environme ntal imp act assessment report ...epd.punjab.gov.pk/system/files/final report - signed...
TRANSCRIPT
DUA
He
ALIZATI
ENA
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
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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:
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• 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
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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.
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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
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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.
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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
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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
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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.
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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.
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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:
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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.
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• 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
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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
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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
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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.
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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
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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
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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
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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
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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:
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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:
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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
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Fig 4.14: Different birds and Animals
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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
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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.
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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
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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.
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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.
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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
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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,
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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.
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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
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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.
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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
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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
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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
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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,
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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.
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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.
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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
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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
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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
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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.
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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
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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.
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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).
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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
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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
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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.
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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.
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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.
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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.
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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.
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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
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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.
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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
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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;
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• 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
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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.
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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.
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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;
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• 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.
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• 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.
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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
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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
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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;
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• 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
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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
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• 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
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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
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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.
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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
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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
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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
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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.
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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
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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;
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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
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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.
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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;
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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
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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
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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
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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
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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/-
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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.
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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)
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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
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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
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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
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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.
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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;
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• 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.
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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.