General and assisted by District Forest Officers posted in almost

all districts of Punjab.

The project implementation will involve cutting of trees and clearing of vegetation

within the Right of Way (ROW) of the road. On completion of the project, tree avenue

plantation will be carried out by the proponent itself. Shajar Roads Ltd

(Concessionaire) will be responsible for liaising with the Punjab Forest department

on the type of trees to be planted as one of the environmental mitigation measures.

2.3.3 Punjab Wildlife Department Punjab Wildlife and Parks department is responsible for the protection and

conservation of wildlife in Punjab. The department draws authority from the

enforcement of Punjab wildlife Protection, Preservation, Conservation &

Management Act, 1974 (Amended upto 2007 and Rules amended upto 2010). The

department is also responsible for the management of Protected Areas and

regulates sports hunting in the province. The Department is headed by Director

General and assisted by one Director and ten Deputy Directors in the province.

Shajar Roads Ltd (Concessionaire) will need to maintain liaison with the Wildlife

Department to resolve the wildlife related issues that may arise at all stages of the

project in consultation with the respective District Wildlife Officer.

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2.3.4 Punjab Revenue Department Punjab Revenue Department is one of the constituent department / functional unit of

the Board of Revenues. The land acquisition process is initiated by the Board of

Revenue / Revenue Department in coordination with the concerned federal /

provincial department (C&W department for this project) who intends to acquire

some of the private land for undertaking public interest project. Generally, land

acquisition is initiated when the feasibility report of the project has been finalized.

The concerned department (CWD for this project) lodges application with the Board

of Revenue / Revenue Department identifying land for acquisition. Board of Revenue

deputes Land Acquisition Collector (LAC) who could be District Officer (EDO) or any

other officer appointed by the Board of Revenue or Executive District Officer

(Revenue) to perform the functions of a Collector and distribution of compensations.

Apart from Revenue Department, land acquisition process involves many

departments depending on the characteristics and category of land to be acquired.

Category of land is based on the type of land, type of built up structure and includes

classification as; a). Agriculture (Fertile / Infertile) b).Urban or Commercial

c).Residential d). Residential & commercial built up structure e). Trees & Forests

e).Crops f).Livestock.

The above mentioned information is helpful for determining entitlement of

compensation to affected persons and resettlement. CWD will therefore maintain

liaison with the Punjab Forest Department and Horticulture Department to evaluate

affected resources such as trees, crops, shops and orchards etc. for compensation

purpose. In case of public infrastructure, proponent will approach the concerned

department that owns the infrastructure before removing or relocating the facility.

2.3.5 District Officers Offices of District Officers (Environment) were established under the Provincial Local

Government Ordinance 2001 with the aim to perform environmental control,

including control of air, water and soil pollution in accordance with federal and

provincial laws and standards at the district level. District Officers (Environment) are

currently functioning as the arm of the Director General, Punjab Environmental

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Protection Department for the enforcement of the Punjab Environmental Protection

Act 1997 (Amended 2012) in their respective Districts.

District Officer (Environment) provides guidance and assistance to the proponent of

the projects in submission of the Environmental Impact Assessment (EIA) Report to

Director General, Punjab EPD. Subsequently, Environmental Assessment Reports

submitted to the DG for the issuance of No Objection certificates (NOC) are referred

to respective District Officer (Environment) for scrutiny and verification of the project

details mentioned in the report.

The District Officer (Environment) is also responsible for the environmental

monitoring of the projects under execution in the district and regular submission of

progress reports to the Director General, Punjab EPD. In case of the initiation of

construction of the projects in the district without prior issuance of IEE or EIA as the

case may be, District Officer (Environment) issues notices to the violators for

complying with the provisions of the Punjab Environmental Protection Act 1997

(amended 2012). In this case Deputy Directors Sheikhupura and Gujranwala will be

concerned field officers.

2.3.6 Non - Government Organizations Several Non-Government Organizations (NGOs) are working with the Punjab

Environmental Protection Department (EPD) for the protection of environment in the

districts of Sheikhupura and Gujranwala. It is the policy of the EPD to encourage the

formation of NGOs at the community levels for environmental protection. These

organizations can be instrumental in advocating the proposed project, organizing

the community, negotiating the compensation packages, imparting skills, and

training etc. at different stages of the project. The NGOs play important role in

opinion making for public projects.  

 

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Section3 Description of the Project

3.1 General The proposed project is dualization of existing Sheikhupura to Gujranwala roadthat

aims to connect the two major cities to serve as fast, efficient and modern means of

land transport of goods, passengers for enhancing trade within the cities as well with

neighboring cities like Lahore, Faisalabad, Gujrat, Hafizabad, Sialkot and till

Islamabad and beyond leading to economic prosperity of the people of Pakistan and

the adjoining regions. Although road from Sheikhupura to Gujranwala do already

exist and functional, but in a dilapidated condition causing the locals to suffer during

travelling. It has emerged as long awaited demand of the population along this road,

transporters and general public who travel from here to Sadiqabad, Rawalpindi and

even beyond through this road.

Fig: 3.1 Pictures of existing Shiekhupura- Gujranwala Road

 

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3.2 Type and Category of the Project This project is dualizing of the existing highway connecting Sheikhupura and

Gujranwala cities with an estimated cost of PKR 5741.0 Million. Hence, it lies in

Schedule II at classification D (2) of IEE/EIA Regulations that requires an

Environmental Impact Assessment (EIA) to be submitted to EPA and get it approval

under section 12 of Pakistan Environmental Protection Act 1997 (amended 2012).

3.3 Objectives of the proposed project Under this project Punjab Communication & Works Department has planned

dualizationof 43 km long Sheikhupura - Gujranwala road a 43km long stretch.

The project is expected to benefit more than 3 million populations. Implementation of

the project is envisaged to have the following objectives:

a) To provide a safe, efficient, unobstructed, controlled, congestion free and high

speed transport route to road users across the districts and country with

improved environment and services;

b) To open up this land of producing high quality of rice and expose it to new

vistas of development, providing villages and towns along the roads

smoother, easier and unobstructed access to larger cities and larger markets.

c) To provide a safe and more efficient passage across the settled areas where

people are suffering serious and acute accidents on existing narrow and

broken road.

d) Promotion of agro based industry and other infrastructure on either side of the

road for efficient transport of agriculture produce from farm to markets and to

industries in Gujranwala, Sheikhupuraand Faisalabad requiring agriculture

based inputs;

e) Creation of job opportunities for the locals in the project area during the

construction and operational phase of the project;

 

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i) To boost harmony in the country by providing efficient means of transport

for the people of this area to different parts of the country to meet one

another

ii) Integrate cities of Punjab such as Faisalabad, Rawalpindi, Layyah, DG

Khan and Rahimyar khan etcbringing more population in the stream of

benefits.

iii) To reduce the rate of crime on this road. In addition the road project will serve the following objectives:

• Improve the horizontal curves, stopping and passing sight distances, steep

grades and sharp curves.

• Strengthen the road pavement structure to sustain heavy loads.

• Dualize and improve the existing road as divided 2-lane road with median and

shoulders.

• Assure design speed of 70 km/hour for urban areas & 100 km/hour for rural

areas to improve travelling conditions.

3.4 Location of the Project Area Sheikhupura to Gujranwala road traverses from interchange on Lahore - Islamabad

Motorway M-2 (located on the existing Sheikhupura- Gujranwala Road) and ends on

the Gujranwala Western Bypass short of KhialiChowk. Alignment of this section

passes entirely through the lush green agriculture fields and flood plains of Punjab

crossing irrigation channels, seepage drains and connecting roads to villages. The

entire stretch does not cross any major natural water body of the province except

irrigation channels. The alignment passes through small towns like TibbewalaKhu,

Khanqah, Begpur, Virkan Kalan, MajhooChak, KotNasar Shah, Tatlay Ali,

Ghummanwala and MuraliWala.

Major road crossings on the alignment are Kamoke- QilaDidar Singh and Kamoke–

NowsheraVirkan.

 

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Fig. 3.2 Location of the Project area

3.5 Project Administrative Jurisdiction Starting from a point near interchange on Lahore - Islamabad Motorway M-2 (located

on the existing Sheikhupura- Gujranwala Road) and ends on the Gujranwala

Western Bypass short of KhialiChowk. First 10 Km from M2 lies in the Tehsil and

district Sheikhupura whereas rest of the stretch falls in the administrative jurisdiction

of Tehsil NosheraVirkanDistrict Gujranwala.

3.6 Major Towns adjacent to Sheikhupura- Gujranwala Road Alignment The project road joins two major cities of Punjab namely Sheikhupura and

Gujranwala. Other major towns located on the way of this road are:

• Begpur

• MajooChak

• KotNasar Shah

• Tatlataali

• Ghumanwala

• Marali

 

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3.7 PROJECT LAYOUT Route alignment of the road project is shown in Fig 3.2. with G.T. Road (Gujranwala

Bypass) on the eastern end and Motorway M-2 on the western end.

The alignment passes through small towns like TibbewalaKhu, Khanqah, Begpur,

Virkan, MajhooChak, KotNasar Shah, Tatlay Ali, Ghummanwala and MuraliWala.

Major road crossings on the alignment are Kamoke-QilaDidar Singh and Kamoke-

NowsheraVirkan.

No major river, nullah or canal crosses the alignment although minor nullahs / canals

are encountered at 8 locations where bridges have been provided. In addition, small

agricultural drains cross the road on which culverts have been provided.

Fig. 3.3 Route alignment of the road of project

3.8 Land Use

Sheikhupura - Gujranwala Road already exists. The project involves dualization and

widening of the existing road. The widening of the road will require acquisition of the

additional land adjacent to the existing pathway of the road. A total of 112 Acres of

additional land is estimated to be acquired for this project. The total land on which

 

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the road will be built is 357 acres including ROW of the existing road. The details of

land are given below:

Graveyards 0.36 Acre

Religious Buildings 0.27 Acre

Government Buildings 0.128 Acre

Private Property 11.13 Acre

Land for Toll Plaza 22.46 Acre

Open Un-constructed Land. 322.79 Acre

Total 357 Acre

Land will be acquired by the proponent under the Land Acquisition Act 1894 through

the two District Administrations by paying cost of the plus compensation of assets as

admissible under the law.

Fig. 3.4: View of Land to be acquired for Project

The land use along the road is lush green agriculture farms where rice, wheat,

fodder and fruits are grown. Both sides of the existing road are also used for

commercial activities various points. MajjoChak, KotNasar, Talayaali, Ghumanwala

 

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and Marali are established commercial centers for the people of the area. Khiali by

pass chowk has also been developed into commercial center where people do

shopping for daily life necessities. Fertilizers, manures, feed, fodder, general stores,

electric shops, mobile shops, bakeries wood works and iron shops can be seen

along the road sides at these commercial areas.

Schools and Basic health centers also come on the sides of the project site. Some of

the points which are expected to be acquired for this dualization project are show in

the pictures below:

Fig:3.5 View of points expected to be acquired The right of way of the existing road has greenery in the form of wild herbs, shrubs

and trees which are established here as indigenous flora since a long time non

disturbance of any kind. An estimated 953 trees of different species, age and size

are falling within the right of way.

3.9 Road access The road access is from Gujranwala city atKhiali bypass and from N5 through from

Muredke - Shikhupura, Sadhuka and Kamoke roads. It can also be accessed from

Sheikhupura city and M2 Sheikhupura interchange.

Its other access road is from Hafizabad and NoshehraVirkan which intercepts at

ChowkTatlaaali.

 

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3.10 Govt. Approvals It is 43 long road project which involves the interaction of other government

departments at planning as well as construction stage. The approval from following

department is needed for the following:

A. Deputy Commissioners of Sheikhupura and Gujranwala districts The acquisition of the land for this project is to be done through Deputy

Commissioners of the respective districts under Land Acquisition Act 1894,

and Land Acquisition Rules 1983 and other prevalent rules and regulations.

B. Environmental Protection Department Environmental approval under section 12 of Pakistan Environmental

Protection Act 1997 (amended in 2012) and IEE/EIA Regulations 2000

C. Irrigation and power Department The bridges on irrigation channels passing through the project area are

controlled by irrigation and Power department. The extension and widening of

the existing bridges on the canals including reconstruction, rehabilitation and

construction of new bridges on canals would involve coordination with

Irrigation & Power Department.

D. WAPDA This project will relocate the electricity transmission lines for which

Gujranwala Electric Supply Company (GEPCO) and Lahore Electric Supply

Company (LESCO) are required to issue the necessary approvals.

3.11 Project Implementation Schedule Implementation of the project is expected to start in the 1st quarter of the year 2018.

Gestation period of the project is 12 months and likely to be completed in December,

2018. The project is currently at the detailed engineering design and preparation of

cost estimates and tender documents stage.

SR.

NO.

MILESTONE DATE

1 Signing of Concession Agreement 02-07-2017

2 Submission of detailed Engineering Design 05-07-17 to 31-08-2017

 

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3 Financial Close Deadline 31-12-2017

4 Commencement Date 01-01-2018

5 Completion of Project 31-12-2018

Table 3.1 Project Implementation Schedule 3.12 Cost of the Project The cost of the project is 5472.00 million rupees at Concessionaire debt: Equity ratio

of 65: 35 and includes the following:

• Designing

• Construction

• Operation&Maintenance

• Environmental cost

Govt. of Punjab will provide free of cost land for the project.The Concessionaire shall

be responsible for constructing of 43 km (approx.) of road along with ancillary

structures including bridges, culverts, walls, drains, intersections, toll plazas etc. with

ETTMS (electronic toll and ticketing management system).

3.13 Key features of the Project The salient features of the project are described as follows:

Length = 43 Km

No. of Lanes = 2x2

Lane Width = 3.65 m

Inside Shoulder = 1.0 m

Outside Shoulder = 2.5 m

Side Slope = 2%

Median = 4.0 m

No of New Bridges = 8

No of New Culverts = 73

No of New Toll Plazas = 2

 

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3.14 Geometric Design of the Sheikhupura- Gujranwala road The Geometric Design will be based on the Geometric Design of Highways &

Streets 2004 which will be used to derive the design standards for the geometric

design. The Design vehicle will be kept as Truck Trailer 6-Axle.

Roadside Design Manual (AASHTO Standard) has been used for safety treatments

within ROW that can minimize the likelihood of serious injuries when a motorist goes

astray.

Geometric Design describes the horizontal and vertical shape of the highway and

plays the most important part in the design.

In Pakistan, AASHTO standards are followed for the geometric design of highways

especially for the following parameters:

� Horizontal curve radii

� Vertical curve lengths

� K-values

� Longitudinal gradients

� Super-elevation.

It is very important for the design to conform to the standards as a little mistake in

the design can lead to the serious accidents and loss of precious lives. On the other

hand, sometimes it becomes very difficult to follow the standards exactly (e.g. in hilly

areas) where certain unavoidable constraints exist and one has to compromise on

some deviations. But serious effort should be made to follow the criteria as much as

one can.

3.15 Geometric Design Criteria The geometric design criteria adopted is reproduced in the Table given below:

 

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Sr. No Design Element Unit

Design Parameters

Terrain: Plain

Rural Urban

1 Design speed kph 100 70

2 International Road Roughness(new construction) m/km < 1.5 < 1.5

3 Minimum Radius m 437 184 4 Maximum Radius

With no super-elevation m 3510 1910

5 Maximum super-elevation % 6 6 6 Min. stopping sight distance m 185 105

7 ‘K’ values of crest vertical curve k/%A 52 17

8 ‘K’ value of sag vertical curve k/%A 45 23

9 Maximum vertical grade m 3 3

10 Minimum vertical gradient m 0.3 0.3

11 Minimum turning radii m 25 15

12 Roadway vertical clearance m 5.5 5.5

13 Design Vehicle Truck Trailer 6- Axle

Truck Trailer 6- Axle

Reference: A policy on Geometric Design of Highways & Streets 2004

Table 3.2 The geometric design criteria adopted is reproduced

The design of the pavement thicknesses is as per Preliminary Design is as follows:

Asphalt Wearing Course = 5 cm

Asphalt Base Course = 8 cm

Water Bound Macadam = 30 cm

Granular Sub Base = 20 cm

 

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3.16 Typical Crossections of the Road at Different Reaches

Proposed Typical cross sections for different reached of the Project Road are shown

as follows:

Fig. 3.6: Proposed Typical cross sections for different reached of the Project Road

 

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3.17 Project Components Project components include detailed design, construction, operation and

maintenance of following listed items.

1. Dualization of existing road by constructing additional 2-lanes and

rehabilitation of existing carriageway, with a central divider as shown in the

typical cross-sections for the length between start and end points.

2. Improvement/ upgrading/ rehabilitation of existing two lane road between

start and end points, to meet the applicable standards set forth in relevant

schedules of this Concession Agreement.

3. Improvement/ upgrading/ strengthening of existing bridges at 8 locations

(as identified during preliminary survey, which may change at detailed

design survey/ design stage).

4. Construction of 8 new bridges on additional carriageway.

5. Improvement/ upgrading/ strengthening of existing culverts at 73 locations

(as identified during preliminary survey, which may change at detailed

design survey/ design stage).

6. Concessionaire shall carryout a detailed condition evaluation of existing

culverts, and shall decide, the number of culverts needing re-construction

or rehabilitation.

7. Construction of toll plaza two (2) Nos. duly equipped with electronic toll and

Ticketing Management system.

8. Construction of toll control buildings two (2) Nos. with each toll plaza of 50

sq. m plinth area.

9. Construction of 2 No. Residences for Tolling staff (200 sq. m area each)

one on Sheikhupura side and other on Gujranwala side.

10. Construction of office and residence 2 Nos. (500 sq. m area each) for

operation staff (Exact location to be decided by Concessionaire)

11. Procure, operate and maintain two (2) Nos. of ambulance.

12. Procure, operate and maintain two (2) Nos. cranes for standard vehicles.

13. Procure, operate and maintain four (4) Nos. Police Patrolling vehicles.

14. Refurbishment/ construction of existing fuel station as rest area, 2 no.

(Exact location to be decided by Concessionaire in coordination and

approval of C&W).

 

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15. Weigh bridges two (2) Nos. (Exact location to be decided by

Concessionaire)

3.18 Construction Material The construction of Sheikhupura - Gujranwala will require large quantities of coarse

aggregate (crush), fine aggregate (sand), soil, asphalt, reinforcement, cement etc.

Almost all the material is locally available. The construction material will be procured

from the existing queries. The details of the construction material to be used in the

Sheikhupura – Gujranwala is given below;

a. Borrow Soil for Embankment

Sheikhupura- Gujranwala is the 43 Km SGRP terminating near Gujranwala

western bypass short of KhialiChowk. The entire alignment of this section is

passing through the flat plains of Punjab. The soil is alluvial and soft and

locally available along the entire alignment which will be used as borrow soil

for filling road embankment after assessing the quality of the soil to meet the

standard specifications.

b. Borrow Material for Sub Base

The alignment of Sheikhupura- Gujranwala road is passing through the

alluvial plains of Punjab deficient in the material suitable for sub base. The

potential source of sub base for Sheikhupura- Gujranwala road are located in

Sargodha, Tarki and Dina Querriesetc. Since the construction of

Sheikhupura - Gujranwala road will be undertaken on the basis of BOT/EPC

contract, the contractor will suggest the feasible sources of sub base which

will be approved by the supervision consultants after conducting standard

tests for the fulfillment of standard specifications on the suggested material.

c. Crush Aggregate The potential sources of crush stone for the Sheikhupura- Gujranwala road

are located in Sargodha, Tarki and Dina Querriesetc. based on the proximity

to project site. Since the construction of Sheikhupura - Gujranwala road will

be undertaken on the basis of BOTcontract, the Concessionaire will suggest

the feasible sources of crush aggregate, which will be approved by the

 

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project consultants after conducting standard tests for the fulfillment of

standard specifications on the suggested material.

d. Fine Aggregate (Sand)

Samples of sand from different sources will be tested by the project

consultants to meet the grading requirement of ASTM for concrete. Approval

will depend on the conformance to standard specifications and resulting

concrete of required strength. In general, sand graded equivalent

toLawrencepur is used in the construction of roads.

e. Sub - Grade Material Sub - grade (soil) is abundantly available in large quantities at different

locations along the alignment of Sheikhupura- Gujranwala road. Borrow pits

of suitable material at different locations will be selected.

f. Water Groundwater is available along the alignment of Sheikhupura- Gujranwala

road. Surface water is generally of good quality for use in construction. Prior

to use in construction, the quality of water will be laboratory tested to assess

its suitability for construction. An estimated 10,000 cubic meter of the water is

estimated to be used for this project which will be drawn from ground through

installation of tubewells.

3.19 Traffic Forecast Traffic forecast was carried out by CSCEC for the Sheikhupura - Gujranwala Road

Project.

Average Annual Daily Traffic of all roads clearly indicate that number of vehicles will

increase every year and will result in more vehicle density, more fuel consumption

due to reduced traffic speed, traffic jams and accidents will result if the project is not

built. The design of proposed road has been carried out on the basis of least traffic

count. Therefore, it is imperative to construct the proposed road project so that the

future traffic and road safety problems could be resolved.

 

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3.20 Structural Design This shall comprise structural design for bridges, culverts etc falling along the

alignment. Following are the estimated number of major structures on this road:

Elements Total

a) Bridges on Canals/Minors 8

b) Culverts 73

Table: 3.3: Structural design for bridges, culverts

Detailed Design of the above listed structures will be done based on the following

criteria / standards:

Bridges shall be designed for 2x2 lanes and each lane shall not be less than 3.65

meters wide. 1.2 meter walk-way along each carriage way shall be provided.

Culverts shall be designed for full formation width. All culverts shall be preferably

box culverts. Slab culverts shall be avoided wherever possible. Pipe culverts may be

adopted where deemed appropriate.

The following structural standards have been adopted:

a) For Structural Loads:

Class AA Loading according to West Pakistan Code of Practice for

Highway Bridges 1967

b) For Seismic Design:

AASHTO LRFD Bridge Design Specifications (latest / current Edition) but

for selecting GPA latest seismic zoning map for Pakistan shall be

followed.

 

3‐17 

c) Vehicles Live Load: West Pakistan Code of Practice for Highways and Bridges 1967 (WPCHB)

specifies more severe loads to be considered in combination with other

loads such as dead load etc as follows

1) Tank Loading: The 70-Ton tracked military vehicle to be placed in accordance with

WPCHB to give maximum stresses

2) Class A Loading: The 54.5 Ton train of trailers (with different axle loads) to be placed in

accordance with WPCHB to give maximum stresses

3) Check Deck Slab for Punching Shear: Additionally the bridge deck slab shall be checked in punching shear for a

wheel load of 21,000 pounds [105 KN] on 0.3 x 0.6 m2 tire contract area

3.21 Construction Camps Construction camps will be set up by the contractor at appropriate locations along

the road alignment but outside the ROW for residing labor and staff, parking road

equipment and machinery and establishing workshops and stores. The selection of

camp site depends on the availability of adequate space for the deployment of labor

and machinery and distance between the construction site and the camp to

command and control the project construction activities. Construction camps are

most likely to be set up in a private land and contractor will acquire land on lease

from the private land owner.One or more construction camps can be established

depending upon ease of contractor to control site.

Apart from the ease of controlling construction activities from the camp site, all

necessary environmental, social and health and safety considerations will be taken

in to account along with compliance of the local regulations while selecting

construction camp site.

 

3‐18 

3.22 Site Organization

The project is a Built - Operate - Transfer (BOT) project. The Concessionary will

maintain the project for a period of 20 years after construction. Site Organizational

Chart deputed for the construction of the project is as follows:

 

3‐19 

Fig: 3.7 Site Organizational Chart

4‐1 

Section - 4 Baseline of the Project

4.1 General An environmental baseline study is intended to establish a database against

which potential project impacts can be predicted and managed later. The EIA of

the proposed Project covers a comprehensive description of the project area,

including environmental attributes which are expected to be affected by the

project, as well as, those which are not expected to be directly affected by the

construction and operation of the project. The existing environmental conditions

around the proposed project have been considered with respect to physical,

biological and socio-economic aspects. Site visits were conducted to survey the

field area and to collect environmental data on physical, biological and socio-

economic parameters. Further, consultations were held with the general public

and stakeholders of the project area in order to seek the public opinion on the

implementation of the proposed project.

4.2 Physical Resources 4.2.1 Topography Topography of the project area is flat. The general height of the area is

approximately 226 meters above the Mean Sea Level (MSL).It runs parallel to the

River Ravi on its right bank in Rachna Doab (flood plains between Ravi and Chenab)

through fertile plains with lush green agriculture fields crossing several irrigation

channels and water courses, drains and existing road links. On its way, road passes

through several population centers and villagesnamely KotRanjeet Singh,

MajooChak, Qila Mustafa abad, TatlyAali, Kot Bilal, Ghumanwala, MaraliWala etc.

The project starts from near Lahore- Islamabad motorway interchange M-2 (located

on the existing Sheikhupura-Gujranwala Road) and ends on the Gujranwala Western

Bypass short of KhialiChowk. Sheikhupura and Gujranwala cities have a hot semi-

arid climate. During summer (June to September), the temperature reaches 36 - 42

°C (97–108 °F). The coldest months are November to February, when the

temperature drops to an average of 7 °C (45 °F). The highest-precipitation months

are July and August, when the monsoon reaches Punjab. During other months, the

4‐2 

average rainfall is about 25 millimeters (0.98 in). The driest months are usually

November to May, with little rainfall.

4.2.2 Regional Geology The soil deposits at the project site belong to Chung Fun formation indicating the last

glacialcycle. It was followed by the period of melting of glaciers, resulting in

deposition of clay, silt and sand deposits in latePleistocene to recent. With gradual

drawl of the sea during the late territory time, shallow water and possibly deltaic

deposits were laid down. It became a vast flood plain on which debris of numerous

streams have mingled to load it with huge thickness of alluvial material derived from

the Himalaya. Though, there is no evidence of any glaciations in the area, the series

of great climatic changes during the Pleistocene period had impact on the

sedimentation in physiography of this region.

The project area is located in Rachna Doab and trends south-western to a

topographic relief difference of 69.2 m. The average slope is 0.3 m/Km. Due to

relatively flat topography surface and sub-surface drainage conditions in the project

area are poor which in the past gave rise to water table due to increased recharge

from the unlined irrigation channels and deep percolation from agriculture fields. In

order to control the rise in water table, a network of drainage channels have been

constructed to drain the area during monsoon.

These alluvial deposits comprise earthy brown to brown silt, clay and sand. The beds

are largely hard, laminated and sandy with interbeds of clay and layers or lenses of

sand.

The Project Area does not have any valuable minerals. Scientific in depth,

investigations havefailed to discover any minerals till to- date.

4.2.3 Active Flood Plains / Belts Active flood plains also called Belt lie in the vicinity of the Ravi and Chenab rivers.

The young and active flood plains stretch in a narrow belt along the rivers and

comprise stratified silt loams to the very fine sandy loams to a depth of one meter

4‐3 

that is underlain by sand. The active flood plains are inundated almost every year.

They are covered with rich alluvium and are important farming areas.

4.2.4 Soil The soil in the Project Area is of alluvial type deposited by Chenab and Ravi River.

Various soil layers below the ground level includes: silt, silty clay, silty sand, poorly

graded sand with silt, lean clay etc.

The soil is different in character and generally inclined to be dry. However, it is rich in

potential plant nutrients. Rainfall is low and groundwater is saline and brackish at the

shallow depth and irrigation is largely dependent on the canals. Tube wells have also

been sunk at the greater depths in the Project Area where fresh water is available.

The chemical quality of groundwater in the district varies with depth. However, the

sweet potable water is available in a belt. Alluvium soil or sediments deposited by a

river or other running water. Alluvium is typically made up of a variety of materials,

including fine particles of silt and clay and larger particles of sand and gravel. A river

is continually picking up and dropping solid particles of rock and soil from its bed

throughout its length. Where the river flow is fast, more particles are picked up than

dropped. Where the river flow is slow, more particles are dropped than picked up.

Areas where more particles are dropped are called alluvial or flood plains and the

dropped particles are called alluvium.

4.2.5 Climate and Meteorology The project area falls in two districts namely Gujranwala and Sheikhupura. Both of

the districts fall in the semi-arid region with almost similar climatic conditions

experiencing extremely high temperatures in summer and low in winters. The

meteorological data is given below;

4‐4 

Table 4.1: Meteorological data of the project area

Month Temperature (0C)

Precipitation (mm)

Wind Speed(Knots) Avg. High Avg. Low Daily

Mean

January 19.4 4.4 11.9 14 5

February 22.4 7.4 14.9 15 6

March 27.3 12.6 19.9 21 6

April 33.8 18.1 25.9 14 7

May 38.9 23.3 31.1 13 7

June 40.7 27.4 34.0 26 7

July 37.3 27.4 32.3 102 8

August 36.3 26.9 31.6 91 7

September 36.0 24.2 30.1 33 7

October 33.6 17.6 25.6 6 6

November 27.5 10.4 18.9 3 4

December 21.8 5.7 13.3 8 4

Yearly

31.25

(Avg)

17.12

(Avg)

24.16

(Avg) 346

6

(Avg)

4‐5 

4.3 Air Quality The ambient air quality monitoring of Carbon Monoxide (CO), Sulphur dioxide, (SO2),

Nitrogen dioxide (NO2), Ozone (O3) and particulate matter (PM10) was carried out in

August 2017. The location of sampling points is given in Fig 4.1. The air quality

results show that SPM of PM10 size was high due to dust flying on the poor

condition of the road. NO2 was also found Whereas NO2 was found higher than the

PEQS limits due to movement of trucks, tractors and buses. Rest of the parameters

werewithin permissible limits of PEQS.Ambient air quality monitoring results are

given in table 4.2. Fig 4.1shows the location of ambient air quality monitoring points.

Fig 4.1: Air quality monitoring sampling points along the proposed Sheikhupura- Gujranwala Road

4‐6 

Table 4.2: Air Quality Monitoring Locations

Serial No.

Name Location RD Coordinates

1 M-2, KotRanjeet Singh,

Sheikhupura

0+000 31°45'2.07"N

2 Majoochak, Tehsil

NoshehraVirkaan, Distt.

Gujranwala

20+205 31°55'4.84"N

3 TatlyAali, Tehsil NoshehraVirkaan,

Distt. Gujranwala

29+300 31°59'27.87"N

4 Khiali bypass, Gujranwala 43+384 32° 6'48.28"N

Table 4.3: Air Quality Monitoring Results at Kot-Ranjeet Singh NearM-2 Motorway, Sheikhupura

S. No. Time CO SO2 NO2 O3 PM10

Hour mg/m3 µg/m3 µg/m3 µg/m3 µg/m3

1 06:00 1.14 7.92 16.90 3.79 91

2 11:00 3.42 15.84 28.16 43.10 103

3 16:00 4.56 21.12 52.57 76.41 214

4 22:00 3.42 36.96 73.22 7.84 170

Average 3.14 20.46 42.71 34.28 144.50

PEQS 5 120 80 130 150

4‐7 

Fig 4.2: Air Quality Monitoring Results at Kot-Ranjeet Singh M-2 Motorway,

Sheikhupura

M-2, KotRanjeet Singh, Sheikhupura

TatlyAaliChowk

MajooChak

Khiali Bypass

Fig 4.3 Air Quality Monitoring Locations

0

20

40

60

80

100

120

140

160

CO SO2 NO2 O3 PM10

Kot Ranjeet Singh, M‐2 Motorway 

µg/m

3

4‐8 

Table 4.4: Air Quality Monitoring Results at Tatly Aali

S. No. Time CO SO2 NO2 O3 PM10

Hour mg/m3 µg/m3 µg/m3 µg/m3 µg/m3

1 19:00 11.40 42.24 140.82 39.18 448

2 22:00 7.98 31.68 90.12 11.76 405

3 3:00 2.28 7.92 28.16 3.92 193

4 14:00 15.96 60.72 133.31 96.00 494

Average 9.41 35.64 98.10 37.71 385.00

PEQS 5 120 80 130 150

Fig 4.4: Air Quality Monitoring at TatlyAali

Table 4.5: Air Quality Monitoring Results at MajooChak

S. No. Time CO SO2 NO2 O3 PM10

Hour mg/m3 µg/m3 µg/m3 µg/m3 µg/m3

1 00:00 5.28 5.28 15.02 3.91 116

2 5:00 2.28 10.56 31.92 9.80 206

3 12:00 9.12 31.68 65.71 68.57 249

4 17:00 7.98 34.32 86.36 101.88 416

Average 5.70 20.46 49.75 46.04 246.75

PEQS 5 120 80 130 150

0

50

100

150

200

250

300

350

400

450

Co SO2 NO2 O3 PM10

Tatly Aali

µg/m

3

4‐9 

Fig 4.5: Air Quality Monitoring at MajooChak

Table 4.6: Air Quality Monitoring Results at Khiali Bypass

S. No. Time CO SO2 NO2 O3 PM10

Hour mg/m3 µg/m3 µg/m3 µg/m3 µg/m3

1 16:00 17.10 71.28 148.33 111.67 516

2 20:00 12.54 66.00 138.94 23.51 497

3 1:00 2.28 10.56 35.67 3.92 155

4 11:00 5.70 52.80 62.61 80.33 537

Average 9.41 50.16 101.39 54.86 426.25

PEQS 5 120 80 130 150

Fig 4.6:Air Quality Monitoring at Khiali Bypass

0

50

100

150

200

250

300

Co SO2 NO2 O3 PM10

Majoo Chak

µg/m

3

0

50

100

150

200

250

300

350

400

450

CO SO2 NO2 O3 PM10

Air Quality Monitoring at Khiali Bypass

µg/m

3

4‐10 

4.4 Noise Noise level monitoring was carried out at the same locations where air quality

sampling was conducted, but there are two additional locations for Noise level

monitoring along the proposed project area. The locations have already been

shown in Fig 4.1. The noise was found within limits except horns of heavy vehicles

which raised the noise level above 80 dB(A) for short time. The noise levels

monitoring locations are given in Table 4.7.

Table 4.7: Noise levels monitoring Locations

S.

No. Name Location RD Coordinates

1 M-2, Kot Ranjeet Singh, Sheikhupura 0+000 31°45'2.07"N

2 Majoochak, Tehsil Noshehra Virkaan, Distt. Gujranwala

20+205 31°55'4.84"N

3 TatlyAali, Tehsil NoshehraVirkaan, Distt. Gujranwala

29+300 31°59'27.87"N

4 BHU, and Higher Secondary School, TatlyAali, Tehsil Noshehra Virkaan, Distt. Gujranwala

29+400 31°59'31.91"N

5 Community Model Girls high school Ghuman Wala, Tehsil Noshehra Virkaan, Distt. Gujranwala

35+171 32° 2'36.07"N

6 Khiali bypass, Gujranwala 43+384 32° 6'48.28"N

Table 4.8: Noise Level MonitoringM-2, Kot Ranjeet Singh

Sr. No Time dB A (Leq) Minimum Maximum

1 06:00 52.2 48.4 72.6

2 10:00 67.1 61.3 82.3

3 15:00 66.6 58.2 80.4

4 21:00 60.4 59.8 82.2

PEQS Day time Hours 6:00 am to 10:00 pm

75 dB A (Leq)

PEQS

Night time Hours 10:00 pm to 6:00 am

65 dB A (Leq)

4‐11 

Table 4.9: Noise Level Monitoring at Khiali Bypass

Sr. No Time dB A (Leq) Minimum Maximum

1 15:00 76.7 73.2 86.1

2 19:00 77.1 75.4 88.2

3 23:00 72.3 61.3 85.3

4 6:00 45.6 42.2 79.4

5 12:00 76.2 73.2 85.5

PEQS Day time Hours 6:00 am to 10:00 pm

75 dB A (Leq)

PEQS

Night time Hours 10:00 pm to 6:00 am

65 dB A (Leq)

Table 4.10: Noise Level Monitoring at GhumanWala (Girls High School)

Sr. No Time dB A (Leq) Minimum Maximum

1 20:00 60.3 57.2 76.2

2 00:00 44.2 40.6 52.5

3 8:00 62.2 58.5 81.4

4 14:00 63.5 60.1 80.2

PEQS Day time Hours 6:00 am to 10:00 pm

75 dB A (Leq)

PEQS

Night time Hours 10:00 pm to 6:00 am

65 dB A (Leq)

4‐12 

Table 4.11: Noise Level Monitoring at TatlyAali (Basic Health Unit)

Sr. No Time dB A (Leq) Minimum Maximum

1 19:00 64.3 63.4 84.1

2 22:00 60.1 58.6 75.5

3 1:00 45.1 41.5 53.3

4 12:00 64.6 61.3 81.4

PEQS Day time Hours 6:00 am to 10:00 pm

75 dB A (Leq)

PEQS

Night time Hours 10:00 pm to 6:00 am

65 dB A (Leq)

Table 4.12: Noise Level Monitoring at TatlyAaliChowk

Sr. No Time dB A (Leq) Minimum Maximum

1 18:00 69.7 68.3 86.1

2 21:00 62.2 63.3 79,2

3 2:00 47.3 43.3 54.5

4 13:00 64.7 66.8 85.5

PEQS Day time Hours 6:00 am to 10:00 pm

75 dB A (Leq)

PEQS

Night time Hours 10:00 pm to 6:00 am

65 dB A (Leq)

4‐13 

Table 4.13: Noise Level Monitoring at MajooChak

Sr. No Time dB A (Leq) Minimum Maximum

1 23:00 55.5 52.2 70.7

2 4:00 48.6 44.4 55.5

3 11:00 65.2 56.6 80.8

4 16:00 66.7 61.1 83.23

PEQS Day time Hours 6:00 am to 10:00 pm

75 dB A (Leq)

PEQS

Night time Hours 10:00 pm to 6:00 am

65 dB A (Leq)

Fig 4.7: Locations of Air and quality and monitoring

4‐14 

4.5 Surface and Groundwater There is no major natural water body crossing Sheikhupura- Gujranwala road.

However, there are someminor irrigation canals and water courses that cross the

proposed alignment of the Sheikhupura- Gujranwala road.

The groundwater is used for drinking purposes and surface water is used in

agriculture fields. The main source of drinking water in the project area is hand

pumps and tube wells. The groundwater water is sweet. The depth of water table

varies between the range of 50 Ft to 100 Ft in the project area. In order to evaluate

water quality, the groundwater and surface water sampling was conducted at

strategic locations and analyzed in the laboratory. Water samples were analyzed for

chemical parameters. The results of the groundwater analysis have been compared

with WHO standards and surface water with PEQS. The water is fit for drinking

purpose as specified criteria in PEQS for drinking water. The surface water was

also found within the limits of PEQS except suspended solids which were due to

suspended clay/ silt particles in the water.

The sampling locations and results of analysis are shown in tables below:

Table 4.14: Location of ground and surface water sampling in the project area

Sr No Location Source

Groundwater

1 Dheer da Dogran Tube-well

2 TatlyWaliChowk Hand Pump

Surface Water

1 GhumanWala Canal

2 Kulywali Minor Canal

4‐15 

Dheer Da Dograan TatlyAali

GumanWala KulyWali Minor Fig 4.8: Water Sample Collection in Progress

Fig 4.9: Locations of water sampling along the project site.

4‐16 

Table 4.15: Groundwater Analysis of the Project Area

Sr. # Parameter Unit

Ground Water Analysis

Dheer Da Dograan TatlyAali PEQS

1 pH value --- 7.57 7.25 6.5 – 8.5

2 TDS mg/l 490.0 732.0 <1000

3 Chloride mg/l 26.0 102.0 <250

4 Floride mg/l 0.65 0.73 <1.5

5 Sulphate mg/l 66.0 100 …..

6 Silver mg/l BDL BDL …..

7 Selenium Cu BDL BDL 0.01

8 Chromium mg/l BDL 0.03 <0.05

9 Mercury mg/l BDL BDL <0.001

10 Cadmium mg/l BDL BDL 0.01

11 Alkalinity total mg/l 369.0 378.0 ….

12 Lead mg/l BDL BDL <0.05

13 Nickel mg/l BDL BDL <0.02

14 Copper mg/l 0.02 0.03 2

15 Total Coli forms Cfu/100ml Nill Nill 0

16 E-Coli Cfu/100ml Nill Nill 0

4‐17 

Table 4.16: Surface Water Analysis of the project area

Sr. No.

KulyWali Minor

GhumanWali Canal

Parameters Units PEQS Concentration Concentration

1 pH Value ….. 6 – 9 7.78 31.4

2 BOD mg/l 80.0 BDL 6.0

3 COD mg/l 150.0 4.0 16.0

4 TSS mg/l 200.0 480.0 1830.0

5 TDS mg/l 3500.0 606.0 558.0

6 Chloride mg/l 1000.0 15.0 12.0

Fig 4.10: Locations of Water samples

4‐18 

4.6 Seismicity According to the Seismic zone map of Pakistan, the proposed road lies in Zone 2 A,

Low Moderate Risk Area corresponding to intensity V and VI of the Modified

Mercalli Intensity (MMI) Scale. In this zone distant earthquakes with fundamental

period greater than 1.0 seconds may cause damage to structures. Historically,

major earthquakes occurred in Pakistan were in 1935, 1945, 1974 and 2005. The

latter two were in far north of the country, and the 2005 quake centered in

mountainous border region of KPK and Azad Kashmir but also felt in the project

area Sheikhupura to Gujranwala road.

Fig 4.11 below shows the Seismic Zoning Map of Pakistan along with the

approximate alignment of Sheikhupura to Gujranwala road.

Fig 4.11: Seismic Zone of Proposed project area

4‐19 

4.7 Agriculture and Crop Pattern Land in the project area is fertile which makes agriculture the main economic activity

in the project area. Agriculture production depends on the use of inorganic fertilizer

and lining of canals and water courses to relieve area of the menace of water logging

and salinity. Surface water comes from River Chenab and supplied through a

complex network of canals. Groundwater is also used to meet the crop requirement.

Farmers with good quality groundwater have installed tubewells on their farms to

ensure good water supplies.

Major Kharif crops grown in the project area are rice, cotton, sugarcane and fodder

whereas wheat is the major crop in Rabi season as shown in the Table 4.17. Other

crops include millet, corn (maize), oil seed pulses, fruits and vegetables. Apart from

the agriculture fields there are many guava orchards in the project area.

Livestock raising is also important which are used for food and farming purposes.

Livestock also has market potential and are frequently sold at the time of need.

Major livestock animal of the project area are; cows, buffalos, goats, sheep, poultry,

horse and donkey. Donkey is used for transportation.

Table 4.17: Cropping pattern in the Project Area

Rabi Season KharifSeason

Wheat, Barley, Maize, Fodder, Fruits

Rice, cotton, sugarcane, pulses,

jawar, sorghum, fodder etc

4‐20 

Fig 4.12: Different crops in the project area

4.8 Land Use The project area along the road is predominantly an agriculture land. Other land

uses in the project area can be classified as; land under irrigation infrastructure

(canals, distributaries and water courses etc) and under other physical infrastructure

4‐21 

such as road links and kacha tracts. Scattered houses, rooms, mosquesand shops

have also been seen in the project area. Human settlements, medium and densely

populated are located in the vicinity of the project area but none of them falls within

the ROW of the project.

4.9 Biodiversity and Natural Resources This section describes the biodiversity and natural resources in the project area.

Punjab is deficient in forests and has forest area of 0.02 ha per person against 0.03

ha in Pakistan and 1.0 ha per person the world average. This section describes the

biodiversity and natural resources that exists in the project area and lists the various

types of species of flora and fauna related to the project area.

4.9.1 Flora The project area has bushes and trees grown on the boundaries of the agriculture

fields and in the environs of the tube wells, the place which also serves as a resting

place for the farmers. Due to presence of canals existing in the project area, linear

plantation including road side and canal side plantation are commonly seen.

Moreover, native plants and animals can be seen along the highway also.

The indigenous trees of the project area are Lasura(Cordiamyxa), Biloo,

Shahtoot(Morusalba), Shishum (DalbergiaSisoo), Peeple (FicusReligiosa), Bohar

(Ficusbengalensis), Bohree, Dharek (Meliaazedarach), Kikar (Acacia niloticaa),

Jaman (SyzyziamJambulenum), Ber (Ziziphusmauritiana),Popular, Phagwara(Ficus

palmate), Sharin(Albiziaprocer) and Eucalyptus trees. There are no threatened

species in the project area.

Guava Orchards are present in the project area. Citrus trees are also seen the

project area in district Sheikhupura. Non Fruit trees are also seen in abundance.

Table 4.9 shows the common non - fruit trees in the project area:

4‐22 

Table 4.18: Common Non Fruit Trees (Forest Trees) in the project Area

Sr. No. Local name Biological Name

1. Piloo Salixtetrasperma

2. Shahtoot Morusalba

3. Shishum DalbergiaSisoo

4. Peeple FicusReligiosa

5. Lasoora Cordiamyxa

6. Bohar Ficusbengalensis

7. Bohree Ficus Specie

8. Dharek Meliaazedarach

9. Kikar Rosales

10. Mango Mangiferaindica

11. Poplar Populusdeltoides

12. Jaman SyzyziamJambulenum

13. Ber Ziziphusmauritiana

14. Phagwara Ficus palmate

15. Sharin Albiziaprocer

16 Euclyptus Eucalyptus

17 Ber Zizyphus jujube

18 Neem Sapinadle

19 Jand Broussonetiapapyrifera

a) Shrubs and Herbs Sheikhupura to Gujranwala road traverses through a landscape and soil covered

with variety of natural shrubs and herbs of culinary and medicinal significance in

addition to trees. The presence of shrubs, herbs, grasses and trees improve

4‐23 

groundwater recharge by increasing infiltration. Roots open subsoils and hard clay

pans forming new channels that allow rain and surface water to reach underground

reservoir. Other benefits include soil stabilization, control of runoff, biological soil

reclamation. They offer shade, make winds break, shelter-belts, barriers for wildlife

and road side hedges and provide forage for livestock.

Important shrubs and herbs present in the project area are as follows;

Table 4.19: Shrubs and Herbs in Project Area

Sr. #. Local Name Botanical Name

1 Timber Acacia filicoides (Cav. Branner et Coville

2 Jawaian AlhagimaurorumMedik

3 KawarGandal Aloe vera (Linn.) Burm. F

4 Tatwan, Jaho Artemisia Vulgaris Linn

5 Lani ArtriplexCanescens (Pursh) Nutt

6 Imer, Gamer BreayniaCermua (Poir) Muell. Arg

9 Katkaranj Caesalpiniabonduc (L.) Roxb

10 Ak CalotropisProcera (Ait) Ait. f

11 Karir Capparisdeciduas (Forssk.) Edgew

12 Kabar CapparisSpinosa Linn

13 Garanda Carissa OpacaStap. F

14 Kasondi Cassia occidentalis Linn

15 FareedButi CocculusPendulus (J.R & G. Frost) Diels

16 Munderi Corchorusdepresssus (Linn.) Stocks

17 SufaidDatura Daturafastuosa Linn.

18 Sanatha DodonaeaViscosa Linn. Jacq

19 Faridmuli Farsetiajacquemontii Hook. F. &Thoms

20 Kango Grewiatenax (Forsk) Fiori

21 Kanor Ipomoea carmeaJacq.

22 Bahakar Justiciaadhatoda Linn.

23 Khip Leptadeniapyrotechnica (Forssk.) Dcne.

24 Harmkand Maeruaarenaria (DC) Hook. F &thorms

25 Lajwanti Mimosa pudica Linn.

4‐24 

26 Niazbo Ocimumbasillicum Linn

27 Blanseer, Aeanibuti OtostegiaLimbata (Bth) Boiss

28 Sarmei, Reshami PlucheaLanceolata (DC) C.B Clarke

29 Arind Ricinuscommunis Linn.

30 Canicha, Danchi Sesbaniabispinosa (Jacq.) W.F Wight

31 Lunak SuaedaFruticosaForssk.

32 Ukan TamarixDiociaRxoxb. Ex. Roght

33 Asgand-i-nagori, Aksan WithaniaSomnifera (Linn). Dunal

34 Dhawi Woodfordiafruticosa (Linn). Kurz

35 JangliBairi Ziziphusnummularia (Burm. F) W&Arn.

b) Grasses Grasses serve as the food for livestock which later is used by human beings for

food, transport and earn livelihood by selling in time of need. Livestock has

significance in the economy of the country and so does the grasses. Variety of

grasses is found in the project area along canals, water courses and around

agriculture fields. Grasses are also used for medicinal and thatching purposes.

Grasses noticed and reported in the project area are;

Table 4.20: Ethnobotanical Data of Grasses in the project area

Sr. # Local Name Botanical Name

1 Lamba Aristidaadscensionis Linn

2 Nara bans, Nar Nalu, Nal Arundodonax Linn

3 Jangli Jai Avenafatua Linn

4 Bans BambusaGlucescens (Willd.) Sieb, ex Munro

5 Palvan Bothriochloabladhii (Retz.) S.T Blake

6 Sawari Brachiaria ramose (Linn) Stapf

7 Hausa Brachiariareptans (Linn) Gardner & Hubbard

8 Bhurat CenchrusbiflorusRoxb.

9 AnjanDhaman CenchrusSetigerusVahl, Enum

10 Chita Gha ChrysopogonserrulatusTrin

4‐25 

11 Khavi, Kattan Cymbopogonjwarancusa (Jones.) Schult

12 Khabbal, Dab, Tala, Koor,Madana

Cynodondactylon (Linn.) Pers

13 Madhana, Koora Dactlyocteniumaegyptium (Linn). Willd

14 Dabh, Kusa Desmostachyabipinnata (Linn.) Stapf

15 Palwan, Marvel Dichanthiumannulatum (Forssk.) Stapf

16 --- Digitariaarvensis Linn

17 Shamokha Digitariaciliaris Linn.

18 Indian Crab Grass Digitarialongiflor (Retz.) Pers

19 Trilling Crab Grass Digitariaraadicosa (Presl) Miq

20 UngliGha, Fonio DigitariaSetigera Roth ex. Roem&Schult

21 Violet Crab Grass Digitariaviolascens Link, Hort

22 Jhang Sari, Lawandi Diplachnefusca (Linn) P. Beauv, Ex Roem. & Schult.

23 Cockspur Echinochloa Colona (Linn) Link

24 Sanwak Echinochloa crus-galli (Linn). P.Beauv

25 Jiu EnneapogonPersicusGBoiss, Diagn

26 Thalia Grass Eragrostisatrovirens (Desf) Trin, Ex Steud

27 Panghas Eragrostis Japonica (Thumb) Austr.

28 ChotiGhas Eragrostis minor Host, Gram. AUstr.

29 NikaSanwak EragrostisPilosa (Linn) P. Beauv.

30 Dabh, Siru ImperataCylindrica (Linn) Raeuschel

31 Naru LeptochloaChinensis (Linn) Nees

32 Paja LeptochloaPanicea (Retz.) Ohwi

33 Cockle LoliumTemulentum Linn

34 Phalwan, Chhimbar OchthochloaCoompressa (Forssk) Hilu

35 Charam PanicumAntidotale Retz.

36 BansiGha Panicum Maximum Jacq

37 MOtiGha PanicumAtrosanguineumHochst Ex. A Rich

38 Nseila PaspalidiumPunctatum (Burm) A.

39 DumbiSitti Phalaris Minor Retz

40 Dila PhragmitesAustralis (Cay) Trin. Ex Steud

4‐26 

41 Annual Blue Grass Poa Annual Linn

42 --- PoaInfirmaBoiss&Hohe. Ex Boiss

43 Malhar PolypogonMonspeliensis (Linn) Desk

44 -- RostraiaCristata (Linn) Tzvelev

45 Kana, Sarkanda SaccharumBGengalense

46 Khai, Kaan SaccharumSpontaneum Linn

Indigenous medicinal plant species used by the people of Sheikhupura and

Gujranwala, Pakistan.

Table 4.21: Tree/Herbs/Shrubs/Grass

Local Name Scientific Name

Baykr Justiciaadhatoda

Itst Trianthemaportulacastrum

Thoom Allium sativum

Ghunar Amaranthusviridis

Puthknda Achyranthesaspera

Kneer Nerium Oleander

Saunf Foeniculumvulgare

DasiAk Calatropisprocera

Chonga Carallumaedulis

Partha Partheniumhysterophorus

Chaou Artemisia scoparia

Bhangra Ecliptaprostrate

Deela Cyperusrotundus

Bahar bail Convolvulus arvensis

Zakhm-i-hayat BryophyllumPinnatum

Tumma Citrulluscolocynthis

Kaddo Cucurbitapepo

Jnglikhaboz Cucumusmelovar

Spdhodal Euphorbia hirta

Neelitaar Cuscutareflexa

Bhung Cannabis sativa

4‐27 

Bhtha Benincasahispida

Bathu Chenopodium album

Kulfa TrichodesmaIndicum

Dhodal Euphorbia heliscopia

Gorkhpaan HeliotropiumStrigosum

Chotadhatoora Xanthium Strumarium

Hund Taraxacumofficinale

Pholi CarthamusOxyacantha

Pelae Abutilon indicum

Sura Hibiscus rosa-Sinensis

Sunchal Malvaparviflora

Kikar Acacia nilotica

Phulae Acacia modesta

Sharin Albizialebbek

Dhraink Meliaazedarach

Bohri Ficusbenghalensis

Amaltas Cassia fistula

Kala toot Morusnigra

Safaida Eucalyptus globules

Jamin Syzygiumcumini

Gul-e-Asar Mirabilis jalapa

Khtkl Oxalis corniculata

Sukhchain Pongamiapinnata

Turkhrai Indigoferalinifolia

Sann Crotolariaburhia

Shishum Dalbergiasissoo

Phuwa Alhagimaraurum

Stianasi Argemone Mexicana

Baans Bumbusaarundinacea

Khbalkah Cynodondactylon

Droonk Polygonumplebijum

Dasikulfa Portulacaquadrifida

4‐28 

Kulfa Portulacaoleracea

Bair Zizyphusnummularia

Anaar Punicagranatum

Gulab Rosa indica

Pelo Salvadoraoleoides

Surkhmirch Capsicum frutescens

Mookri Solanumsurattense

Siahdahtora Daturainnoxia

Falsa Grewiaasiatica

Pkhra Tribuluscamalendulensis

Fig 4.13: Plantation along the road

4‐29 

4.9.2 Fauna

The project area is located in the plains of Punjab which has patches of shrubs,

grasses with trees plantation along irrigation channels and water courses and

around agriculture fields. Shisham, Kikar, Safeda, Melburry, Mosquite and populous

are the dominant plant species of irrigated plantation. Shrubs, herbs and grasses

provide the ground cover giving plantation a multistory ground cover. These

different canopy strata attract a variety of wildlife species according to their

preference for different plant species.

Wildlife present in the project area can be divided into mammals, Amphibians,

Birds, fish and livestock. The details are given as under;

a) Mammals Mammals reported in the project area are listed as below:

Table 4.22: Mammals of the project area

Sr. # Common Name Scientific Name

1 Jackal Canisaureus

2 Porcupine Hystrixindica

3 Squirrel Funambuluspennanti

4 Mouse Musmusculus

5 Mongoose Herpestesauropunctatus

6 Hare Lepusnigricollis

7 Wild Boar Susscrofa

b) Reptiles Reptiles reported in the project area are given in table below:

4‐30 

Table 4.23: Reptiles of the Project Area

Sr # Common Name Scientific Name

1 Cobra Najanaja

2 Indian Krait Bungaruscaerueus

3 Spiny Tailed Lizard Uromastixhardwickii

4 Fringe Toed Lizard Acanthodactylus cantoris

5 Brown Turtle Kachugasmithii

6 Indian Monitor Varanusbengalensis

Other variety of snakes reported in the project area include: Rat Eaters, Sang Choor

and a rat locally called Phissi.

c) Amphibians Table 4.24: Amphibians of the project area

Sr # Common Name Scientific Name

1 Frogs Ranatigrina

2 Common Toad Bufobufo

d) Birds Nestling birds commonly seen in the project area are; Maina, house sparrow,

cuckoo, parrots, quail, parakeet, pigeons, Hudhud, Tilori, Teetri, Neel Kanth, crow

and vultures.

Birds reported in the project area are given in table below:

4‐31 

Table 4.25: Birds of the project area

Sr # Common Name Scientific Name

1 House Sparrow Passer domesticus

2 House Crow Corvussplendons

3 Mynah Acridotherisginginianus

4 Parrot Psittaculakrameri

5 Pigeon Columba livia

6 Koel Eudynamysscolopacea

7 Red Vented Bulbul Pycnontuscafer

8 Common Teal Anascrecca

9 Little Egret Egrettgarzetta

10 Ruddy Shedlock Tadornaferruginea

11 Mallard Anus plantyrhynchos

12 Hoopoe Upupaepops

13 Indian Robin Coraceusbengalensis

14 Grey Partridge Francolinuspondicerianus

15 Balck Partridge Francolinusfrancollinus

16 Falcon Falco perginus

17 Shikra Accipeterbadius

18 Tillor Houbara bustard

19 Eagle Aquillarapax

20 Jalkookri Fulicaatra

21 Fakhta Streotopelladecaocto

4‐32 

Fig 4.14: Different birds and Animals

4‐33 

Fig 4.15: Local birds e) Fish The project area is a source of variety of fish found in water channels. Fish that

enters canal is doomed to perish due to the closure of canals twice in a year. Small

quantity of fish from canals is caught and sold by the locals.

Fish is favorite food in the project area and major species of fish found are Raho,

Thaila, Mori and Singhari.

f) Livestock Livestock rearing is common in the project area for every family associated with

agriculture. Cows, buffalos, sheep and goat are the common animals kept almost by

every household. Small ruminants and other animals form part of the rural household

food basket and provide cushion in case of the failure of crops and can be sold in

emergency. They also serve the farmer through milk and meat and at the end hide is

sold out to allied industries. Farmers with small land holdings are more inclined to

keeping livestock due to the poverty implications. Field data shows that average

household keeps animal livestock in small herds of 2 to 5, depending upon the

household landholding size and capacity to store the crop residues, fodder and hay

4‐34 

to feed animals during the dry season like in winter. Livestock are generally fed with

cereal grains, grasses and legume forages

Fig 4.16: Livestock in the project area

4.9.3 Endangered Species There exist no rare or endangered species and protected areas in the project area.

4‐35 

4.10 Weather and Climate

Seasonal climatic conditions must be considered for the design and execution of

Project. The climate including air, temperature, precipitation, humidity and

evaporation is an influencing factor, affecting the construction of plant and other

engineering structures. However, to determine the overall effect of the climatic

stresses, daily and seasonal temperature changes, site altitude, direct solar

radiation, and precipitation must be considered. The Project Area has extreme

climate: it has hot summer and cold winters. The summer starts from April and lasts

till September. May, June, and July are the hottest months. The mean maximum and

minimum temperature ranges from 40.4 ºC and 27.3 ºC respectively for these

months.

The winter seasons lasts from November to March. December, January and

February are the coldest months. The mean maximum and mean minimum

temperature ranges from 19.8ºC to 5.9ºC in January. Temperatures in the Project

Area vary from 5.9 ºC to 40.4 ºC.

The project area receives rains in all the seasons but monsoon rain is pronounced

and constitutes a definite rainy season between the month of July and September.

The average rainfall is about 629 millimeters per year.

i) Pre-monsoon Season Pre-monsoon refers to the period from April to June prior to the setting in of the

monsoon. This is the hottest and the driest season, with persistent dry and hot

winds. Day time temperature rises to 40.40C. The water table falls to the maximum

depth.

ii) Monsoon Season Monsoon is the main rainy period, which starts at the beginning of July, reaches its

climax in August and gradually, subsides in September. High intensity Rainfall

causes soil erosion. The cool monsoon winds followed by heavy showers lower the

temperature to great extent. The part of rain percolates into the soil and is conserved

in the subsoil and part adds to the groundwater. The conserved moisture in the soils

is generally sufficient to rejuvenate the vegetation. All plants grow rapidly and

4‐36 

mature towards the end of the season. With the start of monsoon season, the rivers

flow at their peak level. The groundwater level is improved toward the end of the

season in September and October.

iii) Post-monsoon Season Post monsoon season refers to autumn (October-November). The temperature

starts falling but the extreme aridity prevents plants to flower early and set seed

toward mid-seasons. Groundwater level rises as a result of infiltration from rainfall.

iv) Winter Season Winter refers to the period from December to January. The lowest temperatures (<

2oC) and cold winds characterize this season. The plants become dormant and most

of them dry out. Most of the trees shed their leaves and few remain green or partly

green. Sometimes this season becomes severe due to cold Siberian winds.

Groundwater level declines in this season due to low flows in the rivers and no or

little rains which usually fall in light showers causing little soil erosion.

v) Spring Season Spring refers to the period from February to March. Temperatures become pleasant.

The mean maximum temperature is 27oC with the highest precipitation of 41.2 mm

and relative humidity of 57.6 percent. Some light showers of rain may also fall

without generating run off. The vegetation sprouts again because of conserved

moisture from winter and spring rains, if any. The water table starts falling.

4.11 Socio Economic Environment This section provides information and description of the socio economic features of

the project area. Small, medium and large towns and villages are located along the

proposed road. Construction of the highway is likely to impact the lives of the people

living in these cities, towns and villages in a variety of ways. Prior to assessing

project’s impacts on the socio economic environment of the project area, it is

necessary to document existing socio economic environment in the pre project

period to serve as a base line and reference for measuring future changes.

4‐37 

With this aim socio economic survey was conducted in the project area to document

information relating to demography, means of livelihood, cultural traditions, socio-

economic status, available of civic amenities, social issues and general

characteristics of the communities. The approach followed was developing a

questionnaire, interviewing the stakeholders, holding group discussions with the

stakeholders including community members, village heads, land owners, NGOs in

the project area.

Most of the people living in the project area belong to farming community with

agriculture as their main profession and means of earning. Side by side people have

resorted to alternate meanings of livelihood and are also running their own shops

and khokhas to enhance their earnings. People associated with these professions

are those with small land holdings or are landless. Skilled, semi - skilled and

unskilled labor is engaged in construction activities or employed in the factories and

workshops and some are working in governmental departments. Islam is the major

religion in the project area and people practice the religious rituals staunchly.

Shalwar Qameez and Dhoti are common dresses of male and ShalwarQameez with

Chaddar for females. Some women also practice veil.

a) NowsheraVirkan:

NowsheraVirkan is a town and a Tehsil, situated west of the industrial city of

Gujranwala, Punjab, Pakistan. NowsheraVirkan was very backward in education but

in recent years education is in full bloom as lot of people getting higher education

and becoming doctors and Engineers.

NowshehraVirkan is linked with Lahore and Kamonki via TatlayAali, while another

highway called Gujranwala Road connects it with Gujranwala and

Rawalpindi/Islamabad. Another road connects the city with Farooqabad.

NowshehraVirkan has no railway stations; the nearest are in Gujranwala and

Kamonki.

4‐38 

Fig 4.17: Location and View of NowsheraVirkan

TatlyAali: It is important and most populous center at this proposed floor. It is union council

headquarter and have population of about 25,000 people. It is connected with road

to Gujranwala, QilaDidar Singh, NowshehraVirkan and Kamonki. Rice and wheat are

the dominant crops of the area whereas a large number of people are engaged in

business and labor. Woodwork or furniture is very famous in the area. This union

council has operative Basic health Centre and higher secondary school.

Fig 4.18: Views of TatlyAali

MajooChak: MajooChak is also union council comprising of population of almost 15000 to 20000.

It is connected with GT road (N5) from Sadhuke. Basic health centre and high school

4‐39 

are present. The union council is dominantly agrarian in nature, which grow rice and

wheat in addition to fodder crops and fruits. No water supply is available and people

use the water using hand pumps for drinking purpose.

Fig 4.19: Views of MajooChak

Qila Mustafa Abad QilaMustafabad is small village in the project area near the right of way of the

proposed project has population of 5000 to 6000 souls. Labor, agriculture, farming,

service and artisan are mains means of livelihood.

Fig 4.20: Views ofQila Mustafa Abad

4.11.1Socio Economic Survey of the Project Area Baseline information relating to socio economic conditions in the project area is

derived from the primary data collection for the concerned districts, village profiles,

4‐40 

women profile surveys, building valuation survey data etc. primary data was

collected through field visits, interviews, meetings and observations. It was not

possible to consult all the people and affected persons. Representative samples

were taken during consultation process. Different stakeholders were identified for

this project and these people were approached for collection of socioeconomic data

and their perception about the project. C&W department, EPD, public

representatives, persons relating to agriculture and farming, educational institutions,

advocates, shopkeepers, labours and people about the transport operating on the

project road were identified as important stakeholders in this case.

4.11.2 Consultation and participation process Consultation was held with about 52 persons of different stakes and professions at

different locations along the project area. Consultations were mainly held with the

people who are directly affected by the project in positive or either way. Those

people were also approached their land was going to be acquired for this project by

the CWD. Respondents were selected through random sampling from the villages

located along the Right of Way (ROW) of the proposed road. Towns/Villages

selected for the socio economic survey are; KotRanjeet Singh, Majoochak,

TatlyAali, Qila Mustafa abad, GhumanWala, KhialiChowk bypass etc. It was not

feasible to consult people from all localities falling along the ROW of the entire

proposed road, however, maximum number of villages in the given time were visited

and consulted. Fig 4.16 shows the consultations conducted in the various localities

of the project area.

4‐41 

Fig 4.21: consultations conducted in the various localities of the project area.

4.11.3 Baseline Information Out of 52 respondents, 81 percent of the respondents were married and 19 percent

were unmarried. 58 percent were literate and 43 percent were illiterate. 97 percent

of the respondents were employed and 3 percent unemployed

4‐42 

i) Age Group of Respondents Table 4.19 shows that 1.9 percent of the respondents were between the age

group of 15 - 20, 19 percent were between the age group of 20 - 30, 13.46 %

were between 31 - 35and 23 percent were between the age group of 36 - 50, and

0.38 percent for age group 51 - 60 and 5.7 % were between the age 61 and

above respectively. The age groups of respondents indicate that people

contacted were mature enough to have an understanding of the proposedproject

and the respond responsibly.

Table 4.26: Age Group of Respondents

Sr. No

Age Group No of Respondents Percentage%

1 15 -20 1 1.9

2 21 - 30 10 19.23

3 31-35 7 13.46

4 36-50 12 23

5 51 -s 60 2 0.38

6 61 & above 3 5.7

ii) Religion Islam is the major religion in the project area as majority of the respondents

interviewed was Muslims. The Bralvi sect of Muslims is dominant in the area.

Pilgrimages to shrines are common in the project area.

iii) Education Status The survey results indicate that 34 percent of the respondents were illiterate, 13.46

percent upto the middle level, 21 percent up to Matric, 5.7 percent upto intermediate

and 11.53 percent upto graduation and 13.46 were educated upto masters level or

had formal technical education.

4‐43 

Table 4.27: Education Level of respondents

Sr No Education level No of Respondents Percentage%

1 Non Literate 18 34.61

2 Below Matric 7 13.46

3 Matriculation 11 21.15

4 Intermediate 3 5.7

5 Graduation 6 11.53

6 Master Level 7 13.46

iv) Educational Facilities in the Area Primary level educational facilities are available in almost 100 percent of the villages

visited. However, middle and secondary level educational facilities are not available

in all villages for which students have to visit nearby villages and towns. Due to poor

condition of the existing road the education of girls is badly hampered.

v) Professional Status Majority of the respondents (7.6 percent) were associated with agriculture. 15.38

percent were laborers, 5.7 percent associated with business and 32.69 percent

were employed in the private or governmental sector. Only 23.07 percent were

shopkeepers, Transporter were 3.8 %, Law/Advocate 3.8 %, Artisan were 3.8%,

3.8% were medical practitioners and 1.3 percent was students. Few educated

young men interviewed reported unemployed, but still they were associated with

agriculture as part of their elder’s profession.

Table 4.28: Distribution of Profession

Sr No Profession type No of Respondent Percentage%

1 Business 3 5.7 2 Service 17 32.69 3 Agriculture 4 7.6 4 Artisan 2 3.8 5 Medical Practitioners 2 3.8

6 Transport 2 3.8

7 Labour 8 15.38

8 Shopkeeper 12 23.07 9 Law Advocate 2 3.8

4‐44 

vi) Monthly Income Out of the total number of respondents interviewed, 38 percent were earning less

than 15,000. 11.90 percent had income between 16,000 to 25,000, 23.80 percent

between26,000 to 40,000 and 4.7 percent between 41,000 to50,000 whereas 16.6

percent had income between 50000 to 100,000 and 4.7 were earning more than

100,000. Table 4.29 shows income status of the respondents.

Table 4.29: Income groups of Respondents

Sr. No Income Level No of Respondent Percentage%

1 Less than 15,000 16 38

2 16,000 - 25,000 7 11.90

3 26,000 - 40,000 11 23.80

4 41,000 - 50,000 3 4.7

5 50,0000 - 100,000 12 16.6

6 100,000& above 2 4.7

Total 52

vii) Perception about the Project The table sheds light on the respondent’s views about the project. 100 percent of

the respondents were jubilant, excited about the project and had the opinion that

proposed road is entirely beneficial for them and they have been demanding it since

long. Social and economic benefits are associated with this project. Even the poor

person whose house was to be demolished had positive opinion on the condition

that proper compensation for his house may be given.

Table 4.30: Project Perception

Sr No Project Impact/ Perception of Community about the Project

No of Respondent Percentage%

1 Beneficial 52

100% 2 Not Beneficial 0

3 Any Harm, Fears/Doubts 0

Total 52

4‐45 

The existing very poor condition of the road and social and economic losses

associated with current status were main reasons of the jubilation of the people.

The highest crime rate in the region exists in Tehsil NoshehraVirkan due to lack of

big highway. Quick access to larger cities like Lahore, Sheikhupura and Gujranwala

and the prospects of improvement in the national economy were also the reasons

behind the opinion of declaring the project beneficial.

People have fears / doubts about the compensation amount and price of the

landwhose lands being acquired by the CWD. They had fears / doubts about the

compensations amount whether it would be appropriate or not, delays in

compensation.

4.12 Status of Women Project area is located in the central Punjab where patriarchy is a dominant social

system where man is considered as a bread winner and women a housekeeper.

Status of women is generally associated with her family status and she plays vitally

important role in maintaining family by bearing and rearing children and caring

elderly family members. Women generally engage themselves in long hours of

household work.

In agriculture women contributes a significant role and contributes in all operations

related to crop production such as sowing, transplanting, weeding, and harvesting,

thresholding, winnowing, and livestock works like handling of milk production, animal

care, fodder cutting etc. however, they are excluded from doing the key task of land

preparation and watering fields. It is estimated that women participation contributes

25 - 45 percent of labor input in rural economy. Most of the women engaged in farm

related activities have low level of education as they have to contribute on farms

instead of going to school which keeps the economic conditions of the women low.

Due to their work related activities on farms, farm women have greater mobility.

In the project area, observing veil (purdah) for women is a cultural practice and a

religious obligation. Purdah is practiced in various ways, depending upon family

tradition, region, class and rural or urban residence, but nowhere do unrelated men

and women mix freely. Young Women generally remain at home and leave home

4‐46 

only when strongly needed such as for education, to meet relatives, colleague or to

participate in marriages. Household external chores such as purchase for household

items are performed by senior women of the family or by servants. Regarding

women employment, most of the decisions are taken by the parents for unmarried

women and by husbands for the married women.

Women’s power to influence the family decisions increases with their age. Old

women in some households are allowed to give their opinion. In some joint families,

opinion is taken from the mother - in - law but young daughters are excluded from

decision making process, be it the purchase of their clothes, shoes or the choice of

life partner.

The project is located in an area which is mainly an agrarian. Socio economic status

of the family is the most important determinant of the women participation in

agriculture activities. Land holding and tenure type are its indicators.

Womenbelonging to family who own big size farm are less likely to engage in on -

farm activities

4.13 Culture and Tradition The culture of the project area derives its basis from the institution of Sufi saints. The

Sufi saints spread Islam and preached and lived the Muslim way of life. People have

festivities to commemorate these traditions. The fairs and festivals reflect the entire

gamut of its folk life and cultural traditions.

The project area is a major producer of wheat, rice and dairy products. Its cuisine is

also influenced by agriculture and farming lifestyles which is prevalent for years. The

dishes common in the region are; sarsonkasaag, tandoori chicken, makaiki roti,

shamikabab, daal, baingankabharta, achaargosht and pakoras cooked in desi ghee

etc accompanied by a drink called lassi. Typical desserts include Kheer, Firni and

julaibi.

Classic music is the cultural wealth of the area. The top most instruments are tabla

and harmonium. Punjabi is the widely spoken and is a language of the daily

communication. Famous Punjabi poets are Sultan Bahu, Baba Bulle Shah,

4‐47 

MianMohamamdBaksh and Waris Shah. Famous folklore singers are Inayat Hussain

Bhatti, AlamLohar, manssorMalangi, Atta UlahIssaKhelvi, Farida Khanum and

NusratFateh Ali Khan.

The traditional dress in the project area for men is ShalwarQameez, some men also

wear Dhotti, whereas for women the traditional dress is Shalwar Suit.

Fig 4.22: Culture & Tradition in the Project area

4.14 Public Concerns Regarding Project Execution Respondent’s opinion was sought about the project through interviews, focused

group discussion and community meetings. People supported the project as

beneficial for them at the local level and at the national level. They are very positive

and excited about the project benefits and had only the fears about the

compensation as per local market price of their assets. Respondents had multiple

4‐48 

choices and they gave more than one response, the frequency of the responses is

give below;

Table 4.31: Project Perception

Sr No

Project Impact/ Perception of Community about the Project

No of Respondent Percentage%

1 Beneficial 52 100%

2 a) Easy access of the products to big markets

12 33

3 b) Broader prospects of markets

17 23.8

4 c) Time saving and reduction in travelling cost

15 28.57

5 d) Benefits to labors and wages

2 14.28

6 Total 52

4.15 Community Health and Safety Topography survey of the land has been completed and road alignment has been

marked on the ground at prominent locations. During the survey, it was observed

that people had pretty good idea about the route alignment and the land and

structures falling on the ROW of the road.

Topographic survey showed that no health institution (BHU, hospital and

dispensary) is falling within the ROW completely or partially as a result no

demolition of the existing health institutions will take place during the execution of

the project.

4.16 Physical Cultural Institutions The alignment of the carriageway has been finalized based on the avoidance of

physical cultural institutions but yet seventeen mosques, one tomb and eight

graveyards are coming in the ROW. People of the project area were apprised of

these facts during the survey.

5‐1  

Section - 5

ALTERNATIVES

5.1 General Punjab EPD Punjab requires project proponents to consider alternative options and

strategies with lesser or minimal adverse impacts on environment but able to meet

the objectives of the project for which the EIA is being prepared. This document

pertains to EIA of Sheikhupura - Gujranwala road which connects the two cities with

N5 and M2 section of motorway. As a result, alternative options have been

considered in the context of the overall project of Dualization of existing road as well

as with respect to only rehabilitation of the existing road. The exercise is based on

developing a list of alternatives and short listing based on objectives and project

requirements, required to develop a reasonable number of options for consideration

followed by evaluation of alternatives leading to the selection of the preferred

alternative.

The report identifies potential environmental impacts of each alternative, develops

comparative analysis matrix with respect to transportation objectives and

environmental impacts to suggest the most feasible alternative that can be taken up

for development.

The following alternatives have been shortlisted and discussed in detail;

• Zero Alternative ‘Do Nothing Option’

• Alternative II ‘Other Transport Modes’

• Alternative III ‘‘Dualization of Existing Carriageway’

• Alternative IV ‘Improved Traffic Management’

5.2 Zero Alternative “Do Nothing Option” Do Nothing’ option assumes there will be no investment and development in the

transports sector other than the operation and maintenance of the existing transport

infrastructure. This is necessary for the decision - makers to consider all alternatives.

Do Nothing alternative will have no new physical impact on the environment,

however, the existing / ongoing impacts of the ‘Do Nothing’ scenario will augment

5‐2  

such as traffic density on the existing roads, detours during floods / rains, increase

travel hazards, eliminate job opportunities, high transport cost, higher travel time,

less efficient travelling, discouraging the mobility of nation, increase air and noise

pollution (Excessive Sox, NOx and CO etc), lack of incentive for frequent long

distance travel, exclusion.Alternativesof poverty alleviation from the proposed areas,

increase the dust nuisance created by driving on deteriorated roads and increase in

the wear and tear on the vehicles. Existing Increased crime rate of robbery and

burglay on proposed road and social taboos which have been associated with it like

difficulty in marriages of the young people of the area.

Pakistan is experiencing a sustained increase in motorization which has created

traffic gridlocks across the country. The increase in travel by private automobiles is

contributing most to the traffic congestion. New infrastructure has been provided to

address the challenge largely in the form of road widening, grade separation of

opposing traffic and building bypasses. Nonetheless, the rise in the demand of the

motorized commuting has outpaced the supply of transport infrastructure. The

increase in the demand of efficient, reliable, and safe public transit has remained

unmet. With these conditions traffic congestion in future is expected to increase,

road conditions are expected to deteriorate resulting in the increase in traffic jams

with the passage of time. Residents of the proposed belt will keep on suffering from

degraded or lack of efficient transport system. ‘Do Nothing’ scenario will result in

further worsening the present environmental conditions and increased disturbance to

the users of the existing road network.

Worsening of the environmental conditions caused by traffic congestion and jams on

the existing national road will have nationwide socio economic repercussions.

Keeping in view the increased population, lack of efficient and vibrant economic

corridor across the industrial cum agricultural hubs lack of job opportunities, lack of

industrialization, lack of supremacy of law and writ of administration and security

control, it is necessary that existing road should be dualizedto cater for the increased

vehicular movement carrying the freight and passengers across the business centers

and beyond to country wide and to provide impetus for national connectivity to

Pakistan.

5‐3  

5.3 Alternative - II ‘Other Transport Modes’ Alternate to road transport include travel through other modes such as railway and

air access. No Rail track runs parallel to the existing Sheikhupura- Gujranwala road

to meet the requirement of the ever increasing population. Construction of new

railway network from Sheikhupura to Gujranwala may improve the conditions and

reduce traffic load on the existing national road network to some extent, but would

not be able to cater to the requirement of the private motor users, economical and

commercial trade with in the districts and beyond to Karachi and abroad. This option

needs a big investment for lying down the new track with sizeable cost which is more

than this project. This option is not economically viable as compared to the

Dualization of existing carriage way.

There is no facility of air travel in both the cities of Sheikhupura and Gujranwala.

Therefore, establishing infrastructure for air travel between the short journey of 43

Km from both cites is neither viable economically nor practicable physically on

ground.

There is another alternate travelling route from Sheikhupura to Gujranwala via N5.

FromDheerkamorh a road leads to Mureedka which leads to Gujranwala on the N5

covering the distance of 89 Km taking the time of 1hour and 25 minutes.Whereas the

proposed route is of about 55 Km which is the shortest possible route (air travel)

between both cities. There is difference of 34 Km distance which will take more fuel,

cost and time for travelling between two cities. Even if this option is used the people

of Virkan Kalan, Majhuchak, NoshehranVirkan ,KotNisar, Tatlayaali, Ghumanwala

will have to bear the brunt of existing road state of destitute.

The Dualization of the existing track is much more feasible than adopting the

alternate route of N5 in term of reduced fuel consumption, reduced air pollution

emission, reduced time travel and reduced vehicle maintenance cost.

5.4 Alternative - IV ‘Dualization of Existing Carriageway’ This alternative presents another alternative of Dualization of the existing

carriageway from two lanes to 4 lanes. The environmental and social impacts of the

Dualization are expected to be supportive and positive as compared to rest of the

5‐4  

alternate options. The reason being that space around the ROW of existing road is

available and least number of houses or shops are to be relocated which are mostly

encroachments and occupied by the private people who have built shops,

restaurants, houses or any other temporary structure for the business. Any widening

of the ROW would involve acquisition of the minimum built area resulting in no

significant social or economic negative impact.

The widening of the existing carriage way will be done to facilitate traffic from the

urban areas which have no other alternate approach road to be connected with

district and divisional headquarters.It will connect these ignored areas with N5 and

M2 connected to the main business destinations of the country.

The traffic surveys conducted for this project estimates that the existing traffic on this

road will be almost be doubled in the next 20 years. Under the situation Dualization

of the road is the best option that will providespace for additional traffic flows

between two cities and reduce existing pollution load of dust and alleviate the social

status of the ignored area of tehsil NoshehraVirkan.

5.5 Alternative - V ‘Improved Traffic Management’ Traffic management alternative presents the option which seeks to address

transportation issues by maximizing the value of existing infrastructure. Traffic

management alternative include;

• Removal of bottle necks through targeted local investment

• Local road safety improvement

• Traffic control measures to manage traffic demand

• Installation of Intelligent Transport System to improve reliability, safety and

capacity

Traffic management alternative is based on deriving maximum value of the existing

infrastructure.

Forecast on future traffic flows on the existing national highways indicate the need of

building new motorways before the existing infrastructure reaches its exhaustive

5‐5  

capacity even if its efficiency is maximized through better traffic management and

intelligent transport systems. In this case existing road is very poor in condition

where traffic management cannot be improvised as such.

5‐6  

5.6 Comparison Analysis of Alternatives The comparison between five alternatives based on environmental, social and economic impacts are described in table 5.1 given

on the next page.

Table 5.1: Comparative Analysis of Alternatives

Project Alternatives Impacts Environmental Social Economic

Alternative - I: Do Nothing Option

Emergence of high dust pollution spots on existing carriage way due to broken and damaged road.

• Increase in traffic accidents resulting in increased Heavy investment hospitalization and health related issues expenses

• Inability of Rescue 1122 to attend the patients of accident.

• commuters & drivers due to inhalation of dust pollution in loss of work days & pre mature mortality

• Inability of farmer to carry his produce to the market.

• Lack of industrialization on this road due to poor administrative control of police.

• The damage to cars , truck and buses due to broken road.

Alternative 2: Other Transport Modes Heavy investment

Comparatively generate lesser air and noise pollution

• Exclusion of large population from Air travelling, being unaffordable for poor population base of the country is poor.

• Eliminates freedom of movement on personal vehicles Restricts options to

• High cost for construction of railway and its operation

• Air travel is not practically possible between the two cities due to small

5‐7  

mass transit of people. • Long distances on existing

available route via Mureedka. • More travelling time, more

expenses, more fuel. • High cost of lying railway and

air ports.

distance and high cost of air ports.

Alternative 3; Widening of Existing Carriageway

Reduction in pollution and dust emission Cutting of trees

• Small damage to existing infrastructure and buildings Involves very small demolition of private infrastructure like small Shops and houses both sides of the ROW.

• People willingness as it is public demand since many years.

• Social benefits. • Medical benefits • Educational benefits • Safety benefits • Minimum distance between the

two cities. • Low cost than other options. • Enhance benefits to cities and

towns • Benefits of education for the

hinterland villages

• low resettlement cost of public & private infrastructure & utilities.

• More redevelopment along road and urban hinterland will be and sub urban areas able to deriveeconomic benefitssaving in time, money and fuel’

• more transport companies will be attracted;

• The industry of Gujranwala and Sheikhupura will expand on this road.

5‐8  

Alternative 4: Improved Traffic Management

• Control in traffic congestion andair and noise pollution through better trafficmanagement does not apply in this case because Road is broken.

• No loss of trees, Vegetation

• Traffic delays, congestion and accidents will become unavoidable for some time until two lane road reaches its exhaustion level

• Hinterland towns and villages will remain unconnected to the era of industrialization and modern transport.

• Heavy investment becomes avoidable for some time

• Towns and villages on hinterland will not be benefitted properly

5‐9  

5.7 Overview of Alternative Analysis The above analysis has discussed the pros and cons of each alternative to

Sheikhupura- Gujranwala road including the merits / demerits of the project itself in

environmental, social and economic terms. Based on the above analysis and taking

into consideration the future local and regional development, strategic and safety

considerations, social and economic sufferings of the project area, gap in

educational access particularly for girls, health and medical issues of Obstetrics,

increased crime rate in tehsil NoshehraVirkan, existing carriageway be dualized

which is the most environmentally safe and socially and economically viable option.

It is also long awaited demand of the people of Tehsil NoshehraVirkan.

6‐1 

Section - 6 Anticipated Environmental Impacts

6.1 General This section discusses the environmental impacts of the project activities at design,

construction and operational stages and suggests mitigation measures to eliminate

the project’s adverse environmental impacts or to minimize to acceptable levels

within the related legislative and regulatory framework.

The evaluation of impacts has been carried out on the basis of developing Impact

Matrix, in which impacts have been rated on the basis of their significance. For rating

impact significance, the following criterion has been developed;

NA - Not Applicable

O- Insignificant (no or minimal impact);

LA - Low Adverse (short term, reversible or less damage to the environment)

MA - Medium Adverse (long term reversible damage to the environment)

HA - High Adverse (severe irreversible adverse damage to the environment)

LB - Low Beneficial (short term benefits or less beneficial to the environment)

MB - Medium beneficial (Long term benefits to the environment)

HB - High Beneficial (perpetual benefits to the environment)

Table 6.1 and 6.2 shows the impact evaluation matrix for the construction and

operational stages of the project.

6.2 Pre Construction / Design Phase

This section discusses the envisaged environmental impacts and the recommended

mitigation measures to address and ameliorate impacts during the design phase of

the “Dualization of existing Sheikhupura- Gujranwala carriageway” project. Presently,

the project is at design stage, its alignment has been finalized and marked on the

ground through a topographic survey and drawings prepared showing all the ground

features falling in the Right of Way (ROW). The topographic survey was followed by

the environmental and socio economic survey for the collection of the baseline data

discussed in Chapter 4 (Description of the Environment).

6‐2 

Table 6.1: Sheikhupura - Gujranwala road: Environmental Impacts Evaluation Matrix - Construction Phase

S.# Environmental Physical Environment Biological Environment Socio Economic Environment

Components

Project Activities To

pogr

aphy

an

dDra

inag

e

Soil

Qua

lity

Land

scap

e PC

Surf

ace

Wat

er

Qua

lity

Gro

und

Wat

er

Qua

lity

Air

Qua

lity

Noi

se &

Vib

ratio

n

Flor

a

Faun

a

Agr

icul

tura

l Lan

d

Hea

lth &

Saf

ety

Dis

rupt

ion

of

Publ

ic U

tiliti

es

Empl

oym

ent

Popu

latio

n D

istu

rban

ce

Soci

al D

isor

der

Cul

tura

l /

Rel

igio

usVa

lues

Traf

fic

Man

agem

ent

1 Construction camps, Workshops etc O O O O LA LA O LA O LA LA O B O O B B

2 Excavation operations at borrow areas MA MA MA LA O LA LA O O O MA O B O O O O

3 Transportation of construction Materials O O O O O LA MA O O O LA LA B LA O O MA

4 Open storage of construction materials, fuels etc O HA LA MA LA LA O O O O MA O B O O O O

5 Earthwork operations (ROW Acquisition) O O LA O O LA MA LA O LA LA MA B MA O B MA

6 Operation of concrete batching Plants O LA O O O MA MA O O O MA O B O O O O

7 Operation of asphalt plants O O LA O O HA MA LA LA O MA O B O O O O

8 Crushing operations O O LA O O HA HA O O O MA O B LA O O LA 9 Use of generators O LA LA LA LA MA MA O LA O LA O B LA O O O 10 Construction of

embankments O O O O O LA LA O O O MA LA B LA O O LA11 Construction of culverts

and bridges LA LA LA O O LA MA O O LA LA O B LA O O HA Legend: O=Negligible/No Impact B=Beneficial LA=Low Adverse HA=High Adverse

6‐3 

Table 6.2: Sheikhupura –Gujranwala road dualization - Environmental Impacts Evaluation Matrix - Operation Phase

S.No Environmental Components Physical Environment Biological

Environment Socio Economic Environment

Component

Project Activities To

pogr

aphy

and

D

rain

age

Soil

Qua

lity

Land

scap

e

Surf

ace

Wat

er

Qua

lity

Gro

und

Wat

er

Qua

lity

Air

Qua

lity

Noi

se &

Vib

ratio

n

Flor

a

Faun

a

Publ

ic S

afet

y

Land

Use

Empl

oym

ent

Popu

latio

n D

istu

rban

ce

Econ

omic

Act

ivity

Com

mun

icat

ion

Syst

em

1. Road Maintenance Commercial/ Industrial Development O LA O O O LA LA O O LA O B O B O

2. Traffic O LA LA LA LA LA MA LA O LA B B B B B

O LA O LA O LA LA O LA LA O B O B B

Legend: O=Negligible/No Impact B=Beneficial LA=Low Adverse HA=High Adverse

6‐4 

6.2.1 Topography

The project is working on the existing carriage way therefore it will not affect the

topography of the area. However, it will changeto minor extent at some points like

covering of some of the area to its right of way due to change in existing alignment,

the construction of road embankments, weigh stations, service areas, bridges, etc.

This infrastructure will remain same and undisturbed. The existing natural green

topography of the area comprising of agriculture fields, trees, grasses and shrubs

etc. will remain intact. However, there are trees on both side of the ROW. About 953

are expected to be cut during this project, which will be replaced by 25000 trees

along the ROW of newly constructed road. Therefore, minor change in the

topography due to cutting of trees will be temporary in nature and recovered through

fresh plantation. Hence, area will have no notable adverse impact on the existing

environment.

Mitigation Measures The project design should include measures to maintain the project landscape that

matches the pre project natural green features achievable through plantation. The

project should include a Plantation Plan along with allocated cost as part of the

Project Cost Estimates

6.2.2 Land Acquisition Resettlement One of the major project’s impacts arises out of the acquisition of land from the land

owners and the resulting displacement of their families and disturbances in the

livelihoods of the affected persons (AP) in the project area. A land measuring 112

acre will be acquired for the 43 Km long dual carriageway in addition to the existing

with a 32.1 m wide Right of Way (ROW). The topographic survey shows that

proposed road passes the existing road having fertile land comprising of agriculture

fields and orchards with some cluster of houses / shops or temporary structures

falling within the proposed Right of Way (ROW) of the alignment. The impact is

permanent and minor negative in nature.

Mitigation Measures Careful design and selection of route alignment at the design stage by avoiding

residences will minimize impacts on these families. The maximum design is made in

6‐5 

existing ROW however widening of road will required acquisition of land for dual

carriageway. However,no schools and villages are being affected through this

project. Ninety percent (90 %) of the land on which the road is being built is open

unconstructed land. The owners of this land will be paid according to existing market

rates plus applicable compensation. Affected People (AP) should be compensated

for the land coming in the ROW as per the provisions of LARP.

6.2.3 Changes in Landuse The current landuse within the ROW of the project is road and open unconstructed

land. The project is expected to increase the land value particularly near the main

population centers as well as agricultural areas where investors and entrepreneurs

will establish industry, shops, shopping centers, hotels, filling stations and housing

colonies creating new employment and economic opportunities for the locals. The

enhanced commercial activities in these areas due to dual carriage way will increase

the land cost creating opportunities for the landowners to fetch better price through

the sale or renting out of their land. The overall impact will be major positive in

nature.

Mitigation Measures Proper compensation to the satisfaction of affected persons may be provided.

6.2.4 Social Issues The proposed project in construction phase will be a source of inconvenience /

hindrance for the locals in the performance of daily life businesses, where access will

be obstructed by construction work. The alternate routes will be provided to facilitate

the traffic flow. This will result in inconvenience to farmers, their families. The

inconvenience will be temporary in nature and the people are ready to bear it with

pleasure as it is demolishing many social hindrances of the people of the area

through worst condition of existing road. During the course of survey some

stakeholders mentioned “if our house or shop is going to be demolished, no matter

but the road must be dualized”.

Mosques, tomb and graves coming within the ROW, the details of which are attached as annexure will be dealt with under the Land Acquisition Act 1896 for compensation. CWD will provide alternative land for shifting these structures.

6‐6 

Mitigation Measures Mitigation measures include provision of alternate routes for the vehicles and

pedestrian during the period of construction of road.

CWD to arrange alternative land for the shifting of mosques, tomb and graves

6.2.5 Physical and Cultural Resources The design consultant has set out the finalized alignment on the ground and has

prepared inventory of obstructions falling within the ROW (Details attached as

annexure). Graveyard with a covered area of 0.36 acre and mosques & tomb of with

covered area of 0.27 acre are falling within the ROW, besides there are no cultural

resources such as parks and shrines etcwithin the ROW. Cultural resources are

significant because of the religious and emotional attachment of the people to these

places. The occurrence of physical and cultural resources within the alignment has

been avoided to best possible extent while selecting route alignment of the

carriageway. The people are willing at every cost to see the road dualized. They are

anxious and crazy about the positive outcomes of the project.

Mitigation Measures Mitigation measures will include maximum avoiding the cultural resources to come

under the ROW.

CWD to arrange alternative land for the shifting of mosques, tomb and graves

6.2.6 Biodiversity Conservation and Natural Resource Management The proposed alignment will result in the cutting of about 953 trees of different

species(kiker, shishum, jamen, melbury, eucalyptus,etc.) falling within the ROW.

This will have slight adverse effect on the ecological habitat of the project area.

There are no wildlife parks and protected areas in the project area. The moderate

impact will be permanent and negative in nature. The road is not going to interfere

the passages and free movement of the wild or pet life of the area.

Large shade trees generally provide greater ecological benefit than do smaller

ornamental trees. Therefore, the number of shade trees and ornamental trees

proposed as replacement trees should be comparable to the number of trees that

are to be removed from the site.

6‐7 

Mitigation Measures The proposed mitigation measures include;

• Plan for the plantation of 25000 trees all along road

• Provision of compensation in the project budget for the loss of trees to the

affected people and its reforestation.

• Disallow introduction of invasive / exotic species and native species should

be recommended for plantation;

• Provision of animal corridor for the free movement of faunal species and

livestock across the carriageway.

6.2.7 Air Quality and Noise Level The project will replace the present dilapidated road condition to good road which will

decrease the SPM level(particulate matter), NOx and SO2 and noise levels of the

project area. The impact is permanent and moderately negative in nature.

Mitigation Measures

• Incorporate technical design features that enable continuous traffic flux and

avoidance of congestions e.g intelligent sign boards, speed limits, rest

areas and bays etc.

• Consider noise barriers in sensitive areas (populated areas through which

the road will pass) in the form of high boundary walls (concrete or wood)

and earth beams;

• Allow only the vehicles that meet the national and international emission

standards.

6‐8 

6.2.8 Solid Waste Management Proper solid waste management system is necessary for the prompt, timely and

efficient disposal of solid waste for the reduction of its impacts. Impacts due to solid

waste are expected to be temporary and minor negative in nature;

Mitigation Measures

• Solid waste will be disposed of at the solid waste disposal sites of

Municipal Corporation Sheikhupura and Municipal Corporation Gujranwala.

6.2.9 Excavation of Earth The excavation of earth from borrow areas and for clearance from ROW may result

in change of edaphic characteristics, loss of fertile top soil of ROW and may affect

the agriculture of the project area. The fertile plough layer will be wasted, if the

construction of the project is carried out on the top of the fertile layer. This impact is

permanent and major negative in nature;

Mitigation Measures

• Plain agriculture land will be avoided for borrowing of materials, as far as

possible from the landowners for lowering the land to create new irrigation

polders;

• During construction stage contractor needs to obtain approval for

excavation and submit the plan of rehabilitating the site after excavation;

• The top one meter plough layer could be excavated stored and used during

the rehabilitation of the borrow areas.

6.2.10 Public Utilities The proposed project may affect public utilities resulting in the disruption of the

public services in the project area like sewerage line, water line and electric poles at

Tatlayaaliand MajooChak. The impact is temporary and minor negative in nature

until the services are restored.

Mitigation measures All public utilities likely to be affected by the project need to be relocated well ahead

of the commencement of the construction work.

6‐9 

6.2.11 Change of Hydrological Regime Project area lies in Rachana Doab and is known for its extensive network of irrigation

canals, distributaries and water courses feeding the agricultural fields. River Chenab

flowing in the north of the project area is the source of water of these irrigation

channels that irrigate large patches of agriculture land on its way and terminate

inRiver Ravi. Upper Chenab Canal(UCC), Lower Chenab canal, Burala Canal and

Khanpur Canal are the major irrigation canals of Rachna Doab. No major canal is

crossing the project line. The project area is almost flat but has a natural slope

towards south - west. No large embankment will be built in the area which may

impact the existing drainage patterns of the project area negatively. Groundwater

which is the main source of drinking water drawn through hand pumps and tubewells

will have no impact due to no change in the drainage pattern of the area.Flooding

pattern will not be affected. Crossing of three minors and some drains will involve

construction of bridges at already given positions for the crossing of drains and water

courses, small bridges and culverts would be constructed for dual

carriageway.Therefore, overall impact would be no negative.

Mitigation Measures

• Proper design of bridges on canals to accommodate design flows worked

out after incorporating the impact of the traffic flow;

• Provision of small bridges and box culverts in line with the existing drainage

pattern of the area to control flood damages and provision for the safety of

embankment;

6.2.12 Loss of Agriculture Land Agriculture is the main economic activity of the project area which is not going to be

affected by acquiring only 112 acre of land in addition to the ROW of existing road.

The land is open unconstructed land. The construction of road, is going to yield

dividends for the people of the area in terms of better transport facilities and

economic opportunities, social amelioration available to farmers for enhancing crop

yield by harnessing modern equipment, seeds and feed for improved cultivation. This

road will remove the hurdles of farmers to carry the produce to market of

Gujranwala, Lahore and Faisalabad which are being experienced by people of the

area.

6‐10 

The impact is insignificant in nature. No Mitigation measures required.

6.3 Construction Phase Following is the brief description of the envisaged impacts and the proposed

mitigation measures during the construction phase of the project;

6.3.1 Topography The project area has a flat topography. Construction of embankment for will involve

clearing of the land, dismantling of existing road links falling in the ROW and the

filling of land for the construction of embankment. The borrow pits used for the

excavation of earth to fill the embankment may lead to the erosion of top soil cover.

The impact is permanent and minor negative in nature.

Mitigation Measures Where the use of agriculture land is unavoidable, the top 30 cm of the plough layer

will be stripped of and stockpiled for redressing the land after the required borrow

material has been removed;

Where deep ditching is to be carried out, the top 1 m layer of the ditching area will be

stripped and stockpiled. The ditch will initially be filled up with scrap material from

construction material and then leveled with the stockpiled top soil;

Ditches and borrow pits that cannot be fully rehabilitated will be landscaped to

minimize erosion and to avoid creating hazards for people and livestock;

Landowners will be compensated according to the terms of lease agreements

negotiated with them and the restoration action agreed upon by the contractor will be

duly verified.

6.3.2 Soil The project area lies in the flood plains of Ravi and has fertile land. Soil erosion may

occur on roadside along the shoulders of the road, at contractor’s camps and at

embankment work as result of uncontrolled run - off from equipment washing yards,

excavation of earth cutting operations and clearing vegetation; whereas

6‐11 

contamination of soil may be caused by oil and chemical spill at asphalts plant soils,

workshop areas and equipment washing yards. The unauthorized use of borrow

areas and quarries, soil erosion may occur resulting in the degradation of landscape.

This may limit the use of land for agriculture purposes. The impact is temporary and

moderate negative in nature;

Mitigation Measures

• Soil contamination by asphalt will be minimized by placing all containers

into a bounded area away from water courses;

• Provision of impervious platform with oil and grease trap for collection of

spillage during equipment and vehicle maintenance;

• Collection of oil and tube drips in container during repairing of construction

equipment vehicles;

• Providing impervious platform and collection tank for spillage of liquid fuel

and lubes at storage area;

• Decanting and controlled disposal of oil and grease as collected at

collection tanks of maintenance yard and chemical storage area;

• All spoils will be disposed at the disposal site and the site restored back to

its original condition before handing over;

• Non - bituminous wastes from construction activities will be dumped in

approved sites, in line with the legal prescriptions for dumpsites;

• Productive land or land adjacent to agricultural / irrigated land may not be

preferred for excavation;

• Non - productive barren lands in broken terrain, nullahs and publicly

recognized wastelands would be given preferences for borrowing materials;

• Aggregate required for construction procured from queries and river beds

will need approval from authorities.

6.3.3 Physical Cultural Resources There are no monuments or sites of historical significance located all along the

alignment, declared so by UNESCO or any relevant institution.

6‐12 

As the project involves excavation work and in case of accidently discovered

archeological / historical heritage during the construction phase, contractor should

stop the activities immediately and inform the client.

6.3.4 Construction Camps / Camp Sites Contractor will establish Camps at different locations in the project area according to

the ease in managing the project’s constructions operations. The establishment of

construction camps may result in the loss of vegetation and assets and upon

completion of the project the camp sites may not be appropriately rehabilitated to the

desired level. The impacts would be minor negative.

Mitigation Measures Construction camps are a source of range of impacts. The table 6.3 summarizes the

potential impacts, mitigation measures to minimize the likelihood, extent and duration

of their occurrences and any associated adverse effects.

Table 6.3: Summary of Potential Impacts and Mitigation Measures due to Camp Sites

Potential Impacts Proposed Avoidance and Mitigation measures

Environmental • Temporary habitat loss or

disturbance • Temporary visual intrusion • Noise level increase at a

single location and associated disturbance to wild life and human receptors

• Waste generation • Discharge of sanitary

effluent and rainwater runoff to water course

Environmental • Individual trees and shrubs of high

conservation value to be marked and preserved wherever possible or transplanted if the root conditions are suitable for such an operation;

• Reinstate any temporary facilities to pre existing conditions in an ecologically sensitive areas;

• Implement landscaping plan for all facilities in areas where high landscape value and visual vulnerability to the proposed activities warrants site specific landscape restoration measures;

• Limit the working hours of noisy activities when near identified sensitive receptors to normal day time working hours;

• Operate equipment in a manner sympathetic to the ambient noise environment. Do not leave equipment idling unnecessary;

• Eliminate the tonal, impulsive or low

6‐13 

frequency noise through noise control engineering techniques where practicable (fitting of mufflers, damping etc) and substitute for a different method if necessary (e.g instead of hammering actions, use hydraulics)

• Provide adequate warnings of impeding works to all potential receptors within a 1 Km corridor surrounding the right of way (ROW) via public notices and local news;

• Implement Waste Management Plan to include procedures for the classification, storage, and disposal of all construction wastes and the training of employees who handle hazardous materials;

• Ensure the treatment of sewage upto the standards before discharging in the irrigation channels or water courses.

Social Workers Camp Siting:

Social • In order to minimize social disturbances

as a result of construction workers, existing camps from previous projects should be a first preference, State land should be a second preference followed by land where there is a willing lessee.

• The project will seek to avoid siting construction camps where the presence might lead to any conflict;

• Employment policies which aim to maximize job opportunities for the local people will help to minimize tensions caused by different socio cultural values;

• Training will be provided to all staff, both national and expatriate on camp management rules and overall discipline and cultural awareness including inappropriate languages. This should be accompanied by:

• Frequent briefing on camp rules • A community relations orientation to

increase awareness about the local area, cultural sensitivities and the project Code of Conduct

• Awareness raising on health considerations

• The construction contractor is required to develop a Construction camp management Plan to address;

6‐14 

• discipline; • Community Liaison • Ethnic tensions • Market distortions • Communicable diseases A Code of Conduct Camp Rules will be required within Construction Camp Management Plan, which provides policies and a disciplinary framework with respect to worker behavior

Camp Location The final location and number of sites will be determined by the construction contractor and agreed with supervision consultant

Camp Location The construction contractor will be required to assess the environmental / social sensitivity of any additional or alternative sites prior to their approval for adoption

Some additional mitigation measures will include;

• All efforts during the design stage should be made to minimize the

removal of existing macro plants at camp sites;

• The contractor will provide the plan for the removal & rehabilitation of site

upon completion

• Photographical and botanical inventory of vegetation before clearing the

site

6.3.5 Health and Safety a) Occupational Health and Safety Occupational Safety and Health Administration (OSHA) standards require that

employer (Contractor) comply with standards set by OSHA to provide employee with

a worksite that is free from recognized hazards that are likely to cause death or

health hazards.

Workers activities at the project site may involve storage, handling and transportation

of hazardous construction material. Health and Safety measures need to be

practiced to prevent the occurrence of any untoward incident that may lead to death

or severe injuries. Contractor needs to provide safe and healthy working conditions

and environment for the prevention of accidents taking into account the risks

associated with road construction projects.

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Mitigation Measures • Use personnel protective clothing and health & safety equipment;

• Obligatory insurance against accidents for laborers / workers;

• Providing basic medical training to specified work staff and basic medical

service and supplies to workers;

• Layout plan for camp site, indicating safety measures taken by the

contractor, e.g. firefighting equipment, safe storage of hazardous material,

first aid, security, fencing, and contingency measures in case of accidents;

• Work safety measures and good workmanship practices are to be followed

by the contractor to ensure no health risks for laborers;

• Protection devices (earmuffs) will be provided to the workers doing job in

the vicinity of high noise generating machines;

• Provision of adequate sanitation, washing, cooking and dormitory facilities

including light up to satisfaction;

• Proper maintenance of facilities for workers will be monitored;

• Provision of protective clothing for laborers handling hazardous materials,

e.g.

• helmet, adequate footwear for bituminous pavement works, protective

goggles

glovesetc;

• Ensure strict use of wearing these protective clothing during work activities;

• Elaboration of a contingency planning in case of major accidents;

• Instruct foremen to strictly enforce the keeping out of non-working persons,

particularly children, off work sites;

• Adequate signage, lightning devices, barriers, yellow tape and persons with

flags during construction to manage traffic at construction sites, haulage

and access roads.

a) Community Health and Safety

The execution of project will involve short term increase in the traffic flow as result of

the movement of trucks, heavy vehicles and construction machinery on the existing

roads wherepresently traffic movement was low and thin. The dualization of road will

accelerate density of traffic as well as flow. This situation may lead to road side

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accidents inflicting injuries to the local commuters unfamiliar with the heavy traffic

movement on these roads.

Oil spillages, leakages from vehicles and improper disposal of other liquid wastes

from the Camp site may cause deterioration of surface and groundwater quality

affecting the community water supplies dependent on these sources to meet their

drinking water requirement.

Mitigation Measures

• Proper control on construction activities, Oil spillage and leakage of

vehicles;

• Borrow areas should be fenced properly and banned for the movement of

the residents;

• Regular medical checkup of workers should be conducted and the workers

with transmittable disease should be sent on leave for proper care and

cure;

• Create awareness about road safety among the drivers operating

construction vehicles;

• Public should be timely informed of the planned construction activities

causing suspension of civic services, road blockages and any construction

activity near the settlements;

• Close consultation with local communities to identify optimal solutions for

diversions to maintain community integrity & social links;

• Seeking cooperation with local educational facilities (school teachers) for

road safety campaigns;

• Provision of proper safety and diversion signage, particularly at urban

areas and at sensitive / accident-prone spots.

• Setting up speed limits in close consultation with the local stakeholders;

• Provide additional guard rails at accident-prone stretches and sensitive

locations (schools);

• Create health awareness among the workers through training and

dissemination material for the prevention of diseases;

• Implementation of diverse interventions aimed at eliminating the factors

that lead to disease;

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• Sanitary conditions improvements and elimination of breeding habitat close

tohuman settlements;

• Eliminate any unusable impounding of water;

• During construction work, pedestrian and vehicular passages should be

provided for crossing near settlement;

• Fencing should be strong enough not be broken easily by local people for

making passages;

• Eliminate the possibility of the discharge of any wastewater upstream of the

point of public supply;

• Batching plants should be installed away from settlements.

• Supply of water to construction camps from tubewells installed for this

purpose and if used from public water supplies, it should not affect the

regular community water supply.

6.3.6 Borrow/ Open Pits Mining of borrow areas will have negative impact on soil resources due to the

removal of top soil and other layers of soil causing loss of vegetative cover and soil

erosion. Borrow pit if not properly closed can become a source of mosquito breeding,

land disputes, hazardous to livestock and human being and solid waste dumping

ground creating unhygienic conditions in the area. This impact is permanent and

minor negative in nature.

Although the borrow area cannot be returned to its former state but efforts should be

to eliminate its residual impacts during the closure process and where possible

ensure that these are at least eliminated or curtailed.

Mitigation Measures

• The extraction must be conducted from a legally approved and

environmentally acceptable borrow area with proper restoration;

• Spray of water around the borrow areas during extraction to mitigate the

escape of dust particles from the soil;

• The borrow area must be remotely located away from residential and office

areas;

• Conversion of borrow pits into fish farms should be investigated;

• No excavations should be allowed within distance of 500 m to ROW;

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• In borrow pits, the depth of the pit will be regulated so that the sides of the

excavation will have a slope not steeper than 1:4;

• Soil erosion along the borrow pit should be regularly checked to prevent /

mitigate impacts on adjacent lands;

• In case borrow pits fill with water, measures have to be taken to prevent the

creation of mosquito-breeding sites.

6.3.7 Pollution Prevention and Abatement The construction activity is a source of air, water and noise pollution which must be

addressed to eliminate the potential impact on the health of the workers and the

communities living nearby. Punjab Environmental Protection Act 1997 (Amended

2012) provides the Provincial Environmental Quality Standards (PEQS) covering air

emissions, water quality and noise standards to be followed to minimize the impacts

of human activities including construction on environment.

The highway project like this one is expected to deploy heavy construction

machinery such as trucks, dumper trucks, excavators, bulldozers, road rollers,

graders, road cleaning equipment, tractors, concrete batching plants, asphalt plants,

generators and heavy cranes etc. Most of the construction vehicles and equipment

operates on diesel and generates variety of emissions (SOx, NOx, CO, PM10 & soot

etc) creating risks for the environment and the health of the workers and local

inhabitants if the “National/ provincial Emission Quality Standards for Motor Vehicles

Exhaust and Noise” and “National/ Provincial Environmental Quality Standards for

Industrial Emissions” and other related international standards are not met in their

respective spheres. The construction work also generates dust blown from the

excavation and dumping of earth, demolition of structures and movement of

construction vehicles and machinery which adds to the concentration of suspended

particulate matter in the atmosphere.

The construction of a road project may also generate small quantities of hazardous

waste and other contaminants. The impacts of different project activities and their

appropriate preventive and abatement techniques and mitigation measures are

discussed below:

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a) Air Quality Air quality is one of the resources that sustain life. Maintenance of air quality to

required standards is one of the pre requisites to a healthy life.

Emission from construction site into the atmosphere includes particulate matter

(dust, motor vehicle emissions and smoke) odor. Such emissions can have adverse

impacts if not properly managed and controlled. Emissions can be discharges from a

point source (an exhaust point) through venting a specific piece of equipment, a

fugitive source from the road being built or the area source across the site

(excavation pits, roads or waste stockpiles). Emissions may be carried over longer

distances depending upon the wind speed, direction, temperature of surrounding air

and atmospheric stability.

The critical sources of air pollution during the construction phase will be:

• Asphalt plants that generate toxic emissions which contain unburnt carbon

particles, sulphur compounds and dust from batch preparation;

• Borrow areas that generate fugitive dust during excavation;

• Traffic diversion routes marked along dirt tracks that generate fugitive dust

when in use by vehicular traffic;

• Transportation of materials and other construction activities that create dust

emissions.

During construction, the continuous operation of machinery and movement of heavy

trucks and vehicles may generate gaseous emissions and have a minor negative

impact on the surrounding environment for short duration.

The dust / particulate matter generated from the road construction activity is not only

a source of nuisance to the adjacent occupants or nearby settlements (particularly

sensitive landusers such as schools, hospitals and residential areas) but also poses

a potential health risks. Health studies have established a relationship between fine

particulate matter and respiratory problems particularly for the people with high risks

groups children, asthmatic and elderly.

Air sensitive receivers (ASRs) of the project area include general public, dispensary,

nursery, school, mosques, fruit gardens, shops owners, general public in the market,

travelers on the road and residents of the population centers along the road, market,

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pedestrians, school going children etc. Any other premises or places having similar

sensitivity to the air pollutants may also be considered to be the sensitive

receptors/receivers.

Based on the criteria set out above, the representative ASRs have been identified

close to the Project Site and a brief description of the representative ASRs is

presented in Table 6.4

SR.No. ASRs Categories Location Use

1 Schools Along the Alignment Institutional

2 Mosque Along the Alignment Worship Place

3 Madarssah(Religious School) Along the Alignment Worship Place

4 Shrine and Astana Along the Alignment Shrine/ Graveyard

5 Tomb and Mosques Along the Alignment Graveyard/Worship Place

7 Dispensary Along the Alignment Health facility

8 Basic Health Centre Along the Alignment Health facility

9 Thick Population Along the Alignment Residential and commercial

10 Scattered Population Along the Alignment Residential

11 Shops Along the Alignment Commercial

12 Fruit & VegetableVendors Along the Alignment Commercial

Table 6.4: Categories of Air Sensitive Receivers (ASRs)

Mitigation Measures • All vehicles, machinery, equipment and generators used during

construction activities should be kept in good working condition and be

properly tuned and maintained in order to minimize the exhaust emissions;

• Open burning of solid waste from the Contractor’s camps should be strictly

banned;

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• Preventive measures against dust should be adopted for on-site mixing and

unloading operations. Regular water sprinkling of the Site should be carried

out to suppress excessive dust emission(s);

• Emissions from power generators and construction machinery are

important point sources at the construction sites. Proper maintenance and

repair is needed to minimize the hazardous emissions. The emissions of all

the working machinery should comply with the emission standards of

smoke, CO, NOx, SO2 and noise.

• Asphalt plants should be located at least 500 meters downwind from

populated areas, wildlife habitats and contractor’s camps to minimize the

impact of dust emissions;

• Asphalt, hot mix and batching plants should be equipped with dust control

equipment as a pollution preventive measure such as fabric filters or wet

scrubbers to reduce level of dust emissions. The bag filters may be

periodically replaced for effective dust control. The asphalt plant should

comply the emission standard of 300 mg/Nm3 which will assure the health

safety of the public

• PEQS applicable to gaseous emissions generated by construction vehicles,

equipment and machinery should be enforced during construction works;

• Ensure precautions to reduce the level of dust emissions from hot mix

plants, crushers and batching plants e.g. providing them as applicable, with

protection canvasses and dust extraction units. Mixing equipment should

be well sealed and equipped as per existing standards.

• The ambient air quality must be periodically monitored to assure the

compliance of air quality standards and submitted to EPA.

• The sensitive receptors must beisolated / covered with invisible sheet to

discourage the travelling of air pollution and noise into their premises

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Fig: 6.1 Some of the sensitive receptors along the carriageway.

The majority of dust problems caused during the construction phase of the project

could be effectively mitigated by the implementation of simple procedures by the

Contractor including but not limited to the following:

• Service / Diversion roads (used for earthmoving equipment and general

transport) should be regularly sprayed with water during dry weather;

• All excavation work should be sprinkled with water;

• Construction workers should be provided with masks for protection against

the inhalation of dust;

• Vehicle speed in the project area should be prescribed not more than 20

km / hr and controlled accordingly;

• Vehicles used for construction should be tuned properly comply the

emission standards and regularly control emission of exhaust gases.

b) Noise Road construction project sites are a very common source of noise pollution.

Theyare often in areas which were quiet before the commencement of the project

and therefore the noise generated from their activities is very noticeable.

Construction noise is an anticipated part of a development therefore restriction on its

level is prescribed as part of the prevalent environmental regulation. The compliance

of ambient noise levels of PEQS 2016 should be strictly followed especially near the

critical receptors. The permitted noise values in residential areas is 55 dB(A) for day

time.

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Main sources of noise are heavy construction machinery such as bulldozers,

excavators, stabilizers, concrete mixing plant, pneumatic drills, stone crushers

asphalt plants and other such equipments. The above machinery is expected to

generate noise levels that would be severe in the areas where previously no

roadside construction activity is done as in the case of the proposed project. Noise

generated by construction machinery is likely to affect sensitive receptors located

within 50 meter of the proposed carriageway. This impact is temporary and minor

negative in nature which can be controlled through above said mitigation

measures.Table 6.5 illustrates the impacts of different noise levels on human beings.

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Noise Level dB (A) Situation

194 Lung damage

180 Ear drum rupture

150 Absolute limit with ears protected

150 Maximum of instantaneous noise

135 Absolute maximum with ears unprotected

100 Prolonged noise causing permanent damage

90 Factory work for an 8-hour day, 5 days a week

*85 Ear protection should be worn

80 Noise on building or construction sites

70 Normal road traffic near residential areas

*Above 85 dB (A) ear protection devices should be worn.

Table 6.5: Maximum Limits of Noise Levels

According to Table 6.6 given below, which presents the damage risk criteria for

hearing loss, noise level above 110 dB(A) can be tolerated for half an hour

only.

Sr. No. Maximum Allowable Duration per day (Hours) Noise-Level in dB (A)

1 8 90

2 6 92

3 4 95

4 3 97

5 2 100

6 1 ½ 102

7 1 105

8 ½ 110

9 ¼ or less 115 (Max.)

Source: Occupational Safety and Health Administration, OSHA, USA Table 6.6: Damage Risk Criteria for Hearing Loss

“Provincial Emission Quality Standards for Motor Vehicles Exhaust and Noise”

applicable in the project area are 85 db(A) measured from a sound meter located 7.5

meters from the source. The level of noise in ambient air cannot be exceeded from

45 and 55 dB(A) in residential areas for night and day respectively. The silence

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zones like hospital and school have further stringent standards of 45 and 50 for night

and day time. The PEQS of noise are at Annexure last.

Noise Sensitive Receivers The existing carriageway passes from the population centers where residential

areas, schools and BHU are situated which cannot be avoided. Table 3.11 identifies

the location of houses or cluster of houses falling on the ROW. Though the houses

falling on the ROW will be acquired and demolished with compensation granted to

the owners, however, the houses / residential areas / institutions / mosques located

close to the ROW will be the most vulnerable to noise pollution. Based on the criteria

set out above, the representative Noise Sensitive Receivers (NSRs) have been

identified close to the Project Site and a brief description of the representative ASRs

is presented in Table 6.7 below:

SR. No. NSRs Categories Location Use

1 Schools Along the Alignment Institutional

2 Mosque Along the Alignment Worship Place

3 Madarssah (Religious School)

Along the Alignment Worship Place

4 Shrine and Astana Along the Alignment Shrine/ Graveyard

5 Monument Along the Alignment Historical Place

6 Tomb and Mosques Along the Alignment Graveyard/Worship Place

7 Dispensary Along the Alignment Health facility

8 Hospital Along the Alignment Health facility

9 Thick Population Along the Alignment Residential

10 Scattered Population Along the Alignment Residential

11 Shops Along the Alignment Commercial

12 Fruit & Vegetable vendors

Along the Alignment Commercial

Table 6.7: Categories of Noise Sensitive Receivers (NSRs)

For the prediction of noise during monitoring, generated from the machinery used for

the construction activities and its effect on the Noise Sensitive Receivers (NSRs), a

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model can be developed for determining the source machinery producing the highest

noise and manage it accordingly.

Construction equipment sound levels are the sound levels emitted by equipment

under actual field operating conditions. Construction equipment operate under two

primary modes- mobile and stationery. Mobile equipment such as dozers, scrapers

etc. operate in a cycles in which full power is followed reduced power. Stationery

equipment can be sub divided into two groups: one group such as compressor,

batching and asphalt plants and generators which operate at constant power

whilejack hammers, auger drill falls into impact machinery with instantaneous sound

levels. The following mitigation measures are adopted to minimize noise in the

project area;

Mitigation Measures

• Selection of up-to-date and well maintained plant or equipment with

reduced noise levels ensured by suitable in-built damping techniques or

appropriate muffling devices;

• Isolation of sensitive receptors with sound breaking sheets.

• Confining excessively noisy work to normal working hours in the day, as far

as possible; work near sensitive receptors may be done only daytime.

• Providing the construction workers with suitable hearing protection like ear

cap, or earmuffs and training them in their use;

• Preferably, restricting construction vehicles movement during nighttimes;

• Heavy machinery like percussion hammers and pneumatic drills should not

be used during the night without prior approval of the Client;

• Vehicles and equipment used should be fitted, as applicable, with silencers

and properly maintained;

• Use of low noise machinery, or machinery with noise shielding and

absorption;

• Contractors should comply with submitted work schedule, keeping noisy

operations away from sensitive points; implement regular maintenance and

repairs and employ strict implementation of operation procedures;

• Noise barriers in sensitive areas in the form of high boundary walls

(concrete or wood), earth berms, etc. in front of schools, hospitals and

mosques;

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• Public hearings to discuss appropriate solutions and materials to control

noise (e.g. mud or brick walls, bushes, etc.);

• Locating the rock crushing, concrete mixing, and materials shipment yards

at least 2 km from residential areas, particularly schools, hospitals, and

nursing homes will also help reduce local noise levels. Such activity taking

place near or through villages will broadcast continuous noise in the 70 - 80

dB (A) range or above.

c) Construction Waste, Solid waste, Sewage & Oil Spillages The construction activities will generate waste at construction and contractor’s camp

sites. The construction waste is classified as a) Chemical waste (paint residues,

lubricants, spillages from machinery, asphalt / bituminous waste and other oily

waste) b) Construction waste (waste spoil, surplus excavated material, wood,

glass, plastic, steel metal, sewage, wastewater, effluent containing sand, cement, silt

or any other suspended or dissolved material to flow from site to any other adjoining

land, storm water drain, sanitary sewer or any waste matter or refuse to be deposited

anywhere within the site or any adjoining land) c) Non Construction waste (General

litter and daily refuse).

The project will not generate any waste that can be categorized ‘Hazardous waste’

as per definition of the hazardous waste defined in the Punjab Environmental

Protection Act 1997 (Amended 2012). The project waste will result in unhygienic

conditions, health risk to work force and public at the camp site. This impact is

temporary and minor negative in nature.

Mitigation Measures

• Wastewater effluent from contractor’s workshop and equipment washing

yards would be passed through gravel / sand beds to remove oil / grease

contaminants before discharging it into natural flow patterns/streams;

• Training of work force in the storage and handling of materials and

chemicals that can potentially cause soil contamination;

• Solid Waste generated during construction and camp sites will be safely

disposed in demarcated waste disposal sites and the contractor will provide

a proper waste management plan;

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• Proper labeling of containers, including the identification and quantity of the

contents, hazard contact information etc.;

• Handing over of hazardous waste to waste management facility approved

by EPA.

• Emergency Response plan should be prepared to address the accidental

spillage of fuels and hazardous goods;

• Immediate collection of spilled oils / fuels/lubricants by collection of

contaminated soils and skipping oils from surface water by applying

appropriate technologies;

• Reusing bitumen spillage;

• Disposing non-usable bitumen spills in a deep trench providing clay linings

at bottom and filled with soil at the top (for at-least 0.5m);

• Used oil should be collected in separate containers stored on impervious

platform with restricted access and must be sold to licensed contractor and

the burning of waste oil should be strictly restricted;

• Segregating and stockpiling scarified / milled bituminous material and

reusing this material in sub grade/shoulders;

• Collecting and stockpiling excessive bituminous material for reuse or

controlled disposal;

• Training of employees involved in the transportation of hazardous material

regarding emergency procedures;

• Providing the necessary means for emergency response on call 24

hours/day;

• The sewage system for camps will be properly designed (pit latrines or, as

required, septic tanks) to receive all sanitary wastewaters;

• Lined wash areas will be constructed within the camp site or at site, for the

receipt of wash waters from construction machinery.

d) Green House Gas (GHG) Abatement The main sources of greenhouse gases (CO2, CH4, NOxetc) during the construction

activities of the proposed project will include both mobile and stationary sources. The

mobile source will be the construction and transportation vehicles while the

stationary source will be the batching and asphalt plants. Emissions of greenhouse

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gases cause global warming and other climatic changes on regional and global

scale.

Mitigation Measures

• Maximum plantation on the ROW as sink of CO2.

• Energy efficient machinery may be used to lessen the combustion of fuel

quantity.

• Maximum solar lights may be used to minimize the CO2 emission.

• Regular motioning of the vehicles for engine efficiency;

• Avoid any unnecessary work and transportation;

• Alternative energy resources should be considered where possible;

• NEQS applicable to gaseous emissions generated by construction

vehicles,

• Equipment and machinery should be enforced during construction works.

6.3.8 Resource Conservation The materials to be used in the construction of this dual carriageway are

nonrenewable and therefore their sustainable use is necessary for the future use.

Large quantities of water are used in the construction of concrete structures and in

watering the unfinished surfaces. Use of water is of major concern while developing

resource conservation strategy. Although required water is available in the project

area but its use might affect the community depending on same sources of water

consumption. Other construction material like aggregate and sand are locally

available at some favorable stretches and for other can be had as from those

sources with extra haulage with no concern for scarcity in future use. Bitumen is not

locally produced for all reaches and everywhere and its sources are identified and

available so its sustainable use is prerequisite.

Mitigation Measures

• Wastage of water should be reduced by training the workers involved in

water use.

• Wastage of water should be controlled through providing proper valves and

through controlling pressure of the water.

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• Water jets and sprays should be used for watering surfaces rather than

using overflow system.

• Source of water should be carefully selected. Water use should not disturb

the existing community water supplies.

• Unnecessary equipment washings should be avoided

• Use optimal quantity of bitumen for road surfacing.

6.3.9 Energy Efficiency Construction Camps may be located near the urban centers where electricity of

theurban center will be shared by the camps. In this regards contractor is expected

to fulfill all the codal formalities of LESCO (Lahore Electric Supply Company) &

GESCO (Gujranwala Electric Supply Company)which ismain distribution company of

the project area. Diesel and residual fuel oils will be used to operate construction

machinery and asphalt and batching plants. Sustainable use of energy resources is

very important to ensure its availability for the future generations use and to reduce

air emissions. For conservation of energy, efficiency of the engines and burning

processes is very important. Electricity shortage is not expected but the sustainable

use of diesel and residual fuel is necessary.

Mitigation Measures

• Ensure adequate insulation to reduce heat loss through batching plants;

• Regularly monitor CO and CO2 content of the flue gases to verify that

combustion systems are using practical excess air volumes;

• Maintain clean heat transfer surfaces in asphalt batching plant;

• Regular service of the vehicles and plants will reduce the mechanical

losses of energy.

• Maximum use of solar lights.

6.3.10 Surface and Groundwater Kulaywali minor canal and Ghumanwala canal are the major irrigation channels

flowing in the project area. These water bodies might get contaminated due to the

disposal of construction of waste generated during the project activity and may

endanger the aquatic life and jeopardize the health of local inhabitants that use this

water for meeting domestic requirement. In case the construction waste is left

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unattended may result in forming leachate that will percolate through the soil strata

and reach underground water table ending up in contaminating it. In such situation

water for construction and consumption may come in conflict with local water

demand.

During the construction phase, the sanitary waste water generated at the worker’s

camp(s), If allowed to stagnate in open spaces on site, may percolate into the soil,

thereby, contaminating groundwater. This impact is temporary and minor negative in

nature.

Sensitive Water receivers The assessment area for the water quality is normally taken as the area within 5km

of the ROW where the sensitive receivers have been identified. The proposed

method of construction and operational activities of the project were reviewed and

potential sources of impact on water quality that may arise during the construction

and operational phase were identified. Identified Water Sensitive Receivers (WSRs)

in and around the project area are listed below as Table 6.8;

Sr #  Chainage  Type  Near Settled Area / Place 

1  15+350  Kotliwali canal  Virkankalan

2  23+000  Kulaywali minor canal  Kulaywalamorh

3  35+400  Ghumanwala  Canal  Ghumanwal

Table 6.8: Water Sensitive Receivers

Mitigation measures need to be considered to minimize the potential adverse

impact on water quality to acceptable levels during various phases of project.

Mitigation Measures

• Protection of surface and groundwater reserves from any source of

contamination such as the construction and oily waste that will degrade its

quality;

• Solid waste will be disposed off in designated landfill sites to sustain the

water quality for domestic requirements;

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• Water required for construction is obtained in such a way that the water

availability and supply to nearby communities remain unaffected;

• Regular water quality monitoring should be conducted as per schedule;

• Contractor to ensure that construction debris do not find way into the

drainage or irrigation canals;

• Work on irrigation canal areas will be kept to a minimum, protective walls

be (reconstructed);

• During construction of bridges on irrigation channels in the project area the

Construction activity will be monitored to protect contamination. Rapid

erection technology for accelerated bridge construction should be adopted

to render minimum interaction with water to reduce contamination.

• Prohibit washing of machinery and vehicles in surface waters, provide

sealed washing basins and collect wastewater in sedimentation / retention

pond;

• Construction work close to the streams or other water bodies to be

avoided, especially during monsoon period;

• Take precautions construct temporary or permanent devices to prevent

water pollution due to increased siltation;

• Wastes must be collected, stored and taken to approve disposal site.

6.3.11 Biodiversity Conservation and Natural Resource Management Flora The Project is expected to cut 953 thousands of trees of different species belonging

to different age groups. The trees coming in the ROW are mostly Eucalyptus, Kikar,

mulbury, Jamen, DesiKikar, Bohr,Tali, etc.

Establishment of contractor’s camps and warehouses for storage of equipment,

material etc. will involve clearing of vegetation from the area causing negative impact

on environment. During the entire construction period, dust laden polluted air will

form a dust film on the leaves, thus blocking sunshine and stomata, thereby

hindering photosynthesis process and cause quaintly causing detrimental effect on

the plant health. Also during the construction activities, the contractor’s workers may

damage the vegetation including trees (for use as firewood to fulfill the camp’s

requirements).

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This may affect the ecological habitat of the Area. This impact will be temporary

reversible and moderate negative in nature.

Mitigation Measures

• The indigenous trees mostly suited along tract like Neem, Peepal,

DesiKikar, Bohr, Tali,Khajoor, etc will be re-planted;

• The contractor’s staff and labor will be strictly directed not to damage any

vegetation such as trees or bushes. They will use the paths and tracks for

• confined within their designated areas of movement;

• Contractor will supply gas cylinders at the camps for cooking purposes and

cutting of trees / bushes for fuel will not be allowed.

• Camp sites and asphalt plants will be established on waste / barren land

rather than on agriculturally productive land. However if such type of land is

not available, it will be ensured that minimum clearing of the vegetation is

carried out and minimum damage is caused to the trees, under growth and

crops.

• Tree plantation will comprise of 25000 trees to be planted along both sides

of the road

Fauna The usual fauna found in the project area have already been mentioned earlier in

Section - 4. Implementation of the project will not disturb the habitat of the fauna

because the road already exists and no major relocation is involved. The nests of the

birds on the trees are likely to be disturbed.

Reptiles like snakes and lizards, living in the holes or underground shall either get

killed or move to the adjacent areas. Similarly, birds like sparrows, mainas, crows,

having nests on the trees located in the ROW or who frequently visit the project area

in search of food shall receive a negative impact and shall have to move to adjoining

areas. The cutting of these trees will have negative effect on fauna. However, this

impact will be temporary and minor negative in nature.

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The leakages / oil spills from the construction equipment / machinery may flow into

the local ponds and water courses contaminating the water ways used by the

animals / birds for drinking water. This impact is temporary and minor negative in

nature.

Mitigation Measure

• Plantation of 25000 trees along both sides of the road will help regain the

regain the lost ecological habitat;

• New and good condition machinery with minimum noise will be used in

construction;

• Animal corridors must be provided along the whole alignment wherever

necessary;

• Contractor will ensure that the no hunting, trapping of animal will be carried

out during construction;

• Borrow pits will be fenced so that no animal can fell into these;

• The camps will be properly fenced and gated to check the entry of wild

animals in search of eatable goods. Similarly waste of the camps will be

properly disposed off to prevent the chances of eating by wild animals,

which may prove hazardous to them;

• Special measures will be adopted to minimize impacts on wild birds such

as avoiding noise generating activities during the critical period of breeding;

• Alternate nesting facilities shall be tried for those birds disturbed during

hatching season;

6.3.12 Disposal of Mucking Material Inevitable cut and fill earthwork operations will open up scars on the land in the

project area. This impact is temporary and minor negative in nature.

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Mitigation Measures Proper landscaping, should be given due consideration along with replanting of the

local / indigenous vegetation. The excavated material that is unsuitable for use will

be stored, transported and disposed of appropriately at designated sites.

6.3.13 Disruption of Existing Public Utilities / Infrastructure Project execution may cause disruption to the existing utilities like electricity poles,

underground telephone lines, power transmission lines, water courses, small village

kachha (Unpaved) roads, etc. These impacts are, however, temporary and minor

negative in nature.

Mitigation Measures Rehabilitation the existing utilities before construction to avoid any inconvenience to

the residents of the project area or provide them with alternate arrangement during

the construction period.

6.3.14Traffic Management Traffic management may become a challenge in the project area, particularly, during

the construction of bridges which may result in traffic jams and cause inconvenience

to the people passing through the project area due to movement of vehicles carrying

construction materials. Small to medium size urban centers in the vicinity of the

proposed alignment may become the sufferers from increased traffic flows,

congestion and blockages on the existing road. The increased traffic load may cause

further deterioration of the existing condition of the road. The movement of vehicles

along the haulage routes may cause soil compaction and alteration of percolation,

vegetation pattern and damage to properties and utilities. This impact is temporary

and minor negative in nature.

Mitigation Measures

• Proper traffic management plan for detours / diversions, thorough traffic,

service roads will be required to avoid traffic jams / public inconvenience.

• Movement of vehicles carrying construction materials should be restricted

during the daytime to reduce traffic load and inconvenience to the local

residents;

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• Coordinated planning of traffic diversions by the traffic police and

thetransport Department in accordance with the construction programme

with advance warnings to the affected residents and road users;

• Construction vehicles, machinery and equipment will move or be stationed

in the designated areas to avoid un-necessary compaction of soil;

• Availability of continuous services of police for traffic control especially at

diversions in populated areas;

• The executing agency is required to maintain liaison between the Highway /

Traffic Police, local residents / travelers and the contractor to facilitate

traffic movement during construction stage.

6.3.15 Waste Disposal Construction Camp, the residential place of the contractor’s staff and labor will

generate waste to be disposed of in an environmental friendly manner to eliminate

potential health risk to work force and public. This will require proper selection of the

waste disposal and dumping sites away from the human settlements. This impact is

temporary and minor negative in nature.

Mitigation Measures

• The waste generated from the camp site will be disposed off at locations

not to cause contamination of soil or earth;

• Burning of waste will be prohibited;

• Solid Waste will be safely disposed off in demarcated waste disposal sites

and the contractor will provide a proper waste management plan.

6.3.16 Lifestyle and Culture Construction staff and labor will come from different areas and different economic

and cultural backgrounds. Some of the staff and labor may comprise of residents of

the project area. The cultural difference between the locals and migrant workers may

become a source of conflict between them creating hindrance in the smooth

execution of the project.

In this situation, local residents may resist migrant workforce attitudes, cultural

clashes may erupt particularly when local / international contractors are engaged

6‐37 

leading to social disturbance and dissatisfaction among the local workers and

community. This impact is temporary and minor negative in nature.

Mitigation Measures

• Maximum labor may be employed form the local area

• Timely and full public consultation and prior announcement of mobilizing

equipment;

• Establishment of formal links with affected communities;

• Plan for social grievance redress mechanisms involving Union Councils

and community leaders;

• Seek assistance from and cooperation with local NGOs;

• Familiarize migrant laborers on local etiquettes;

6.3.17 Wastage of Fertile Plough Layer The project area of Sheikhupura to Gujranwala is located in the country’s most fertile

land known for rice and wheat production. The construction of highway with 36.1 m

ROW and 43 Km in length will involve land acquisition of only 112 acre of land which

is dominantly fertile land. Though this is unavoidable but may involve wastage of 112

acre of plough layer if construction is carried out on the top fertile layer. This is

permanent and minor negative impact.

Mitigation Measures The impact can be mitigated by utilizing the fertile excavated soil to reclaim the

nearby borrow pits / excavated areas for landscaping along the proposed

carriageway.

6.3.18 Impacts of Heavy Vehicles on the Existing Road Network The plying of heavy vehicles on the existing road network may result in air pollution

(if unpaved roads), noise pollution due to tire-road friction especially near sensitive

receptors (residential areas, school, health facility etc.), and damage to roads and

traffic congestion. However, the impacts would be temporary and moderate negative

in nature.

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Mitigation Measures • Any vehicle with an open load carrying area used for transport of potentially

dust producing materials shall have properly fitted side and tailboards.

Materials having potential to produce dust shall not be loaded to a level

higher than the side and tail boards and shall be covered with clean

tarpaulin in good condition. The tarpaulin shall be properly secured and

extended to at least 300 mm over the edges of the sideboard and tailboard;

• Where dust emissions are high, diversion tracks, if required, shall be

overlain with shingle or surface treated. Diversion roads in built-up areas

shall be established and scheduled to minimize traffic congestion;

• The Contractor shall not use any vehicles either on or off road with grossly

excessive noise pollution. In case of built-up areas, noise mufflers shall be

installed and maintained in good condition on all motorized equipment

under the control of the Contractor;

• The Traffic Management Plan shall be prepared, which will comprise

strengthening and widening of the existing minor and major access roads

or construction of new temporary roads;

• The traffic on the existing roads shall be managed by the local traffic police

department in order to avoid traffic accidents and congestions causing

unnecessary delays.

6.4 Anticipated Impacts during Operational Phase After the completion of construction, operations of the road may bear adverse impact

on environment. The anticipated impacts have been studied for the operational

phase of the project and mitigation measures recommended as discussed

hereunder.

6.4.1Biodiversity Conservation and Natural Resource Management Flora The project operations are envisaged to bear no negative impacts on the flora of the

area. However, improper maintenance of the saplings to be planted along the road

may adversely affect the growth of those saplings which were planted to improve the

environmental conditions in the project area. Raising of new trees against the trees

cutshall render a positive impact on the flora of the area and will also cause a

positive impact on the landscape of the area, which shall be of permanent in nature.

6‐39 

Presence of adequate flora will absorb CO2 gas through photosynthesis emitted

from a large number of trucks, cars, other vehicles and public transport, thus

purifying air of hazardous particles. CO2 is Green House Gas (GHG) and its removal

from the atmosphere takes place through excessive plantation to deter climate

change and global warming.

Mitigation Measures

• Mitigation measure will include planting of 25000 plants to compensate for

the trees felled while clearing the ROW. A Tree Plantation Plan should be

prepared and implemented in this regards.

• Although it takes 10-15 years, for these plants to become trees, the

planting on road shall not only compensate for the loss of trees, but shall

contribute towards improvement of flora and environment of the corridor.

Fauna The Project activities will bring some minor negative impacts on the fauna of the

project area such as the uneasiness of movement and increased probability of

accidents, if the animals / livestock approach the proposed road. This impact is

permanent and minor negative in nature. Noise and air pollution caused due to

heavy and fast traffic on highway, will be a source of disturbance to the fauna of the

area.

Raising dense plantation of shady trees on both sides of the road shall provide

resting, nestling and roosting habitat to the fauna and especially to the avifauna

which is a major positive impact.

6.4.2Surface and Groundwater Surface and groundwater are envisaged to remain free from adverse impacts of the

Sheikhupura- Gujranwala road operations with the exception of some occasional oil

spills, which will be restricted to the road surface, however, sometimes may washed

into groundwater during rains etc. The sewage generated from the service areas if

not properly disposed of in an environmentally acceptable manner can become a

cause of surface and groundwater pollution.

6‐40 

Mitigation Measures • Pollution Prevention technologies and practices will be adopted in the project’s

operation phase according to the international good practices and national and

international recognized standards. Compliance of National Environmental

Quality standards (NEQS) will be adopted as performance indicators.

6.4.3 Pollution Prevention and Abatement Pollution prevention technologies will be applied in operational phase according to

the international good practices and national and international recognized standards.

National Environmental Quality Standards (NEQS) will be adopted as performance

indicators.

During the operational phase gaseous emission may occur from vehicles and road

maintenance works. The impact of different project activities and their appropriate

preventive and abatement techniques and mitigation measures are discussed below:

a) Air Quality The existing dust pollution will be reduced drastically by operation of the project due

to improvement in road condition but it will be short termed. However, in the longer

run, increased traffic levels and congestion will lead to PM10 pollution levels above

the national standards, which may result in causing public health risks, nuisance and

other impacts on bio-physical environment.

These conditions will result in the rise of vehicular emissions (CO, NOx, SOx, PM10)

associated with the adverse effects on the environment and human.

This impact is minor negative, when traffic volume is increased.

Mitigation Measures

• Setting up of an air quality monitoring system along project area in

accordance with the applicable standards/limits;

• Checking the compliance level of vehicular emissions for big and

commercial vehicles.

• Helping the owners and occupants of the affected premises to identify and

implement special measures such as hedges and vegetation to reduce air

pollution;

6‐41 

• Roadside tree plantations as applicable and feasible under harsh climatic

conditions; plants should be selected in accordance to their ability to

absorb emissions;

• Regular road maintenance to ensure good surface condition;

• Speed limits at sensitive locations;

• Vehicle checked and declared fit by the Motor Vehicle Examiner (MVE)

with respect to mechanical fitness and emissions should be allowed to ply

on the road.

• Monitoring air quality at defined schedule.

• Enforcement and penalties against traffic rules violators.

b) Noise During the operational phase the noise level are anticipated to increase due to

traffic related noise pollution; vibrations from engines and tyres and mainly use of

pressure horns. The impact is permanent and moderate negative in nature.

Mitigation Measures

• Sound barriers in the form of trees and hedges will be planted and erected

if agreed by the local people.

• Science for sensitive zones, health centers / educational institutions etc. to

disallow the use of pressure horns;

• Enforcement and penalties against traffic rules violators.

c) Waste / Hazardous Waste During operation phase non-hazardous waste may be generated during road

sweepings or small quantities of municipal waste from highway offices. No

hazardous waste is expected to generate in the operational phase except during

road maintenance works. Transportation of hazardous waste must be regulated

Mitigation Measures • Solid waste generated from offices will be properly disposed off through

local solid waste management system.

• Proper labeling of containers including the identification and quantity of the

contents, hazardous contact information of containers will be checked at

toll plazas.

6‐42 

• Provide the necessary means of emergency response 24/7.

• Management of hazardous waste during road maintenance work will be

similar as given for construction phase.

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Section - 7

ECONOMIC ASSESSMENT

7.1 General

This section includes overall project’s benefits in relation to environmental cost resulting due to the implementation of the Gujranwala - SheikhupuraRoad.

7.2 Economic Benefits

The economic benefits resulting from the implementation of the proposed project include;

• Improve communication infrastructure will promote new business opportunities;

• Increase in the value of land in the project area resulting from the gentrification effect;

• The operation of the proposed motorway will cause lesser wear tear of vehicles which will decrease the vehicle operating cost due to better road conditions;

• The proposed road will improve the fuel consumption of vehicles; • Lesser time will be required for travelling and reaching the destinations; • Economic activity will be accelerated by providing smooth access to markets; • As a result of job opportunities, local labor will be accommodated during the

construction phase of the project;

7.3 Environmental Cost

The total environmental cost of the Gujranwala - Sheikhupura Road isestimated as Rs 17.2 Million.

The environmental cost is negligible against the capital investment however the economic benefits are enormous. The environmental sustainability is built on three pillars; Environment, Economic and Social. The project has taken into account all the three aspects of environmental sustainability with adequate mitigation which render the project environmentally sustainable.

8‐1 

SECTION - 8 ENVIRONMENTAL MANAGEMENT AND MONITORING PLAN

8.1 Environmental Management A comprehensive Environmental Management Plan (EMP) has been prepared

covering required actions to monitor and mitigate the environmental and socio

economic impacts of the project activities at the construction and operational stages

of the project as well the allocation of adequate financial resources needed for such

actions.

The objective of the Environmental Management Plan (EMP) is to address all the

major environmental issues and provide framework for the implementation of the

proposed mitigation measures during the construction and operational phases of the

proposed project. The proper implementation of the EMP will ensure that all the

adverse environmental impacts identified in the EIA are adequately mitigated either

totally prevented or minimized to an acceptable level and required actions to achieve

those objectives are successfully adopted by the concerned institutions or regulatory

agencies. The implementation of EMP should be carefully coordinated with the

design and construction program of the project to ensure that relevant mitigation

measures are implemented at the appropriate stage and that adequate resources

are properly allocated to achieve the desired results.

For effective environmental management, the Client (CWD) should assign the

necessary responsibilities to Deputy Director (DD) of CWD Department, who should

be responsible for Environmental Monitoring of the proposed Project. The Deputy

Director (DD) will oversee the implementation of mitigation measures proposed in

EMP.

The Concessionaire (Shajar Roads) who is also the contractor of the project will be

responsible for the implementation of the proposed Project under the direction of

Supervision Consultant (SC). The Contractor should be bound to follow the

provisions of the contract documents especially about environmental protection and

apply good construction techniques and methodology without damaging the

environment. Obligation of the contractor, to safeguard, mitigate adverse impacts

8‐2 

and rehabilitate the environment should be addressed through environmental

provisions in the contract document as already highlighted in Section-6 and through

adequate implementation at site.

8.2 Institutional Responsibilities Following functionaries will be involved in the implementation of EMP:

• Deputy Director (CWD)

• Environmental Engineer (EE) / Environment Specialist of Supervision

Consultant (SC)

• Environmental Engineer (EE) of Contractor (Shajar Roads Ltd)

The duties / responsibilities of the functionaries are discussed below:

8.2.1 Responsibilities of CWD CWD will be responsible for the environmental management and supervisory affairs

during the construction phase of the Project. Chief Engineer (Central) CWD will

designate some Deputy Director (DD) of CWD who will look after the environmental

related issues during the construction phase in coordination with Environmental

Engineer (EE) of the Shajar Roads Ltd (Concessionaire)& EE of the supervision

consultant (SC).The responsibilities of DD CWD are as follows:

• Coordination for implementation of EMP mentioned in EIA of the

project.

• Monitoring progress of the project as per planned schedule of activities;

• Exercising oversight over the implementation of environmental

mitigation measures by the Concessionaire;

• Documenting the experience in the implementation of the environmental

process;

• Maintaining interfaces with the other lined departments/ stakeholders;

8.2.2 Responsibilities of Environmental Engineer of Supervision Consultant Environmental Engineer / specialist of Supervising Consultant (SC) will oversee the

performance of contractor to make sure that the contractor is carrying out work in

8‐3 

accordance with Site Specific Environmental Management Plan (SSEMP) as

mentioned in the contract documents and EIA. The Environmental Engineer /

Specialist will also provide assistance to the Contractor’s Staff to implement EMP.

Site Specific Environmental Management Plan (SSEMP) will be prepared by the

contractor under the supervision of EE of SC. The SSEMP would be approved by the

supervision consultant. EE of SC will provide guidance to the contractor’s EE for

implementing each of the activity as given in EMP. EE of SC will be responsible for

record keeping providing instruction through the Resident Engineers (REs) for

corrective actions and will ensure the compliance of various statutory and legislative

requirements. EE of the SC will maintain close coordination with the contractor and

DD of CWD for successful implementation with environmental safeguard measures.

However, overall responsibilities of EE of SC are as follows:

• Directly reporting to Resident Engineer;

• Discussing various environmental issues and environmental mitigation,

enhancement and monitoring actions with all concerned directly or

indirectly;

• Review contractor’s SSEMP as part of their work program;

• Inspect, supervise and monitor all the construction and allied activities

related to the EMP for the project;

• Visiting construction sites including incomplete construction work

sites,where there are no contractor’s activities, active construction work

sites, completed areas of work sites as well as ancillary sites such as

borrow areas, quarries, asphalt and crusher sites, hot mix plant sites,

construction camps and work shop areas etc. to ensure contractors

compliance with EMP stipulations and conditions of statutory bodies;

• Assist RE to ensure the environmental sound engineering practices;

• Assisting contractor and DD CWD in all matters related to public

contacts including public consultation pertaining to environmental

and community health & safety issues;

• Carryout out environmental monitoring;

• Organizing training to EE of contractor and field staff;

8‐4 

• Preparing and submitting monthly and quarterly environmental

progress / compliance reports to DD CWD.

8.2.3 Responsibilitiesof Environmental Engineer of Contractor (Shajar Roads Ltd) - (Concessionaire)

Environmental Engineer of Shajar Roads Ltd (Concessionaire)will carry out the

implementation of the mitigation measures at construction site. Shajar Roads Ltd.

will be bound through contract documents to appoint the Site Environmental

Engineer / Specialist with relevant educational background and experience. The

responsibilities of EE of Contractor (Shajar Roads Ltd) - Concessionaire are as

follows:

• EE of contractor will prepare Site Specific EMP, monitoring plan,

traffic control / diversion plan, and asphalt and batching plant area

plans and will submit all the plans to the EE of SC.

• EE of contractor will be responsible for the implementation of EMP and

to take effective measures against corrective actions plan;

• EE will prepare compliance reports as per schedule and will submit it to

the SC;

• Provision of proper Personal Protective Equipment (PPEs) to the

workers and train them on proper use;

• EE will conduct the environmental and health & safety trainings to the

workers / labor.

• Reporting to the EPD on status of EMP implementation.

8.2.4 Reporting Mechanism EE of contractor will prepare and submit the environmental compliance reports to the

SC. EE of SC after reviewing the reports will submit the Due Diligence reports to

Chief Engineer Central CWD. At the completion of the project, EE of SC will prepare

the project completion report based on the periodical progress reports for submission

to CWD and EPA.

8.2.5 Non-Compliance of the EMP The implementation of the EMP involves inputs from various functionaries as

discussed earlier. The contractor will be primarily responsible for ensuring

8‐5 

implementation of the mitigation measures proposed in the EMP, which will be part

of the contract documents. The provision of the environmental mitigation cost will be

made in the total cost of project. However, if the contractor fails to comply with the

implementation of EMP and submission of the monthly compliance reports,

deductions will be made from the payments to the contractor’s claimed under the

heads of environmental components.

8.3 Environmental Monitoring Plan (EMP) Environmental Monitoring is undertaken during both the construction and operational

phases to ensure the effectiveness of the proposed mitigation measures. In order to

respond to the anticipated environmental concerns at an early stage and to

determine the intensity of the impact, prediction is required. Specific monitoring

programmes are outlined below as well as responsibilities for the collection and

analysis of data and the reporting requirements.

The salient objectives of the environmental monitoring plan are:

a) To respond to the anticipated and unanticipated environmentalimpacts

when the project is under implementation;

b) To evaluate the effectiveness of mitigation measures and if the

mitigation measures fail, initiate corrective action to achieve the desired

results;

8.3.1 Construction Phase a) Air Quality Air quality monitoring will be done on quarterly basis or the frequency fixed by EPA

in conditions of environmental approval during the construction phase at the selected

representative locations especially outside the sensitive receptors like schools,

dispensaries, BHU and residential areas.

The following parameters will be monitored:

• CO

• NOX

8‐6 

• SOX

• PM10

b) Ground Water Quality Ground water quality monitoring will be done bi-annually during the construction

phase at the representative locations of water drawl. The following parameters will

be monitored:

• Total Coliforms

• Fecal E.Coli

• Total Colonial Count

• Fecal Enterococci

• pH Value

• Total Dissolved Solids (TDS)

• Total Hardness

• Nitrate

• Chloride

c) Surface Water Quality Surface water quality monitoring will be done bi-annually during the construction

phase at the representative locations of minor distributary canals. The following

parameters will be monitored:

• pH

• Dissolved Oxygen

• BOD

• COD

• Total Suspended Solids (TSS)

• Total Dissolved Solids (TDS)

• Alkalinity

• Arsenic

• Fluoride

8‐7 

d) Noise Levels The noise levels monitoring will be carried out on quarterly basis at representative

locations especially sensitive receptors in the project area. The compliance of PEQS

for residential, commercial and sensitive areas will be checked.

8.3.2 Operational Phase a) Air Quality Air quality monitoring will be done quarterly during the operational phase at the

representative locations including sensitive receptors along the alignment. The

following parameters will be monitored:

• CO

• NOX

• SO2

• O3, Ozone

• PM10

b) Ground Water Quality Ground water quality monitoring will be done annually during the operational phase

at the representative locations of ground water extraction. The following parameters

will be monitored:

• Discharge of the water source

• Total Coliforms

• Fecal E.Coli

• Total Colonial Count

• Fecal Enterococci

• pH

• Total Dissolved Solids (TDS)

• Total Hardness

• Nitrate

• Chloride

• Sodium

8‐8 

c) Surface Water Quality Surface water quality monitoring will be carried out annually during the operational

phase at the representative locations of distributary minor canals and the following

parameters will be monitored:

• pH

• Dissolved Oxygen

• Total Suspended Solids (TSS)

• Total Dissolved Solids (TDS)

• Alkalinity

• BOD5

• COD

• Turbidity

d) Noise Levels The noise level monitoring will be carried out bi-annually at representative

locations including sensitive receptors in the project area.

8.4 Environmental Action Plan The Environmental Action Plan provides the framework for the implementation of the

mitigating measures and environmental management and monitoring during the

construction and operational phases of the Project. Tables 8.1 portray impacts,

mitigations measures and the responsible organizations for the implementation of

the mitigation measures during the construction and the operation phases

respectively, while Table 8.2 gives annual estimate for monitoring of the

environmental quality parameters during both construction and operational phases of

the Project.

8‐9 

Table 8.1: Environmental Management Plan

Sr. Environmental Activity Impacts Mitigation Responsibility

A: Design/ Pre-Construction Phase

1. Alignment selection • Accidents due to improper design Resettlement & compensation issues of local people

• Disturbance to properties / businesses • Tree cutting

• Avoid sharp curves/turns in the design • Ensure minimum tree cutting and vegetation clearance

during alignment selection;

Design Consultant (DC), CWD

2. Public and Cultural Properties

• Disturbance to people visiting public properties i.e. mosque, schools,etc.

• Incorporate technical design features to minimize any interference with the cultural & heritage sites and public property as far as possible during the Project construction activities;

• In case of unavoidable interference prior notification and consultation needs to be made to reach consensus on procedures and options (e.g. re-location/re-building) or any other form of agreed compensation;

• Provide animal, pedestrian and vehicular passages and overhead bridges

DC, CWD

3. Shifting of Public Utilities

• Disturbance and interruption to the public may occur

• Incorporate technical design features to minimize effect on public utilities;

• All public utilities likely to be affected by the proposed project need to be relocated well ahead of the commencement of construction work.

DC, CWD

8‐10 

Sr. Environmental Impacts Mitigation Responsibility

4. Identification of sites for construction camps, asphalt & batching plants and crushers.

Disturbance to the public may occur

Tree cutting may involve for the construction camp site, asphalt and batching plant sites

Site must be 1 km away from the localities & cultural sites and 100 m away from the existing road;

Asphalt, batching and crushing plants must be installed in the downwind direction from residential areas, agricultural field

The site should have minimum plant cover

DC, CWD

5. Land Acquisition Loss of agricultural land,

Resettlement Issues

Mitigation measures will involve careful alignment and route selection by the designer to minimize the impact;

Also adequate budget will be provided in the Project cost for the compensation to the affected people as per Land Acquisition Act 1894

DC and CWD

6. Excavation of Earth Result in change of edaphic soil characteristics

Loss of fertile top layer of soil

Air quality may also deteriorate

Stockpile generated during excavation which may be a nuisance

Agricultural areas will be avoided for borrowing of materials, unless requested by the landowner for lowering the land to create new irrigation polders;

Contractor needs to obtain approval for excavation and for plan of rehabilitating the site after excavation;

Identify locations here excavated material should be transported / reused / dumped

DC

8‐11 

B: Construction Phase

Sr. Environmental Impacts Mitigation Responsibility

1. Site clearing or

Leveling or tree cutting Loss of vegetation may occur;

Soil erosion &instability of the soil;

Surface water pollution and

Occupational health of workers and community may be affected

Assure minimum disturbance to native flora during construction especially where the asphalt, batching and crushing plants will be installed;

Minimize the amount of clearing. Clear small areas for active work one at a time;

Environmental Engineer (EE) of Construction Contractor (CC), EE of Supervision Consultant (SC) and Deputy Director (DD) of CWD

Clear without destroying large plants and turf where possible and preserve them for replanting in temporary nurseries;

Move earth and vegetation only during dry periods. Store topsoil for re-spreading. If vegetation is required to be removed during wet periods, disturb ground only just before actual construction;

Use erosion control measures such as hay bales, berms, straw, or fabric barriers;

Re-vegetate with recovered plants and other appropriate local flora immediately after equipment is removed from a section of the site;

Stockpiling spoil at designated areas and at least 5m away from traffic lane

8‐12 

Sr. Environmental Impacts Mitigation Responsibility

2. Construction crews and camps

Construction and operation of crew camps may pollute the surface & groundwater

Workers working at site may rise conflicts with the locals

Explore off-site accommodation for crew. Keep camp size to a minimum;

Avoid as much clearing of vegetation as possible, for example, by creating defined foot paths;

EE of CC, EE of SC

and DD CWD

The contractor will provide plan for removal and rehabilitation of site upon completion;

Photographical and botanical inventory of vegetation will be prepared before clearing the site;

Provide temporary sanitation on site, such as pit latrines (assuming the water table is low enough and soil and geology of appropriate composition);

Use local or regional labor; Screen potential crew members for HIV and

tuberculosis; Maintain emergency response system; Locate soakage pits for sewage at least 50m away

from any ground water extraction source/hand pump;

Strictly prohibit poaching, and cutting of trees; Provide adequate quantities and good quality of

food; Provide septic tanks for treating sewage from toilets

before discharging through soakage pit; Drinking water should meet the WHO Guidelines;

Water used for construction purpose should be clearly demarcated;

No domestic pets or livestock should be allowed on the site.

It will be banned for any act like firing, tapping, burning etc which can disturb any animal in the breeding territory.

8‐13 

Sr. Environmental Impacts Mitigation Responsibility

3. Material extraction:

quarrying Change in landscape may occur by

extraction from quarry and borrow areas

Water ponds may be formed where reproduction of mosquitoes may occur.

Identify the most environmentally sound source of materials;

On removal of material, the area should be restored and be treated with erosion control measures;

Take photos of site before initiating excavation so restoration can match original site characteristics as much as practically possible. Restore site quarries and gravel pits so that they are not visible to the road users;

Top soil fertile layer stockpiles shall be convex and not more than 2-meter high. Stockpile should be shaped so that no surface water ponding can take place. Stockpiles should be protected from erosion by wind or rain by providing the cut off drains; it should not be covered with materials like plastic that would lead to start of composting process and kill the seed bank. Stockpile should not be compacted and pushed by bulldozer for more than 50 m.

Monitor adherence to plans and impacts of extraction and modify as necessary;

Restore area so it is suitable for sustainable use after extraction is completed;

Install drainage structures to direct water away from pits;

Implement safety protocols to minimize risks from falling rock or debris, or accidental falls from cliffs

In case borrow pits fill with water, measures have to be taken to prevent the creation of mosquito-breeding sites;

Convert the borrow pits into fish farms and take care in selection of borrow areas;

EE of CC, EE of SC

and DD of CWD

8‐14 

Sr. Environmental Impacts Mitigation Responsibility

4. Construction material storage, handling and use

Soil contamination may occur due to mishandling of oil and asphalt;

Water may also be contaminated due to the oil spillages if the water source is nearby the storage yard

Material shall be appropriately secured to ensure safe passage between the destinations during transportation. Loads shall have appropriate cover to prevent spillage and contractor should be responsible for any clean up resulting from any failure;

EE of CC, EE of SC

and DD CWD

Health risk to workers

Material from borrow site should be directly transported and deposited to the site where it has to be used. Stockpiles should be positioned and sloped to create least visual impact. No foreign material generated or deposited should remain on the site after completion of the activity and the areas affected by stockpiling should be reinstated.

Over spray of bitumen products outside the road surface on the road vegetation should be prevented, especially to the area where agricultural land is located on either sides of the proposed road;

Concrete mixing on the ground shall not be allowed; Concrete and asphalt batching plant should be equipped with primary or secondary emission control system such as bag filters or cyclones or separators etc.

Avoid using sites for storage that drain directly into a sensitive area;

All runoff from batching plant should be strictly controlled and cement-contaminated water should be collected, stored and disposed off at the designated site;

Used empty cement bags should be collected and stored to deliver to solid waste contractor for recycling;

Contaminated water storage facilities should not be allowed to over flow and appropriate protection from rain should be implemented;

8‐15 

Sr. Environmental Impacts Mitigation Responsibility

Soil contamination by asphalt will be minimized by placing all containers in caissons;

Collection of oil and tube drips in container during repairing construction equipment vehicles;

Provide impervious platform and collection tank for spillage of liquid fuel and lubes at storage area;

5. Handling / transportation of hazardous materials

Toxicity, soil contamination and air pollution are the major impacts which may occur by mishandling of hazardous waste

Prevent dumping of hazardous materials especiallynear irrigation channels;

Proper labeling of containers, including the identification and quantity of the contents, hazard contact information etc;

Emergency Response plan is prepared to address the accidental spillage of fuels and hazardous goods;

Immediate collection of spilled oils/fuels/lubricants through collection of contaminated soils and skimming oils from surface water through appropriate technologies;

Disposing non-usable bitumen spills in a deep trench providing clay linings at bottom and filled with soil at the top (for at-least 0.5m);

Prohibit use of waste oil as cooking fuel.

EE of CC, EE of SC

and DD CWD

8‐16 

Sr. Environmental Impacts Mitigation Responsibility

6. Minimize use of heavy machinery; EE of CC, EE of

Use and maintenance of Heavy equipment and machineries

Soil structure may get affected by using the heavy machinery away from the provided routes;

Source-control through proper maintenance of haul equipment; SC and DD CWD

Noise pollution could be generated Set protocols for vehicle maintenance and prevent fuel tank leaks by (a) monitoring and cross-checking fuel level deliveries and use, (b) checking pipes and joints for leaks, (c) tightening generator fuel lines, (d) preventing over-filling of main storage and vehicle tanks;

Heavy equipment should not be parked under the tree to avoid soil compaction and damage to the roots of the trees;

The Contractor shall not use any vehicles either on or off road with grossly excessive noise pollution. In case of built-up areas, noise mufflers shall be installed and maintained in good condition on all motorized equipment under the control of the Contractor;

Traffic management plan shall be prepared in cooperation with local traffic police in order to avoid the accidents; at the junction of existing roads;

Well maintained equipment will be used to avoid the noise pollution especially near the sensitive receptors and noise barriers will be provided for all sensitive receptors coming within 50 m; and

Provide impervious platform and oil and grease traps for collection of spillage from construction equipment maintenance vehicle platform

8‐17 

Sr. Environmental Impacts Mitigation Responsibility

7. Handling of solid waste Solid waste may be generated from the active construction sites and also from the camp sites

Training of site personnel in waste management and chemical waste handling procedure,

Bitumen waste should be stored in closed containers and placed in a fenced storage area with paved floor;

Recording system for the amount of waste generated, recycled and disposed,

Proper storage and site practices to minimize the potential for damage or contamination of construction material,

General refuse should be stored in enclosed bins to separate from construction material, and

EE of CC, EE of SC and DD CWD

8‐18 

8. Excavation, cutting, and filling

Soil erosion may occur at the site where excavation will be done

Soil un-stability and surface water contamination may also occur.

Cover stockpile with plastic sheeting, prevent run-off with hay bales, or use similar measures;

Place fence around excavation;

Investigate shallower excavation and no excavation alternatives;

Have construction crews and supervisors be alert for buried historic, religious, and cultural objects and provide them with procedures to follow if such objects are discovered. Provide incentives for recovery of objects and disincentives for their destruction;

Ensure excavation is accompanied by well engineered drainage;

Do not fill the flow-line of a watershed as occasional rains may create strong water flows in channels;

Balance the cuts and fills whenever possible mitigation measure to minimize earthwork movement;

High embankments will be protected by constructing stone pitching or rip rap across embankments;

Water sprinkling should be carried out at the temporary

EE of CC, EE of SC and DD CWD

8‐19 

Sr. Environmental Impacts Mitigation Responsibility

9. Traffic control Traffic jams and congestion may take place and cause inconvenience to the people where the construction will take place specially at the sites for bridges, underpasses, culverts and interchanges

Efforts should be made to accommodate the traffic along the road/interchanges as far as practically possible;

Provision of signboards directing the drivers about the diversion;

EE of CC, EE of SC

and DD CWD

Providing and maintaining traffic management comprising diversion warning, guiding and regulatory signage, channelizers and delineators, lightening etc;

Contractor staff could be trained and put on the duty to manage the traffic during the construction activities taking place along the road;

Movement of vehicles carrying construction material should be restricted;

Availability of continuous services of police for traffic control especially at diversions in populated areas.

Provide Jersey barriers to act as light barrier to avoid accidents at night time;

Max allowable speed for heavy machinery on the site should not exceed than 20 km/ hr.

8‐20 

Sr. Environmental Impacts Mitigation Responsibility

10. Health & Safety of Health problems or immediate risk may Providing basic medical training to specified work staff EE of CC, EE of

Workers at active construction and camp site

take place and basic medical service and supplies to workers;

Layout plan for camp site, indicating safety measures taken by the contractor, e.g. firefighting equipment, safe storage of hazardous material, first aid, security, fencing,

SC and DD CWD

and contingency measures in case of accidents;

Work safety measures and good workmanship practices are to be followed by the contractor to ensure no health risks for laborers;

Protection devices (ear muffs) will be provided to the workers operating in the vicinity of high noise generating machines;

Provision of adequate sanitation, washing, cooking and dormitory facilities including lighting up to satisfaction;

Proper maintenance of facilities for workers will be monitored;

Provision of protective clothing for laborers handling hazardous materials, e.g. helmet, adequate footwear for bituminous pavement works, protective goggles, gloves etc;

Ensure strict use of wearing these protective clothing during work activities;

8‐21 

Sr. No Environmental Activity Impacts Mitigation Responsibility

persons with flags during construction to manage traffic at construction sites, haulage and access roads;

Timely public notification on planned construction works;

Close consultation with local communities to identify optimal solutions for diversions to maintain community integrity & social links;

Seeking cooperation with local educational facilities (school teachers) for road safety campaigns;

Provision of proper safety signage at sensitive/ accident prone spots;

11. Running of asphalt mix plants, crushers, etc.,

Dust generation from construction machineries causing health risks to operating workers, impact On bio-physical environment

Ensure precautions to reduce the level of dust emissions from, hot mix plants, crushers and batching plants will be taken up, e.g. providing them, as applicable, with protection canvasses and dust collection/extraction units. Mixing equipment will be well sealed and equipped as per existing standards;

Wet scrubbers will be used in asphalt plant to minimize the dust pollution and wastewater ponds will be formed/constructed with baffle walls to trap the oil and grease generating from the wet scrubber outlet;

Water will be sprayed in the lime / cement and earth mixing sites.

PPEs like dust masks shall be provided by the contractor

EE of CC, EE of SC

and DD CWD

8‐22 

Sr. No Environmental Activity Impacts Mitigation Responsibility

12. Implementation of Plantation Plan

Clearing of vegetation from the camp area may cause environmental impact.

Cutting of trees along the road for duaization will reduce the CO2 sink, dust and noise filters. Also air purification process may be disturbed.

The indigenous trees most suited to the tract like Babul (Acacia nilotica), Shisham (Dalbergiasissoo) and Tamaraxdioica, Neem, Ber, Khajoor, , Mahogany, Tali, Peepal, Khejri (Prosopis cineraria), Populus (euphratica) , mulberry (Morus alba), babul (Acacia nilotica) and species of Eucalyptus and Populus. etc will be planted against the cut trees;

Exotic or alien/invasive species of plants should not be introduced as a compensation of plants to be removed;

Flowering and fruiting shrubs may planted along the carriageway to beautify the landscape. Planting would however be done keeping in view the principles of landscape designing;

An awareness campaign targeted on the neighborhood farmers shall be run to popularize the planting of trees;

Maximum transplantation of trees to be affected; The contractor’s staff and labor will be strictly directed not

to damage any vegetation such as trees or bushes. They will use the specified paths and tracks for movement and will not be allowed to trespass through farmlands.

Construction vehicles, equipment and machinery will remain confined within their designated areas of movement.

Contractor will supply gas cylinders at the camps for cooking purposes and cutting of trees/bushes for fuel will not be allowed.

Camp sites and asphalt plants will be established on waste / barren land rather than on forested or agriculturally productive land. However, if such type of land is not available, it will be ensured that minimum clearing of the vegetation is carried out and minimum damage is caused to the trees, undergrowth and crops.

EE of CC, EE of SC and DD CWD

8‐23 

Sr. no.

Environmental Activity Impacts Mitigation Responsibility

C: Operational Phase

1. Road maintenance Deterioration of existing roads and associated structures and accidents of hazardous material

Monitor and maintain drainage structures including culverts. Clean out culverts and side channels when they begin to fill with sediment and lose their effectiveness

Fill mud holes and pot-holes with good quality gravel; remove fallen trees and limbs obscuring roadways;

Use water from settling basins and retention ponds for road maintenance

Maintenance Contractor ( MC)&CWD

2. Accidents of hazardous material

Oil spill may occur which in turn may be a cause to accidents.

In case of any accidental spill, there should be a relevant department dealing with it in accordance with emergency plan.

MC & CWD

3. Use and maintenance of equipment

Water and soil pollution may occur Install concrete pads, drains, and oil/water pits in areas where vehicle and equipment maintenance and fueling will occur regularly.

MC & CWD

4. Vehicle Management Noise and air pollution may occur Vehicle with excessive noise should be prohibited to travel on the road especially near the communities and sensitive receptors;

Public should be educated about the noise and air pollution

MC & CWD

5. Floral species maintenance

Chances of damage of saplings due to road accidents and improper maintenance.

The saplings planted in the project area against the trees cut should be properly maintained throughout their initial growth period in terms of water requirement and necessary nutrients.

Therefore, proper care of newly planted trees will need special care;

MC & CWD

8‐24 

Sr. Environmental Impacts Mitigation Responsibility

6. Road Safety Possibility of road accidents Mitigation measure will include enforcement of speed limits, installation of speed guns and enforcement of penalties for the violators.

Speed limits may be displayed at regular intervals.

Sensitization material about causes of accident may also be displayed along the road.

Highway Police

7 Construction in Aquatic Environment, Like bridges on canal etc.

Surface water contamination, Disturbance to Aquatic, species, Flora and Fauna etc in the area of work

Minimum damage to existing vegetation and remnant vegetation.

Immediate replanting on riparian must be done as soon as possible after grading work is complete, with preference given to indigenous species

Do not dispose of any debris, concrete waste or wet mortar in the aquatic environment. All debris accidentally introduced into the aquatic environment must be removed as quickly as possible.

MC & CWD

KEY

DC Design Consultant CC Construction Contractor CWD(Communication and Works Department)

EE Environmental Engineer SC Supervision Consultant

MC Maintenance Contractor

8‐25 

Table 8.2: Budget Estimate for Environmental Monitoring During the Construction and Operation Phases

Components Parameters No. of Samples

(No. of Samples x Frequency x Year)

Frequency Responsibility Duration Cost (Rs.)

Construction Phase (1 years)

Air Quality CO, NOx, SOx, PM10 4x4x1 = 16 Quarterly EE of CC and SC 24 hours 480,000/-

Ground Water Quality

Total Coliforms, Fecal E. Coli, Total Colonial Count, Fecal Enterococci, pH, TDS, Total Hardness, Nitrate,

Chloride,Sodium

4 x2x1 =8 Bi-annually EE of CC and SC - 80,000/-

Surface Water Quality pH, Dissolved Oxygen, TSS, TDS, Alkalinity, BOD5, COD, Turbidity

4x2x1 = 8 Bi-annually EE of CC and SC - 80,000/-

Noise Level - 6x4x1 = 24 Quarterly EE of CC and SC 24 hours 1,20,000/-

TOTAL 7,60,000/ Operation Phase (2 years)

Air Quality CO, NOx, SOx, PM10 4x4x2 = 32 Quarterly Maintenance Contractor (MC) 24 hours 9,60,000/-

Ground Water Quality

Total Coliforms, Fecal E. Coli, Total Colonial Count, Fecal Enterococci, pH, TDS, Total Hardness, Nitrate, Chloride,

4x1x2 = 8 Annually MC - 80,000/-

Surface Water Quality pH, Dissolved Oxygen, TSS, Alkalinity, BOD5, COD, Turbidity

4x1x2 = 8 Annually MC - 80,000/-

Noise Level - 6x4x1 = 24 Bi-annually MC 24 hours 120,000/-

TOTAL 12,40,000/

GRAND TORAL 20,00,000/-

8‐26 

8.5 Environmental Mitigation (Plantation) Cost The negative impacts of cutting 953 trees for the dualization of road will be

addressed by planting 25000 trees along the road. Following plantation plan would

be followed:

Plants will be raised on either side of the road where trees are cut down due to

dualization of the existing carriageway. About 953 trees are expected to be cut down

whereas 25000 more plants of mixed categories will be planted at the affected site in

a stretch of 43 Km.

Native species would be planted and no invasive/ exotic species would be

introduced.

Plantation Cost A total of 25,000 plants will be raised in lieu of trees to be affected due to

construction of the carriageway. The cost of plantation includes the cost of

equipment and initial planting and maintenance for first four years. The estimated

cost of equipment is given in Table 8.3 below:

Table 8.3: Estimated Cost of Equipment

Ist Year Sr. No. Name of Equipment Unit rate

(Rs) No. Price (Rs.)

1. Tractor 1000,000 2 20,00,000

2. Water Tanker/Bowzer 5,50,000 2 11,00,000

3. Kassies (Local Earth Digging Tool) 300 100 30,000

4. Vaholas(Local Earth Digging Tool) 300 100 30,400

5. Lift Pump for filling Water Tanker/Bowzers 150,000 1 150,000

6. Cost of Diesel for 4 years per kilometer

4,00,000

Sub-total 37,10,000

Following Tables 8.4, 8.5, 8.6and 8.7 show the cost break-up of planting and maintenance for a period of four years respectively.

8‐27 

Table 8.4: Estimated Cost of Plantation of 500 Plants for First Year

Sr. No. Particulars of Work Quantity (No.) Rate

(Rupees) Amount (Rs.)

1 Clearance of site 500 plants (4 MD) 400/MD* 1600

2 Layout 500 plants (2 MD) 400/MD 800

3 Digging of Pits 2.65 x 500 = 1325 cft. 500 pits (20 MD) 400/MD 8,000

4 Average cost of plants 500 plants 15/plant 10,000

5

Carrying of plants 250 Nos. from Nursery to Site including loading/un loading

500 plants 5/plant 2500

6 Planting of plants with ball of earth 500 plants (10 MD) 400/MD 4,000

7 Replacement of earth with silt 1 cft. (0.351 m3) Per pit 500 cft. (175.5 m3)

250 cft. Lumpsum 500

8 Hand watering 200 times x 500 = 50,000 plants

1,00,000 plants (150 MD) 400/MD 60,000

9 Weeding 4 times 500x4 2000 plants (4 MD) 400/MD 1600

10 Miscellaneous 1000

Sub-total 90,000

*MD (Mandays)

8‐28 

Table 8.5: Estimated Cost of Plantation of 20% of First Year (100) plants and their Maintenance for Second Year

Sr. No. Particulars of Work Quantity

(No.)Rate

(Rupees)Amount

(Rs.)1 Restocking of 20% plants 100 30/plant 3,000

2 Carriage of plants from Nursery to site including loading/ unloading

100 7/plant 700

3 Re-digging of pits 20% 100 No.

100 (4 MD) 400/MD 1600

4 Planting of plants with ball of earth – 100 No.

100 (2 MD) 400/MD 800

5 Hand watering 150 times 150x500 = 37,500 plants

37,500 (100 MD) 400/MD 40,000

6 Reopening of pits twice 1 cft per pit

500 cft (3 MD) 400/MD 1,200

7 Weeding twice 500x2 1000 400/MD 800

8 Miscellaneous 500

Sub-total 48,600

Table 8.6: Estimated Cost of Plantation of 20% (100) plants and maintenance

for Third Year

Sr. No. Particulars of Work Quantity

(No.)Rate

(Rupees)Amount

(Rs.)1 Restocking of 20% plants 100 30/plant 3,000 2 Carriage of plants from

nursery to site including loading/ unloading

100 7/plant 700

3 Re-digging of pits 20% 60 No.

100 (2 MD)

400/MD 1600

4 Planting of plants with ball of earth – 100 No.

100 (12MD)

400/MD 800

5 Hand watering 150 times of 500 plants

75000 (100 MD)

400/MD 40,000

6 Reopening of pits twice 1 cft per it

1000 cft (6MD)

400/MD 2400

7 Weeding twice 500x2 1000 (2 MD)

400/MD 800

8 Miscellaneous 460

Sub-total 47,600

8‐29 

Table 8.7: Estimated Cost for maintaining 500 plants for Fourth Year

Sr. No.

Particulars of Work Quantity (No.)

Rate (Rupees)

Amount (Rs.)

1 Hand watering 100 times 50x500

25,000 (50 MD)

400/MD 20,000

2 Weeding twice 500x2 1000 (2 MD)

400/MD 800

3 Trimming/pruning of plants 500 (6 MD)

400/MD 2400

4 Miscellaneous 400

Sub-total 23,600 Grand Total (Table 8.4 to 8.7) 2,09,800.0

Above given Tables may be summarized as below:

Cost for raising 500 plants and their Rs.0.2098 million

maintenance for 4 years

Cost for raising 25000 plants for 4 years Rs.10.49 million

Cost of Equipment: Rs. 3.71 million

8.6 Environmental Technical Assistance and Training Plan In order to raise the level of professional and managerial staff, there is a need to

upgrade their knowledge in the implementation of the EMP.

The project environmental cost will include training of CWD, SC & CC and their staff

about the best environmental management practices at the construction site and

implementation of the EMP.

The training modules will include air, noise and water pollution monitoring, social

awareness, Environmental Laws, National Environmental Quality Standards (NEQS),

Usage of personal protection equipment, and health and safety related issues on the

construction site.

The contractor will train all construction workers in basic sanitation and health care

8‐30 

issues (e.g., how to avoid malaria and transmission of Sexually Transmitted

Infections (STI) HIV/AIDS and in general health and safety matters, and on the

specific hazards of their work). Training should also consist of basic hazard

awareness, site specific hazards, safe work practices, and emergency procedures

for fire, evacuation.

8.7 Environmental Monitoring, Mitigation and Training Cost The cost required to effectively implement the mitigation measures is important for

the sustainability of the Project both in the construction and operation stages of the

Project.

These costs are summarized as below:

Environmental Monitoring Cost = Rs 2.0 Million

Environmental Training Cost = Rs1.0 Million (lump sum)

Cost of planting 15,000 trees &their

maintenance for 4 years = Rs10.49 Million

Equipment Cost = Rs3.71Million

Total = Rs17.20Million

9‐1 

Section - 9 PUBLIC CONSULTATION AND INFORMATION DISCLOSURE

9.1 General Consultation with stakeholders is an important tool through which people with

interest in the project (stakeholders) influence and share control over development

initiatives and decisions and resources that affect them. It is a tool for managing two-

way communications between the project sponsors and concerned public. The goal

is to improve decision - making and build understanding by actively involving

individuals, groups and organizations which have a stake in the project. Their

involvement increases project’s long-term viability and enhances benefits to locally

affected people and stakeholders.

In order to evaluate the socio economic and environmental impacts, field surveys are

extremely essential. In addition to the socio-economic surveys, consultation with the

community and their active participation plays a vital role in successful

implementation of the project. To identify the different type of stakeholders and

ascertain their perception about the construction of the Sheikhupura to Gujranwala

road Project and its impacts, an impact survey was conducted. Stakeholders were

consulted with the help of structured / semi structured tools. Informal group

discussions were also held for obtaining feedback from the stakeholders.

Attempt was made to develop an understanding of the perceptions of stakeholders,

assessments of social impacts and concerns of the affected people / communities in

the nearby vicinity of the proposed alignment of the Sheikhupura to Gujranwala road,

by providing an opportunity to the public to give their valuable suggestions in a

positive manner in order to reduce the chances of conflict through early identification

of controversial issues and finding acceptable solutions in consultation with them.

9.2 Identification of Main Stakeholders Consultants carried out public consultation in various villages located along the

alignment of the Sheikhupura to Gujranwala road project. Following strategy was

adopted for public consultation;

9‐2 

- Identification of stakeholders for consultation and their stakes in the project.

Different stakeholders identified were the villagers, local residents,

government official, shop owners, farmers, public representatives, NGO’s

and general public

- Appraising the targeted stakeholders initially for the purpose of consultation

and working out a schedule for regular public consultation meeting

Meeting the stakeholders through then participation of consultant’s environmental

and social specialists and documenting the opinion of stakeholders expressed

during the meetings.The cross section of the society was taken as sample for public

consultation. The stakeholders consulted belonged to different professions as

shown in the table below;

Table 9.1: categories of the interacted people

Sr No Profession type

1 Business

2 Service

3 Agriculture/ farming

4 Artisan

5 Medical Practitioners

6 Transport

7 Labour

8 Shopkeeper

9 Law Advocate

10 Public representative

11 Heads of educational institutions

9.3 Focus Group Discussions and Scoping Sessions A series of scoping sessions and informal focus group discussions were held with

local communities. 52 people were interviewed along the alignment. Generally,

people had the project information gathered through newspapers, political

leadership and topographic survey team conducting survey at site. People were

aware of the significance of project in development of the area and were very

9‐3 

muchsupportive and wanted to be part of the consultative process at all stages of

the project. Following issues were discussed during the consultation process;

- Overall objectives and activities of the project

- Possible impacts on natural vegetation, land and properties

- Possible mitigation measures

Beneficial factors and their involvement opportunities of the local people in the set of

activities of the project.

The consultation sessions were held according to the following schedule:

Table 9.2: Public Consultation

Sr. #

Date District/Tehsil

Chainage Village No. of Participants

1 02-08-2017 Sheikhupura NA Sheikhupura 1 2 02-08-2017 Sheikhupura NA Housing

Colony SKP 1

3 02-08-2017 Sheikhupura NA Lunda Bazar 2 4 02-08-2017 Sheikhupura 0+000 KotRanjeet

Singh 3

5 02-08-2017 Gujranwala /NoshehraVirkan

15+300 Baath Pind 1

6 02-08-2017 Gujranwala /NoshehraVirkan

15+650 RataaliVirkaan

2

7 02-08-2017 Gujranwala NoshehraVirkan

21+050 MajooChak 7

8 03-08-2017 Gujranwala NoshehraVirkan

26+100 Qila Mustafa Abad

10

9 02-08-2017 Gujranwala NoshehraVirkan

29+300 TatlyAali 7

10 03-08-2017 Gujranwala NoshehraVirkan

32+400 Kot Bilal 4

11 03-08-2017 Gujranwala 43+384.1106 KhialiChowk 9 12 15-08-2017 Gujranwala

city --------- EPA Lab

Gujranwala 1

13 15-08-2017 Gujranwala city

---------- Gujranwala 3

9‐4 

9.4 Commonly Raised Concerns of Stakeholders The commonly raised concerns during the meetings are given below;

Road Design

• The people whose properties are coming under the revised alignment are

quite willing to give up the property but want to receive fair price and

compensation;

• Provide adequate number of underpasses/ overheads to facilitate the easy

movement of local population in the area as well their cattle;

• Plant adequate number of trees along the road to compensate for the fallen

trees during road construction and additional trees to control air and noise

pollution;

• Abate dust emission providing paved road shoulders;

• Plan appropriate arrangement for the disposal of sewage from the road

service area to avoid nuisance in the nearby settlements;

• People should be given appropriate and timely compensation against the

acquired land to facilitate resettlement;

Road Construction

• The public utilities may not be disturbed and may be replaced well before

the start of the project activity.

• Maximum local people should be accommodated during construction

phase.

• Dust should be controlled during construction phase

• Construction work should be completed at the earliest.

• Avoid dumping of construction material near and along the road

• Induct local labor into the construction workforce as far as possible to avoid

social conflict between the migrant and local workers;

• Proper diversion/ alternate may be given to avoid Traffic jam, dust, smoke

and accidents.

• Implement a proper solid waste management plan.

9‐5 

Road Operations

• Control use of pressure horns near school, mosques, hospitals and

residential clusters especially during night.

• Specify speed limit where required;

• Ensure cross drainage pipes and culverts are regularly cleaned so that rain

water may not disturb the population as well as traffic flow.

• Local people should be employed in the operational phase of the project;

• Regularly remove accumulated piles of rubbish from the ROW.

• Irrigation water from water courses may not be used for watering of plants.

9.5 Proposed Measures for Addressing the Stakeholders Concern The project proponent (Shajar Roads Ltd) is suggested to take the following

measures at design, construction and operational stages to address the concerns of

the stakeholders;

Road Design

• Overhead pedestrian bridges may be provided for safe crossing of the

people.

• Cattle crossings may also be provided.

• Proper funds for compensation against land acquisition to be provided.

• Tree plantation programme to compensate for the anticipated loss of

vegetation during the construction activities, and to help abate pollution

caused by emissions, dust, and noise during road operations;

• Appropriate drainage system should be provided to control surface runoff

and avoid flooding of nearby localities

• Contractor should abide by the provisions of the EMP in consultation with

the supervision consultant and client;

Road Construction

• The movement of construction vehicles should remain confined to

designated areas of movement;

9‐6 

• The contractor’s staff and workers should be provided training for sensitivity

towards the local culture and traditions and development of good relations

with local communities avoid any social friction. Employment of locals

should be encouraged for the skilled, unskilled and semi-skilled workers.

• CWD to abide by the provisions of the national / provincial law with regard

to pollution of air, water and land resources of the project area.

• The construction vehicles should abide the provincial emission standards.

The waste oil and grease generated by the construction vehicles should be

appropriately treated and disposed of;

• Solid waste generated in the construction camp sites should be properly

treated and safely disposed of in the demarcated disposal sites as

approved by the supervision consultants;

• A meticulous Traffic Management Plan should be developed to ensure the

safety during construction operations during plan should be developed;

• All barricades including signs, pavement markings, flags, lights erected as

required by the highway standard criteria.

• Water showering may be regularly done for control of dust

Road Operations

• Cautionary and information signs should be erected;

• Use of loud horns near schools, traffic disorders and violation of traffic

regulations should be monitored and controlled by NH & MP;

• Speed limit will be specified andNH&MPwill control it;

• Rescue 1122 service may be provided for any accident.

• Cross - drainage pipes should be cleaned on regular basis.

9.6 Village Meetings Village meetings have important role to play in the smooth implantation of the project

by knowing and understanding the people’s concerns and addressing them

appropriately by incorporating additional measures in the planning, design,

construction and operational phases of the project. Concerns raised during the

village meetings are discussed below;

9‐7 

Table 9.2: Village Meetings & Concerns

Sr. No.

Village name

Population No. of participant

Main Concerns

Expectations

1 KotRanjeet Singh

3000 3 Adequate compensation of affected persons to enable them to purchase alternative land. Jobs to be provided to locals during project construction

Improvement in transport facility; More business opportunities will be available; Employment for locals in construction.

2 Kot Bilal 5000 4 Land should be acquired at market rates

Project will augment the value of land; National economy will improve.

3 MajooChak 9000 7 Project must be started as soon as possible

Local and National economy will improve; The produce of village can earn much money than now. Girl students and lady workers will have access to fast moving travelling service for access to schools & colleges

4 Qila Mustafa abad

7000 10 Existing road links should not be disturbed. Even our land is being acquired but the project must be implemented as it is

Compensation should be given according to the market rate.

9‐8 

beneficial for the locals

5 TatlyAali 15000 7 Movement of local people should not be disturbed Compensation to the acquired land and crops should be provided at market rate

Travel time to big cities will be reduced. Students will have easy access to educational institutions Many Social benefits like matrimonial issues.

6 Ghumanwala 3000 1 Adequate compensation to affected person to enable them to purchase alternative land to rehabilitate themselves.

Project will bring prosperity to area. Our business will enhance because of this project.

7 KhialiChowk 10 Livelihood of people on ROW is at stake

Saving time and money. Access to other villages/towns will be easier The journey from Gujranwala to Sheikhupura will be cheaper and time saving

9.7 Future Information Disclosure EIA report fully incorporates the environmental and socio-economic concerns

expressed by the stakeholders and the necessary measures incorporated in the

project to address those concerns. A copy of EIA report will be placed in the office of

EPA Sheikhupura and Gujranwala and public libraries for easy access to the

interested parties. Copy of the draft EIA Report can also be made available to the

interested party on request.

9‐9 

9.8 Grievances Redress Mechanism (GRM) Grievances Redress Mechanism is an integral part of the Proposed project planning

and implementation mechanism. It aims at addressing public grievances arising from

the work and work related activities. Following are the specific objectives of

establishing Grievances Redress Mechanism;

• Ensure better safeguard mechanism for implementation of project;

• Resolve environmental and social grievances in the project area;

• Build up relationship of trust between the project proponent and the

affected parties;

• Ensure transparency in dealing amongst stakeholders including affected

parties through a proper communication mechanism.

The major objective of GRM is to establish, implement and maintain a procedure for

handling environmental and social concerns of the project stakeholders and affected.

The procedure will include a redressal mechanism scaled to project’s identified risks

and adverse impacts, focusing on stakeholders.

9.9 Grievances Redress Committee (GRC) CWD will establish a Grievances Redress Committee (GRC) to facilitate resolution of

complaints of the Stakeholders, Affected People (AP) and grievances relating to

environmental performance of the project. The GRC will address affected people

concerns and complaints promptly using an understandable and transparent

process. The terms of functioning of GRC will be as follows;

a) Provide support to the affected persons and stakeholders in solving the

problems;

b) Resolve grievances preferably on the first day of hearing or within a period

of one week, in case of complicated issues may require additional time;

c) Provide information to Project Director Sheikhupura- Gujranwala who is

also the Chief Engineer (Central) CWD on serious cases at the earliest;

d) Coordinate with the Affected Person (AP) and concerned parties, getting

proper and timely information on the solution worked out for his /her

grievances;

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e) Study the normal occurring grievances and advise Project Directoron

remedial measures / actions to avoid further occurrences;

f) Create awareness of the Grievances Redress Mechanism (GRM) through

public consultation leaflets.

GRC meetings will be held in CWD, PM Office or other locations agreed by the

committee. If needed GRC members will conduct field visits to verify and review the

issues at dispute.

9.10 Composition of Grievances Redress Committee (GRC) The GRC will directly work under the supervision of Director CWD. The following

members are recommended to form a GRC to resolve the grievances;

• Deputy Director (CWD)

• Representative of Affected persons (APs)

• Environmental Engineer of Supervision Consultant (SC)

• Environmental Engineer of Construction Contractor (CC)

Deputy Director CWD will act as Project Environmental Grievances officer (PEGO) /

Coordinator of the Grievances Redress Committee (GRC). He will review the cases

on merit and address the problem in accordance with prevailing rules / procedures

applicable to such grievances as per Environmental Management Plan (EMP). The

PEGO will refer then refer the case to GRC for final decision, whether to update and

make necessary amendment to EPM. The GRC will give its decision within 30 days

of the registry of the complaint. The complainant can appeal to Director CWD who

should act on the complaint / grievance within two weeks of its filing. If the Affected

Person (AP) is not satisfied with the decision of redressal committee, he can request

the higher authorities / relevant govt. departments for its resolution. In this regard, he

may submit the complaint to Punjab EPA also.

9.11 Procedure for Filing the Complaint The Affected person (AP) / stakeholder may submit an application in the PM Office

for the redressal of his grievances. The PM will refer the matter to Deputy Director

CWD. Deputy Director CWD will address the grievances preferably the same day or

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he may take a maximum of one week to resolve the grievance. In case the grievance

is not addressed within a week time, the Affected Person (AP) may take the matter

to GRC.

There are several ways to approach GRC for the redressal of grievances;

• Contact the PEGO of GRC over phone apprising him of his /her

grievances;

• Send an email or courier to the PEGO for taking up the matter in GRC.

GRC will investigate and review the grievance and convey the final decision to the

AP. In case the grievance is not related to the project, the GRC will not process it

and accordingly inform the grievant. All decision of the GRC will be conveyed to the

grievant in writing.

GRC can take up any matter of project related grievances for consideration of

resolution. Any affected person can lodge a complaint on matters of environment to

DG EPA Punjab under section 21(3)(b) under PEPA 1997, amended 2012.

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Section -10

Conclusion

Project of “Dualization of Sheikhupura- Gujranwala existing carriageway” for which this EIA is prepared is to be implemented under the PPP mode. The aim of the project is to provide fast moving traffic facilities to the people of the project area and travelers from other cities. Overall benefit of the project is the economic uplift of the people of Punjab. The project also aims at reducing the burden of traffic between the two industrial cities (Gujranwala and Sheikhupura). The project will provide safe, efficient, congestion free and high speed transport facility to passengers and for freight transfer to businessmen. The road connects the two cities of Sheikhupura and Gujranwala through the shortest distance of 53 Km compared to other connecting routes It is a 43 Km long stretch of the existing road. Right of way of the dual carriageway is 32.1 meter. The EIA report presented has been prepared within the framework of the Punjab Environmental Act 1997 (Amended 2012) and “Guidelines for the Preparation of Environmental Impact Assessment Reports”. The EIA Report has achieved the following objectives;

• • Identification of national environmental policy, legislative, regulatory and

administrative formwork and guidelines for the protection of environment that applies to proposed project;

• Documentation of environmental features of the project area to serve as a

baseline for future reference and assessing the impacts of the project activities;

• Recommendations of mitigation measures to minimize the project’s adverse

environmental impacts and incorporation of the mitigation measures in the project planning, design and execution estimates at all stages (Design, Construction and operations) for compliance and implementation to minimize project’s adverse environmental impacts as far as possible;

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• Environmental Management Plan (EMP) that identifies the mitigation measures and the monitoring requirements to measures the impact of mitigation measures on the environment;

• Institutional arrangement for environmental management, monitoring and

redressal of grievances during the construction and operational phases of the

project

Field visits conducted to collect baseline information about the environmental,

social and socio economic and cultural features of the project area and holding

consultations with the local populace brought to fore their concerns arising out of

the project’s pre construction, construction and operational activities. In addition,

consultative meetings were held with the officers of governmental departments.

Following is the list of main issues and concerns;

• People are very jubilant and excited for the completion of this project as it

will solve their long awaited social and economic issues related to this poor

road.

• Compensation for land acquisition.

• Cutting of trees / bushes / falling on the two sides of existing road.

• Obstruction of access to land, schools, hospitals, markets during

construction stage of the project.

• Disturbance in public movement during construction;

• Noise and air pollution caused by the construction machinery;

• Solid waste disposal during construction;

• Oil spillage from construction machinery resulting in soil and groundwater

pollution;

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Table 10.1: Summary of the potential environmental impacts of the project

S. Resources Envisaged Impacts

Construction Phase

Operational Phase #

1 Physical Land Acquisition Permanent & Minor X Resources Negative Dismantling of Permanent & Minor X

Small shops and some houses Negative

Relocation of Temporary & Minor X existing utilities Negative Change of land use No significant impact X Soil Erosion Temporary & Minor X Negative Disposal of Spoil Temporary & Minor X Negative Surface water Minor & Negative Minor Negative Pollution

Air Pollution Moderate Negative Minor Negative Dust Moderate Negative X Noise Minor Negative Minor Negative Topography No significant impact X Disposal of Minor Negative X Mucking Material Borrow / Open Pits Temporary & Minor X Negative

2 Ecological Loss of vegetation Permanent & Moderate Major Positive Resources Negative

3 Social & Relocation of No significant impact X Cultural Population Resources Loss of livelihood Minor Negative X Disturbance to Moderate negative X People Disruption of Minor Negative X Existing Utilities Traffic Issues Minor negative X Health & Safety of Temporary & Minor Minor Negative Workers negative Economic Activity Major Positive Major Positive Employment Major Positive Major Positive Matrimonial issues X Major positive

Education of the fair sex, X Major Positive

Movement of patients to health care centers Negative moderate Major positive

Attraction to long rout transport buses Negative Major positive

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The EIA study shows that project will have a negligible impact on the biological resources of the project area but will have a significant impact on the physical and socio economic resources. It will uplift the social and economic status of the people of the area of the project. Compensation to a number of land owners against the acquired land and structures has been identified as minor issue by the stakeholders in the project area, which should be resolved in accordance with the existing laws and regulations for the early resettlement and rehabilitation of the affected people (AP) and stakeholders. The study identifies the very positive nature of the project. EIA report suggest establishment of Grievances Redress Mechanism (GRM) in the project for the early settlement of all grievances.

Mitigation measures suggested in the EIA Report will very likely minimize the adverse impacts of the project to best possible extent. EMP suggests regular monitoring of the environmental features of the area and undertakes timely mitigation measures for the protection of environment. Overall the project aims at improving the socio economic conditions in the project area. The report thus concludes;

“If project activities are undertaken as described in this report, and the recommended mitigation measures are adopted, the project will not result in any adverse impact on environment rather the project will have a healthy and sound impact on the socioeconomic edifice and environment of project area by enhancing economic activity for the uplift of masses in a number of ways e.g. education gains, social gains, health care gains, economic gains. Hence the project is recommended for environmental approval along with its mitigation measures.