IEE Bus Rapid Transit - Mar 07, 2008

City District Government Karachi
Karachi Mega City Sustainable Development Program
Initial Environmental Examination

Bus Rapid Transit System
under Transportation Subprojects
Document Stage: Final Report

Document Date: March 07, 2008
The initial environmental examination is a document of the

borrower. The views expressed herein do not necessarily
represent those of ADB’s Board of Directors, Management, or
staff, and may be preliminary in nature.
IEE Report for Bus Rapid Transit System of Transportation Subprojects
CONTENTS
I. INTRODUCTION .................................................................................. 6

A Overview .........................................................................................................6
B Environmental Regulatory Compliance .......................................................7
C Environmental Category of Bus Rapid Tansit Subproject(s).....................7
D Objectives and Scope of IEE ........................................................................8
E Report Structure ............................................................................................8
II. DESCRIPTION OF THE BUS RAPID TRANSIT SUBPROJECT ....... 9

A Background, Type of Project and Categorization .......................................9
B Need for the Project .....................................................................................10
C Proposed Development Plan ......................................................................10
D Criteria for Route Selection ........................................................................11
E Description of a Typical BRT dedicated Transitway Section Station .....13
III. DESCRIPTION OF ENVIRONMENT ................................................. 15

A Environmental Profile of Karachi ...............................................................15
Physical Environment ....................................................................................15
Biological Environment ..................................................................................16
Social and Cultural Environment ....................................................................17
B Environmental Conditions of the Proposed BRT routes..........................18
IV. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES ...... 22

A Design Related Impacts and Design Concept ...........................................22
B Sensitive Receivers, Heritage and Religious Sites and Schools ............23
C Preparing the Contractor(s) to Install Mitigation ......................................23
D Construction Related Impacts ....................................................................24
Traffic Management .......................................................................................24
Public Safety ..................................................................................................25
Cut and Fill .....................................................................................................25
Replacement of Trees ....................................................................................26
Hydrology, Sedimentation and Soil Erosion ...................................................26
Blasting ..........................................................................................................27
Noise and Vibration........................................................................................27
Air Pollution ....................................................................................................28
Nuisances and Health Effects ........................................................................29
E Operational Impacts ....................................................................................30
Noise .............................................................................................................30
Gaseous Emissions from Vehicles ................................................................31
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Vehicle Related Dust Emission ......................................................................32

Hazardous Driving Conditions .......................................................................32
V. PUBLIC CONSULTATION ................................................................ 33

A Identification of Stakeholders .....................................................................33
B Consultation with Primary Stakeholders ...................................................33
Community, Businesses and Trade Associations ..........................................33
C Consultation with NGOs ..............................................................................33
Urban Resource Centre .................................................................................33
VI. INSTITUTIONAL REQUIREMENTS AND ENVIRONMENTAL

MANAGEMENT PLAN ...................................................................... 42
A Institutional Requirements ..........................................................................42
B Environmental Assessment of Follow-Up Subprojects ...........................45
C Environmental Management Plan ..............................................................45
D Environmental Monitoring ..........................................................................46
VII. FINDINGS AND RECOMMENDATIONS ........................................... 49
VIII. CONCLUSIONS ................................................................................. 51
Appendix A: Selected Photographs..................................................... 52
Appendix B: Environmental Management Plan .................................. 57
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FIGURES
Figure 1: Location of the BRT in Karachi ..................................................................12

Figure 2: Typical Layout of BRT .................................................................................13
Figure 3: Typical Plan View of BRT ............................................................................14
Figure 4: Satellite Images of Typical Elevated Sections ..........................................19
Figure 5: BRT Elevated Route Typical Section at Business Recorder Road .........20
Figure 6: Locations of Public Consultation Meetings ..............................................34
TABLES
Table 1: Ambient Air Quality in Karachi ...................................................................16

Table 2: Population of Karachi ..................................................................................18
Table 3: Typical Ambient Air Quality along BRT Route ..........................................21
Table 4: Summary of Public Consultation ...............................................................35
Table 5: Key Tasks for Environmental Monitoring Plan .........................................47
Table 6: Summary of Estimated Costs for EMP Implementation ...........................48
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LIST OF ABBREVIATIONS
ADB Asian Development Bank

CDGK City District Government Karachi
CSC Construction Supervisory Consultant
DCO District Coordination Officer
DDC Detailed Design Consultants
DOE District Officer Environment
EARF Environmental Assessment and Review Framework
EDO Executive District Officer
EIA Environmental Impact Assessment
EMP Environmental Management Plan
EPA Environmental Protection Agency
GER Gross Enrolment Rate
GoP Government of the Islamic Republic of Pakistan
IEE Initial Environmental Examination
KMCSDP Karachi Mega City Sustainable Development Program
MFF Multi-tranche Financing Facility
MMP Materials Management Plan
NEQS National Environmental Quality Standards
NOX Oxides of Nitrogen
Pak-EPA Pakistan Environmental Protection Agency
PM10 Particulate Matter of less than 10 micron in diameter
REA Rapid Environmental Assessment
RoW Right-of-Way
SEPA Sindh Environmental Protection Agency
SO2 Sulphur Dioxide
SR Sensitive Receiver
TA Technical Assistance
TCD Transport and Communication Department
WEIGHTS AND MEASURES
dB(A) Decibel (A-weighted)

ft Feet/Foot
km kilometre
km/h kilometre per hour
m meter
m3 cubic meter
m2 square meter
s seconds
LAWS AND REGULATIONS
IEE-EIA Regulations 2000 Pakistan Environmental Protection Agency Review

of Initial Environmental Examination and
Environmental impact Assessment Regulations
2000
PEPA 1997 Pakistan Environmental Protection Act 1997
SLGO 2001 Sindh Local Government Ordinance 2001
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I. INTRODUCTION
1. Government of Pakistan (GoP) has requested the Asian Development Bank (ADB)
to provide a multi-tranche financing facility (MFF) to facilitate investments to support the
proposed Karachi Mega City Sustainable Development Program (KMCSDP, the
Program). The KMCSDP will implement a number of subprojects within seven
components including: support to institutional reform and development; water supply and
wastewater management; urban roads; traffic and transportation; improvement of katchi
abadi (squatter settlements) and assistance in housing for the poor; public awareness
and outreach; investment program management and engineering support.
2. This Initial Environmental Examination (IEE) presents the environmental
assessments of the Bus Rapid Transit subproject under the transportation sector
subprojects in Tranche 1 of the MFF. This IEE has been carried out to ensure that the
potential adverse environmental impacts are appropriately addressed in line with
Environment Policy (2002) and ADB Environmental Assessment Guidelines (2003).
This IEE has also been prepared to meet the requirements of the GoP for environmental
assessment.
3. This IEE is submitted to ADB by the City District Government Karachi (CDGK) and
this report will be submitted for review and approval by the Sindh Environmental
Protection Agency (SEPA) as required by the Pakistan Environmental Protection Act
1997 (PEPA 1997) and its subservient rules and regulations.
A Overview
4. The MFF will substantially support improvements to public transport in Karachi. The
transport component in Tranche 1 of the KMCSDP MFF includes urgently needed
municipal transport infrastructure in the form of (a) the initial routes for the BRT, (b) an
effective Urban Traffic Control system, and (c) preparation of a comprehensive long term
Transport Master Plan. The later tranches will extend other routes of the BRT and build
on strengthening system performance, accountability and sustainability through
regulatory, institutional and public awareness. Tranche 1 includes the development of
Route 1, Route 2, and Route 3 of the (BRT)1 that was conceived by CDGK and has
been adopted as the foundation for the Transport Sector Roadmap2 which proposes the
progressive development of the BRT network within the MFF program. The Tranche 1
initiatives are part of an integrated, long-term package of investments and support
programs that will address priority infrastructure needs, substantially strengthen
transport system functions and progressively enhance service delivery in the
transportation sector. The Karachi Pre-Feasibility Planning Study3 has provided a basis
for the assumptions used for this IEE. The main infrastructure project activities in
Tranche 1 include the construction of dedicated bus lanes and bus stops/stations from
various parts of the city towards the Karachi central business district (CBD) terminating
at Numaish. The routes are known as Route 1 Surjani – CBD, Route 2 Safura Goth
(along University Road) to CBD and Route 3 Orangi Town to CBD.
1 Ultimately the aim of the BRT is to interconnect a network of about 140 kilometres of exclusive corridors
that have been identified as a result of the comprehensive Detailed Study on: Private - Public Partnership
Based Environment Friendly Public Transport System for Karachi (BRT) - Karachi Mass Transit Cell,
CDGK 2006.
2 KMCSDP MFF Transport Sector Roadmap - TA 4753 Consultants
3 Karachi Prefeasibility Planning Study. TA Consultants June 2007.
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B Environmental Regulatory Compliance

5. Section 12(1) of the PEPA 1997 requires that “No proponent of a project4 shall
commence construction or operation unless he has filed with the Federal Agency5 an
initial environmental examination or, where the project is likely to cause an adverse
environmental effect, an environmental impact assessment, and has obtained from the
Federal Agency approval in respect thereof.”
6. The Pakistan Environmental Protection Agency Review of Initial Environmental
Examination and Environmental impact Assessment Regulations, 2000 (IEE-EIA
Regulations 2000) provide the necessary details on the preparation, submission, and
review of the IEE and the environmental impact assessment (EIA). The regulation
categorizes the projects on the basis of anticipated degree of environmental impact.
Project types that are likely to have significant adverse impact are listed in Schedule II of
the regulations and require an EIA. Projects that are not likely to have significant
adverse impacts are listed in Schedule I and require an IEE to be conducted, rather than
an EIA, provided that the project is not located in an environmentally sensitive area.
Provincial Highways or major roads (except maintenance or rebuilding or reconstruction)
costing more than Rs 50 million require EIA (Schedule II) and those costing less require
IEE. Transport management systems and BRT are not specifically included in the
schedules.
7. However the IEE-EIA Regulations 2000 also allow the environmental protection
agencies (EPAs) to direct the proponent of a project whether or not listed in Schedule I
or Schedule II to carry out and file an IEE or EIA for any project for reasons recorded in
such a direction. Such a direction would need to be issued after recommendation in
writing from the Environmental Assessment Advisory Committee to be constituted under
the IEE-EIA Regulations 2000. The BRT will generally involve the use of existing
carriageways and it is not expected at this stage that CDGK will be required to submit an
IEE for BRT. BRT facilities proposed under later tranches will have a similar conceptual
design to Tranche 1 therefore the potential of the later stages of the BRT to adversely
affect the environment should be approximately similar. An IEE with Environmental
Management Plan is required for all MFF subprojects under ADB requirements and
therefore this IEE has been prepared.
8. The National Environmental Quality Standards (NEQS) are also applicable to any
non-fugitive emission or effluent from the routes.
C Environmental Category of Bus Rapid Tansit Subproject(s)

9. Under ADB’s Environmental Policy (2002) and Environmental Assessment
Guidelines (2003) the Tranche 1 BRT subprojects are Category “B” and require IEE.
4 Defined as “any activity, plan, scheme, proposal or undertaking involving any change in the environment
nd includes-(a) construction or use of buildings or other works; (b) construction or use of roads or other
transport systems; (c) construction or operation of factories or other installations; (d) mineral prospecting,
mining, quarrying, stone-crushing, drilling and the like; (e) any change of land use or transit/transportuse;
and (f) alteration, expansion, repair, decommissioning or abandonment of existing buildings or other
work roads or other transport systems, factories or other installations.
5 The Ministry of Environment, Government of Pakistan has delegated the power of the Federal Agency
for EIA and IEE reviews for projects falling in different provinces to the environmental protection
agencies of the respective provinces. Federal Agency in this case is the sindh Environmental Protection
Agency.
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D Objectives and Scope of IEE

10. The objectives of this IEE were to:
• Assess the existing environmental conditions in the areas where the BRT sector
subproject is located including the identification of environmentally sensitive
areas;
• Assess the proposed planning and development activities to identify their
potential impacts, evaluate the impacts, and determine their significance; and
• Propose appropriate mitigation measures that can be incorporated into the
proposed activities to minimize any adverse impacts, ensure that residual
impacts are acceptable and propose monitoring and planning of future projects in
this sector in Karachi.
11. This IEE is based mainly on secondary sources of information, field reconnaissance
surveys and public consultation undertaken specifically for this study.
E Report Structure
12. Following this introduction this report contains seven more sections including (ii)
description of bus rapid Transit subprojects; (iii) description of the environment; (iv)
environmental impacts and mitigation; (v) public consultation; (vi) institutional
requirements and environmental management plan; (vii) findings and recommendations;
and (viii) conclusions.
13. Photographs of the project area are presented in Appendix A and the environmental
management plan is presented in Appendix B.
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II. DESCRIPTION OF THE BUS RAPID TRANSIT SUBPROJECT
A Background, Type of Project and Categorization

14. Travel in Karachi is characterized by congested roads, poor road conditions, high
levels of pollution and frequent accidents. Much of the primary highway network is
constructed on wide roads with wide central medians but the road hierarchy is deficient
and secondary roads that could provide a vital feeder service between the major
thoroughfares and residential areas have not been included. The city has relatively low
but rapidly increasing vehicle ownership and there is a need to avoid overprovision for
private vehicles to ensure a sustainable and balanced transport system.
15. Cities like Karachi cannot develop sustainable transport systems based solely on
private vehicles; the sheer size and levels of travel demand cannot be provided for by
road provision and expansion. The rapid growth of Karachi population, estimated to be in
excess of 15 million in 2007, means a corresponding expansion of the urban area. The
draft Master Plan shows that in future the development is planned for more than 40 km
to the east of the present city limits. To cater for the expanding population, more than
500 new vehicles are coming on to the roads of the city every day. These new motor
cars and motorcycles add significantly to the city traffic congestion and also to urban
environmental pollution. However, it is recognized that all types of vehicles must be
catered for to allow efficient movement of goods. A well integrated logistic system must
operate in parallel with an efficient public or mass transit system.
16. Sixty percent of people in Karachi rely on public transport but the public transport
system is seriously deficient. It suffers from traffic congestion; vehicles in poor condition
and lack of effective regulation, management and driver training. Many people travel on
foot but pedestrians’ needs are not well catered for and there are problems with
pedestrian safety and accessibility. There are pro-private vehicle provisions such as
“flyovers” at major intersections to relieve local congestion points, but these are
implemented with limited provisions for pedestrians and public transport.
17. Efficient and sustainable urban transport must focus on the ability to meet demand
for travel within and through the city. This requires placing more emphasis on integrated
mass transit solutions in preference to provisions for private vehicles. Mass transit
solutions potentially have numerous associated benefits such as enhanced energy
efficiency, reduced pollution, improved safety, and affordable service delivery.
18. While there is a clear desire within all levels of government (especially within the
CDGK and dedicated government officers committed to the improvement of the transport
system) inadequacies in overall governance, planning, communication, management
and finance are all contributing factors of the systemic failure to provide integrated and
sustainable transport systems.
19. The Karachi Master Plan 20206 states that the overarching goal for the transport
sector is to provide a balanced Multi-Modal Transportation System which will:
i) Equitably satisfy the mobility, accessibility and circulation needs of the
Community.
6 Master plans have been developed for Karachi on three previous occasions (1952, 1974, 1990); all have
included goals and objectives directed towards developing effective transport systems, including the
need for a mass transit system, a coordinated approach to transport planning and service delivery and
the establishment of a holistic transport policy. However, to date there has been little or no progress on
these objectives and in fact transport systems (especially public transport) have gone backwards over
this period.
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ii) Effectively accommodate the movement of people, goods, and services at the
optimum level of safety, economy, energy efficiency and air quality.
iii) Support and complement the orderly growth of the Karachi area.
iv) Be comprehensive and approach transportation planning within the framework
of a Master Plan which should ensure maintenance and strengthening of
transportation modal choices.
20. Field reconnaissance in 2007 determined that the project is Category B under ADB
Environmental Guidelines 2003
B Need for the Project

21. The development of public transport must provide the main choice for travel in
Karachi. The context of this study is the deteriorating situation of public transport in
Karachi which includes primarily, the bus system.
22. A fully integrated transit system, incorporating bus, rail and transit systems, with
feeder services is required. The recently completed “Detailed Study on: Private/Public
Partnership based environmentally-friendly Public Transport System for Karachi” (the
Bus Rapid Transit or BRT Study), outlines in some detail, a credible network which can
start to address some of ongoing transport problems quickly and effectively and provide
the impetuous for a “public transport first” policy. This is a first step in a broader public
transport network.
23. While improvements rely fundamentally on a proper regulatory and operating
environment for buses, new technologies are also assisting bus systems to be more
reliable and convenient. Bus Rapid Transit is increasingly being recognized as the new
generation of mass transit solutions and is being developed to high standards of service
at comparatively low cost and a potentially feasibility option for Karachi.
24. Bus transit cannot be designed effectively in isolation from issues of city
development, so an integrated approach with city development and infrastructure is
necessary. A new bus route network plan will be developed to develop an efficient and
demand oriented passenger transport system. The Karachi BRT Pre Feasibility Planning
Study has summarized the planning so far3.
C Proposed Development Plan

25. Implementation of the BRT network will be undertaken by a new “Mass Transit
Agency (MTA)”, founded on the existing Mass Transit Cell and located within Transport
and Communications Department (TCD) of the CDGK. TCD will be responsible for
system wide transport policy and planning, the transportation control plan and urban
traffic control signals system while the MTA will be responsible for BRT delivery,
operations and management and long term mass transit system planning and
development.
26. Implementation of the BRT line will follow a process which will confirm design and
performance standards and prepare a design manual to guide future BRT line
development. It will complete a detailed review of alignment options and gain agreement
to a final alignment over the full length of the corridor, including station location and
required road and traffic adjustments. The reference design must also develop an
appropriate public transport solution for the CBD.
27. -The BRT line will probably be implemented using a conventional design, tender and
construct process for the BRT infrastructure. A separate process will operate for the bus
services, maintenance and operation of the busses.
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28. A conventional design, tender, construct option is preferred at this time because of
the underdeveloped nature of the concept designs and the need to ensure that the best
possible outcome is provide for the traveling public. It is considered that while a “design
/ construct” style tender may provide a faster process it does not facilitate the careful
consideration of issues and the development of optimum design solutions.
29. Tranche 1 of the ADB MFF will support the development of the first three routes of
the BRT system with stations, infrastructure and a legal and legislative support
framework for it’s introduction including:
i) Detailed designs of the BRT transit-ways, supporting stations and termini and
passenger access/egress paths. A Reference Design has been prepared and
has been used as the basis of assessment of this IEE;
ii) Preparation of enabling legislation to provide for the introduction of the transit-
ways and to ensure current legislative arrangements are updated as
necessary; taking into account current bus operators and franchise provisions.
iii) Development of the capacity of Government to plan to, deliver, manage and
regulate the transport sector from a whole sector wide perspective.
iv) Establishment of a transport authority within the relevant arm of Government
with the capacity to plan and regulate the system.
v) Engagement of the transport industry in the reforms of Government and in the
infrastructure and operational planning by Government on behalf of and for
transport industry and the community.
vi) Commencement of driver and mechanic recruitment and training to operate
high capacity BRT vehicles in a regulated and controlled transitway
environment.
vii) Commencement / completion of construction of initial BRT pilot projects.
30. The BRT network will ultimately consist of about 140 km of exclusive corridors
(dedicated bus lanes and overpasses) that have been identified as part of the
comprehensive Detailed Study on: Private-Public Partnership Based Environment
Friendly Public Transport System for Karachi1. This has been adopted as the foundation
for the Roadmap under the MFF which proposes the progressive development of the
network within the MFF package. The first tranche recommends the development of
three routes—Route 1 from Surjani to Numaish; Route 2 from University Road to
Numaish; and Route 3 from Orangi town to Numaish.
31. The total package has 40 km of BRT lanes and will generally be developed as a two
lane BRT with a station about every 700 m (about 50 stations or more). A key part of the
project will be the development of a reference design which will develop existing
concepts to sufficient detail to allow detailed cost estimates to be developed. The
Reference Design work will be undertaken as part of a subsequent ADB TA Loan.
D Criteria for Route Selection

32. In selecting routes for the Tranche 1 BRT reference was made to the detailed study
carried out by CDGK1. The three routes from that study were selected as the initial
stages of the BRT to be funded and built through the MFF. An internationally recognized
approach has been used to guide route planning for the detailed study and initial route
network.
33. The resulting preliminary network which is then compared with existing routes,
locations of attractors (shops, offices, schools etc.) and together with bus operating
07/03/08 Page 11 of 74
parameters, to formulate a final route design. The routes chosen for the proposed BRT,
Routes 1, 2 and 3, are shown in Figure 1.
Figure 1: Location of the BRT in Karachi
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E Description of a Typical BRT dedicated Transitway Section Station

34. The BRT will run mainly be built by utilizing the existing wide medians on the chosen
routes (Appendix A) and modifying the lanes on the existing width of the roads as shown
in Figure 2. No substantial new land will be acquired for the construction. The edge of
the Right-of-Way (RoW) may need to be modified at the station locations to permit the
construction to take place and allow the existing traffic to pass. There will be three
elevated sections near the Numiash end of Route 1 between Adamjee College and
Women‘s College. This section will be on a viaduct at about 5 m above street level.
Figure 2: Typical Layout of BRT
35. The facilities will include dedicated access bridges, pedestrian crossings and
dedicated junction designs for smooth interfacing with road traffic. The stations and
bridges will be interconnected with the stops for feeder busses (Figure 3).
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Figure 3: Typical Plan View of BRT
36. Management procedures and daily tracking of the activities in the transit ways will
make it impossible for other vehicles to enter the BRT lanes. A dedicated ticket system
will be used for BRT.
37. It has also been proposed that the BRT could use CNG powered busses but this
has yet to be confirmed.
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III. DESCRIPTION OF ENVIRONMENT
A Environmental Profile of Karachi
Physical Environment
38. Topographically ridges, plains, and the coastal belt are the dominant topographic
features of the Karachi. The main features include ridge and runnel upland in Sindh
Kohistan, piedmont colluvial fans and peneplains, north of Karachi, moidan and Gadap
Plains, plains and Plateau of Malir-Lyari Interflous, plains and Hills of the Coastal Belt.
39. Pakistan has 15 seismo-tectonic regions.7 The proposed project is located in the
seismo-tectonic region of the Southern Kirthar Ranges, where a moderate level of
activity is believed to exist, but large magnitude earthquakes are rare. The Building Code
of Pakistan8 places Karachi in Zone 2 corresponding approximately to Intensity VII of the
Modified Mercalli Scale of 1931.9 The peak ground acceleration values in the Zone 2
according to the Building Code of Pakistan ranges from 0.08 to 0.16 g. Thus every
construction in this zone should be designed to withstand the load corresponding to
ground acceleration value of about 0.2 g.
40. There are no significant natural freshwater sources in Karachi. Almost the entire
freshwater needs are met by surface waste sources located outside Karachi, i.e. the
Indus River (about 120 km to the east of the city) and the Hub River (a perennial stream
that originates in Balochistan) that marks the boundary between Karachi and
Balochistan.
41. The Lyari and Malir Rivers that pass through the city do not have any natural flow,
except during the monsoons. Lyari River that passes through the western Karachi, rises
in the northeastern part of the Karachi district and is joined by smaller natural drains
within the city limits. The Malir River rises in the northeast of the city and flows through
the eastern part of the city. Outside the monsoon season flows in these rivers are more
or less completely formed by municipal sewage and industrial effluent discharges that
flow into the rivers and tributaries as they traverse the city.
42. Groundwater resources in the Karachi area are limited. The aquifers close to the
coastal belt are mostly saline and unusable for domestic purposes. The aquifers near
the Hub River bed, estimated to lie at depths of 50-100 m, are well developed and are
source of water for agriculture and other domestic purposes. The main potential sources
of groundwater pollution in Karachi are the unlined drains carrying contaminated waste
from the industries. Similarly, the drains and the domestic and industrial waste in the
Malir and Lyari rivers can also potentially seep through the river beds and reach the
groundwater aquifers.
7 Quittmeyer, R. C. 1979. The Seismicity of Pakistan and Its Relation to Surface Faults in Geodynamics of
Pakistan. Quetta: Geological Survey of Pakistan.
8 Government of Pakistan. 1986. Building Code of Pakistan. Islamabad: Ministry of Housing and Works,
Environment and Urban Affairs Division. A revised version of this document is under development and is
likely to be available soon, however, a draft could not be reviewed at the time of writing of this report.
9 Unlike earthquake magnitude, which indicates the energy a quake expends, the Modified Mercalli
Intensity Scale of 1931 is designed to describe the effects of an earthquake, at a given place, on natural
features, on installations and on human beings. It has 12 divisions, using Roman numerals from I to XII.
I is the mildest—described as: ‘Not felt except by a very few under especially favorable circumstances’—
and XII is the most severe—‘Damage total. Waves seen on ground surfaces. Lines of sight and level
distorted. Objects thrown upward into the air.
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43. The climate of the Karachi can be broadly classified as moderate and which lies in
‘Subtropical Double Season Coastland zone’10. The characteristic features of this
climatic zone are moderate temperatures, afternoon sea breezes in the hot season, and
higher temperatures in the period from July to January than January to July, in spite of
the monsoon-rain.
44. At present, monitoring of urban air pollution in Pakistan is limited to isolated studies
and instances where air pollutants are measured for brief periods at selected locations.
Urban locality, city, region, or countrywide continuous or repeated air quality monitoring
data has not been collected. Similarly, there is no formal system of air quality data
storage and reporting. Whatever air quality data is available is with the public and private
organizations and agencies that conducted the studies. The integrity of air quality as well
as the availability of ambient air quality data are important concerns.
45. A study on emissions of vehicular traffic was conducted by TCD of the CDGK to
evaluate the impact of operation of vehicular traffic on physical, living and social
environment of Karachi11. The study was based on sampling undertaken at 28 different
locations throughout Karachi. The results are presented in Table 1.
Table 1: Ambient Air Quality in Karachi (µg/m3)

Maximum Minimum Average WHO Guidelines and
Targets12
Sulfur Dioxide 110 16 57 500 (10-minute)
20-125 (annual)
Nitrogen Oxides 489 17 199 40 annual
200 1-hr
Particulate Matter Less 490 40 243 20-70 annual
than 10 micron 50-150 24-hr mean
Ozone 92 10 35 100-250 8-hr mean
Source: TCD CDGK All units µgm-3
46. The air quality study also included measurement of roadside noise. The study
suggested that the average noise level at the 28 locations was 77dB(A). The maximum
was recorded as high as 99dB(A), the minimum level was 52dB(A). By comparison with
the World Bank Guidelines the measured levels are much above guideline acceptable
limits of 55dB(A) during the day for residential areas and 70dB(A) for industrial and
commercial areas.
Biological Environment
47. Pakistan can be divided into four phytogeographical regions based on similarity of
floral diversity. Karachi falls in the Saharo-Sindian region. This region covers almost
80% of the country including all of Sindh, central and southern Punjab, most of
10 Shamshad, K.M. 1988. The Meteorology of Pakistan. Karachi: Royal Book Company.
11 Feasibility Study and Development of Transportation Control Plan of Karachi. Prepared by Pakistnn
Space and Upper Atmosphere Research Commission for Transport and Communication Department,
City District Government Karachi. 2007.
12 For severla parameters, WHO now sets guidelines and also interim targets. Wherever a range is
provided, the first number is the guideline value whereas the second is first interim target value.
07/03/08 Page 16 of 74
Balochistan and the plains of Northwest Frontier Province. Floristically the Saharo-
Sindian region is considered very poor because despite the large area only 9.1% of the
known 5,640 floral species of Pakistan are found in this region13. The natural flora is
sparse and mostly xerophytes in the west and northwest areas of the city. However,
marine phytoplankton and mangrove forests are in relative abundance at the coast.
48. Several species of reptiles, birds, and terrestrial mammals are found in the city,
wherever suitable refuges and habitats are found. The beaches and coast of Karachi are
home to an abundance of marine fauna, such as birds, rare reptiles, fish, and marine
mammals. Karachi also falls in the Indus Flyway, one of the major migration routes for
birds. Karachi coast becomes the winter home and even breeding ground for many
species of birds. There are 26 mammal species reported from the region, in which 2
species musk shrew and pigmy shrew are considered to be the rare species.
49. The reptiles and amphibians found in the Karachi include 4 species of land snake, 8
species of marine snake, 10 species of gecko, the Indian sand swimmer, the Indian
monitor lizard and 5 species of frogs. All these species are widely distributed across the
region14.
Social and Cultural Environment

50. Karachi is the capital of the province of Sindh, and the largest city in Pakistan. The
metropolitan area along with its suburbs comprises one of the world's most populated
areas that spreads over 1,000 square kilometers15. The city credits its growth to the
mixed populations of economic and political migrants and refugees with different
national, provincial, linguistic and religious origins, many of whom have come to settle
permanently.
51. The population of Karachi in the 1998 census was reported as 9.86 million, an
increase of 80% from the 1981 census (see Table 2). The present estimate of Karachi
population in the Master Plan is 16.4 million.16 This demonstrates that the population
growth rate has increased from 3.6% per annum in the 1981-98 period to 5.8% since
1998. Part of this phenomenal growth can be explained if the population of Karachi was
under-reported in 1998. The Master Plan estimates that the population in 1998 was
actually 11.335 million. This gives an annual growth rate of 4.42% in the 1981-1998
period and 4.2% since then. According to the Karachi Master Plan, the population of the
city is expected to reach 27.6 million by 2020, almost double that of 2005.
52. The female-to-male ratio in the Karachi population 100:117, as compared to the
national figure of 100:109. Of the total population 37.6% are under the age of 15 years
and 58% are between 15 to 50 years of age. In comparison, the national figures are
42.4% and 44.6%, respectively. These numbers are reflective of the high migrant
population in the city who come here often leaving their families behind in order to earn
their living.
53. Approximately 22% of the present day population consists of migrants. The ethnic
configuration of the metropolis shows that 48% people are Urdu speaking. 14% of
13 Nasir, Y. J. and A.R. Rubina. 1995. Wild Flowers of Pakistan. Karachi: Oxford University Press.
14 Hafiz Ur Rehman and I. Fehmida. 1997. A Revised checklist of Reptiles of Pakistan. Records Zool. Sur.
of Pak. Vol. XIII. Zoological Survey Department of Pakistan.
15 The Karachi is divided into 18 towns. The total areas of these towns is 3,530 square kilometers. This
includes the urban areas, as well as the rural areas.
16 The estimates of current population of Karachi vary by a large margin. Even the website of CDGK,
report three different figures ranging from 14.7 million to 20 million.
07/03/08 Page 17 of 74
Karachiites are Punjabi speaking, 11% speak Pashto, 7.2% speak Sindhi, 4.3% speak
Balochi and Seraiki is spoken by 2.11% of the population.
Table 2: Population of Karachi

Source Year Population (‘000) Annual Growth Rate
Population Census Organization 1981 5,438 4.96%
1998 9,856 3.56%
Karachi Master Plan 1998 11,335 4.42%
2007 16,401 4.19%
Sources: 1981 District Census Report of Karachi Division, 1981 District Census Reports of five
districts of Karachi, Karachi Master Plan 2020
54. Literacy rates have constantly increased in Karachi, with substantial reduction in
male-female literacy gap. The overall literacy rate in 1998 was 67.4%, including 62.3%
literacy for women. The Pakistan Economic Survey 2005-06 reports that the gross
enrolment rate (GER) in Karachi for the primary schools (age 5-9) is almost 100%.
Furthermore, the GER at the metric level in Karachi is at 79% during the period 2004-05,
and the overall literacy rate of the population (10 years and above) in 2004-05 was 78%.
There will thus be a large population ready to enter the work force in a decade or so
requiring employment opportunities.
B Environmental Conditions of the Proposed BRT routes

55. The BRT network will be constructed in the urban area. It will be located within the
existing RoW boundary mainly by utilizing the existing wide medians on the chosen
routes and modifying the lanes on the remaining width of the roads (Figure 2). Some
land may be needed at the edge of the RoW near station locations to facilitate
construction and the flow of existing traffic. The BRT is surrounded by the residential and
commercial premises either side of the busy main roads along which the routes will run.
56. There will be three elevated sections: two on Route 1 and one on Route 3. The
locations of the elevated sections are shown in Figure 1.
57. Aerial photographs of the typical elevated sections near the Numaish end of Route 1
between Adamjee College and Women‘s College are shown in Figure 4. This section
will be on a viaduct at about 5 m above street level. A drawing of a typical section of the
elevated section and nearness of adjacent buildings is shown in Figure 5.
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Figure 4: Satellite Images of Typical Elevated Sections
07/03/08 Page 19 of 74
Figure 5: BRT Elevated Route Typical Section at Business Recorder Road
58. There are scattered trees along the route in the following elevated sections:
i) About 35 trees in median in a 500-m section near Nazimabad Chowrangi;
ii) About 20 trees mainly on the roadsides in the 1-km stretch of the Business
Recorder Road;
iii) About 10 trees in the median on the 1-km section of the Orangi Road; and
iv) About 50 trees on the University Road in different places.
59. The measured air quality at 11 locations, both along the BRT route and some
nearby sites, is shown in Table 3. The NEQS do not set standards for ambient air quality
for fugitive emission from transport projects. However, the existing air quality in all the
Tranche 1 BRT routes frequently exceeds recommended international guidelines for
particulate matter and nitrogen oxides.
60. Noise levels are also very high due to heavy traffic, poorly maintained engines, and
presence of a large number of two stroke engines (auto rickshaws and motorcycles).
The noise levels recorded at 11 locations where air quality was measured was in the
range of 64-89 dB(A) with the average at 77 dB(A), much above the accepted World
Bank guidelines of 55 dB(A) for residential areas and 70 dB(A) for commercial areas.
07/03/08 Page 20 of 74
Table 3: Typical Ambient Air Quality along BRT Route

SITES SO2 ppb NOX ppb CO ppm PM10 mg/m3 O3 ppb
Max Min Avg Max Min Avg Max Min Avg Max Min Avg Max Min Avg
Liaqatabad #10 28 18 22 215 32 127 13 3 7 428 148 287 37 8 18
Tin Hatti 20 6 14 214 15 120 14 2 7 352 40 212 47 7 21
Gurumandir 42 21 28 241 32 115 11 2 5 429 148 287 37 8 18
Old Numaish 31 10 20 196 35 119 12 2 7 315 46 159 31 6 15
Garden Road 27 12 20 235 32 132 14 4 8 470 67 221 39 9 14
Tibet Center 26 15 20 196 30 119 14 2 8 469 98 309 34 10 21
Preedy Street 40 11 23 226 23 99 16 2 6 453 95 268 39 6 16
Empress Market 36 15 22 232 20 79 15 2 10 426 74 239 36 8 22
Gul Bai 34 14 23 247 20 98 13 4 7 460 81 309 35 9 19
Intersection
North 35 18 24 237 27 88 12 3 6 490 135 210 35 5 19
Nazimabad
Nazimabad 40 18 25 231 20 90 16 2 7 375 49 234 30 8 18
Ref Site-1 12 6 8 15 9 11 1.2 0.7 0.9 275 45 189 26 7 15
(Suparco)
Maximum of 42 21 28 247 35 132 16 4 10 490 148 309 47 10 22
Corridor
Minimum of 20 6 14 196 15 79 11 2 5 315 40 159 30 5 14
Corridor
Average of 33 14 22 225 26 108 14 2.5 7.1 424 89 249 36 7.6 18
Corridor
World Bank 57 (24 hr) 80 (24 hr) 35 (annual) 150 (24 hr) 82 (8 hr)
Guidelines 31 (annual) 53 (annual) 50 (annual)
Source: Karachi City Master Plan (2007)
SO2 = Sulphur dioxide; NOX = Nitrogen Oxides; CO = Carbon Monoxide; O3 = Ozone;
ppb = parts per billion; ppm = parts per million; Max = Maximum; Min = Minimum;
Avg = Average PM10 = Particulate matter with diameter less than 10 micron;
07/03/08 Page 21 of 74
IV. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES
61. This section of the IEE discusses the potential environmental impacts of the
proposed subproject and identifies mitigation measures to minimize the impacts in the
design, construction and operational phases. The location and scale of the works are
very important in predicting the environmental impacts. The main issues relate to
impacts such as noise, dust, and traffic during construction and operation. The process
of impact prediction is the core of the EIA process and it is critical that the
recommendations and mitigation measures are carried out during the implementation
and completion of the BRT in line with ADB’s Environmental Policy (2002) and
Environmental Assessment Guidelines.2
A Design Related Impacts and Design Concept

62. The proposed BRT has the three routes, for Tranche 1 that will all have
approximately similar design and facilities. The basic design concept has been accepted
as feasible1 but the layouts and detailed designs must be prepared and the
Environmental Management Plan (EMP) must be reviewed before the project is
implemented. The review must take into account any changes to operational modeling
assumptions that will need to be reviewed relative to ground realities or other changes
that result from the assumptions made in other Tranche 1 subprojects such as the
development of the Urban Traffic Control System and preparation of the comprehensive
long term Transport Master Plan. I.e. the potential cascade of effects upon traffic
conditions at the street level resulting from the proposals for the of Urban Traffic Control
System and Transport Master Plan must be integrated into the BRT proposals at the
detailed design stage.
63. Likewise the IEE and EMP (Section VI and Appendix B) will need to be reviewed
during the detail design stage to take account of local alignment or junction modifications
and the timing and phasing of construction. The key design-related environmental
impacts relate to the selection of the routes and the surrounding land uses. As described
in Section 2, the routes have been selected based on internationally acceptable criteria.
The key environmental criterion is that the routes should be constructed and operated in
the median of the existing wide roads to provide buffer between the surrounding
sensitive receptors and the bus transit way facilities in order to permit attenuation of
potential operational impacts. The median is the optimum routing at this stage but it is
also recognized that non median alignments may need to be adopted in special
circumstances for the final alignment and in those cases the environmental assessments
and EMP will need to be reviewed and amended.
64. The implementation of the BRT has the potential to affect sensitive receivers (SR)
that are outside the RoW on either side of the main highways that will line most of the
BRT routes. The road is not to be widened or realigned outside the RoW for the
Tranche 1 routes but at least three overpasses are anticipated in key locations
(Figure 1). The construction for the two and three lane civil works will be mostly in the
median and will inevitably create some dust, noise and vibration.
65. The median location of the BRT on existing roads means that most SR will be set
back by at least 10 m from the edge of the BRT transit way. However this is not a very
large buffer distance and residential and commercial communities are generally present
at the edges of the existing road. But the conceptual design does its best to locate the
BRT in the median and therefore maximizes the available buffer distance between the
BRT and the SRs. The institutional arrangements also provide for an improved bus fleet,
in principle and use of CNG fuel is being strongly considered for the BRT vehicle fleet.
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66. The conceptual design for the three elevated sections for Route 1 and Route 3
envisages these also will be in the median and that they will be elevated by about 5 m
above the level of the roads that they will cross. However whereas conceptual designs
are available the precise details of location and structural designs have yet to be
confirmed.
67. Consequently some further environmental assessment of these sections will be
required at the detailed design stage and consultation with local communities needs to
be completed prior to undertaking the civil work for the elevated sections. It is essential
that a proper analysis is carried out during the project planning period to develop
mitigation measures and any alternative options, if appropriate. When the detailed
designs are finalized the impacts and mitigation measures will need to be reviewed
again to take account of how the contracts are set up and in the light of any fine tuning of
the assumptions about BRT alignment and construction proposals.
68. The EMP (Appendix B) has been reviewed based on the EMP (section VI) and that
must be further reviewed and agreed with CDGK prior to implementation. The EMP is a
working document and must be reviewed in due course at the inception of the
implementation and throughout construction in order to feedback any significant
unpredicted impacts. The EMP is based on the analysis of currently anticipated impacts,
primarily to document key environmental issues likely to arise from BRT project
implementation, to prescribe mitigation measures to be integrated in the project design,
to design monitoring and evaluation schedules to be implemented during BRT project
construction and operation, and to estimate costs required for implementing BRT
mitigation measures. The EMP plan must be reviewed in the BRT inception by the
project management and approved and included in the contracting tender documents
and subsequent contracts before any construction activity is initiated. The revised EMP
will therefore take account of any subsequent changes and fine tuning of the proposals
and any subsequent design changes.
B Sensitive Receivers, Heritage and Religious Sites and Schools

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

70. In some jurisdictions it has been noted that contractors may seek to pay money for
nuisances rather than control impacts at source. This practice should not be allowed and
financial compensation shall not be allowed as mitigation for environmental impacts or
environmental nuisance.
71. Based on professional experience and the linear nature and likely narrow working
spaces that will be available for RT it can be expected that the contractor(s) will claim
that there is insufficient space to set up mitigation measures anywhere along the working
construction route. Based upon observation it is not credible that there is no space for
any mitigation on the whole 40 km of Tranche 1 BRT. It is not acceptable that there are
no opportunities to use the recommended forms of mitigation, albeit that there may be
some places where modifications to the mitigation measures proposed in the EMP may
be needed to minimize impacts within the available space.
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72. During the preparation for the BRT construction phase the future contractors must
be prepared and primed to co-operate with the implementing agency, project
management, supervising consultants and local population in the mitigation of impacts.
Furthermore the contractor must be primed by including the EMP and environmental
assessments in the tenders and contract documentation. The requirements must fully
implement the EMP and the contractor must be ready to engage capable and trained
environmental management staff to audit the effectiveness and review mitigation
measures as the project proceeds. The effective implementation of the EMP should be
audited as part of the loan and payment conditions and the executing agency must be
prepared for this. In this regard the CDGK (the IA) must also prepare resources to fulfill
the requirements of the law and guidance prepared by federal and provincial EPAs on
the environmental aspects of Road Construction and Expansion in Urban Areas17 and
Bus Terminals18 or other road projects and any updated recommendations should be
incorporated in the EMP and updated as necessary as the mitigation measures for the
BRT are rolled out.
D Construction Related Impacts

73. Construction impacts occurring in Tranche 1 of the BRT will be broadly similar to
those for the remainder of the construction of other routes for the BRT in later Tranches.
The source of the impacts will mainly be from works (earthworks, cut and fill) to create
the transit-ways and construction of the stations, reconstruction of the road base, road
lanes and surfacing works.
Traffic Management
74. The BRT routes are all major of traffic corridors. Construction activities along these
routes are likely to cause hindrance in traffic flow if not mitigated properly. A temporary
traffic management plan will be developed and submitted by the contractor at least one
month before commencement of construction. The main objectives of the plan shall be
to maximise the safety of the workforce and the travelling public. The main secondary
objective will be to keep traffic flowing as freely as possible.
75. The Temporary Transport Management Plan will include consideration of the
following:
i) Lane availability and minimization of traffic flows past the works site.
ii) Establishment of acceptable working hours and constraints.
iii) Agreement on the time scale for the works and establishment of traffic
flow/delay requirements.
iv) Programming issues including the time of year and available resources.
v) Acceptability of diversion routes where necessary.
vi) Need for road closures and the necessary Orders.
vii) Co-ordination with other planned road and street works.
viii) Discussion of the CDGK inspection/monitoring role.
ix) Establishment of incident management system for duration of the works
17 Small and Medium Size Road Construction in Urban Areas, NWFP EPA 2004
18 Construction or Expansion of Bus Terminals, NWFP EPA 2004
07/03/08 Page 24 of 74
x) Agreement on publicity and public consultation requirements (advance signing

etc.).
76. The plan will be reviewed by CDGK and approved, if found appropriate. Resources
from contractor, CDGK, and the traffic police will be provided as per the plan before
construction commences.
Public Safety
77. Public safety, particularly of pedestrians can be threatened by the excavation of the
trenches for sewer construction. A safety plan will be submitted by the contractor and
properly resourced at least one month before construction commences and approved by
CDGK before construction commences. The plans will include provisions for site
security, trench barriers, reflective signs and covers to other holes, hoarding plans and
any other safety measures as necessary.
Cut and Fill

78. The completion of the BRT will require extensive shallow cutting and filling all along
the median to create a wide enough transit-way. It is envisaged (depending on the mode
of construction) that the existing road surfaces will need to be modified (e.g. to remove
unstable materials) and key into the remaining surface for the BRT transit-ways road. In
other places surfacing will proceed straight to BRT standard. At this stage the removal of
only the medians that are about 50cm high will require at least 20,000 m3 to be cut. A
disposal or reuse plan for these materials needs to be identified in the detailed design
phases and included in the amended EMP in due course.
79. Balancing cut and fill requirements can be a major contribution to the minimization
of impacts. If surplus materials arise from the removal of the existing surfaces these may
be used elsewhere on the project for fill before additional rock, gravel or sand extraction
is considered. The use of this immediately available material will minimize the need for
additional rock based materials extraction and this also needs to be identified in the
detailed design phases and included in the amended EMP in due course.
80. .The BRT detailed designers will need to estimate the additional materials that will
be required. Works should be planned and scheduled to facilitate the timely production
of rock, gravel and sand materials for construction and to avoid the need for excessive
stockpiling and importing from elsewhere in the districts that will be affected by this
subproject.
81. The detailed design engineers should produce a mass haul chart for the rock based
materials, aggregate and bitumen materials needed for the construction works. The
mass haul chart or something similar can later be modified to good effect to produce a
materials management plan (MMMP) including mitigation for the extraction of materials,
to specify (i) the methods to be employed prior to and during construction, (ii) all other
measures to be employed to mitigate nuisances to local residents, and (iii) any additional
measures such as compensatory planting; if trees have to be removed. The MMP should
be updated regularly and reported monthly as a contract requirement for each contractor
to monitor the production and use of materials. The construction supervising consultant
(CSC) shall be made responsible for updating and reporting the cut and fill estimates in
the MMP. The MMP can then be used to plan for bitumen and aggregates management
and to facilitate materials exchange between the subcontractors in different areas along
the BRT routes, and to provide an overall balance for bitumen and cut and filled
materials and also to minimize impacts on other local resources outside the RoW.
82. Contractual clauses should be included to require each contractor to produce a draft
MMP (including mass haul chart at least one month before construction commences) to
07/03/08 Page 25 of 74
identify all sources of bitumen and aggregates and to balance cut and fill. The plan
should clearly state surplus or shortfall and the methods to be employed prior to and
during the extraction of materials and all the mitigation measures to be employed to
mitigate nuisances to local residents. Contractual clauses shall emphasize that financial
compensation shall not be allowed as mitigation for environmental impacts or
environmental nuisance without written and environmentally justifiable agreement from
the relevant environmental authorities. Engineering controls designed as mitigation
measures shall be promulgated by the construction contractors to control the impacts at
source in the first place. The CSC shall be responsible to report the update of the cut
and fill estimates and monitor bitumen and aggregates master planning between the
different areas and sub-contractors and advise on overall balancing for cut and fill
materials to minimize impacts on local resources.
Replacement of Trees
83. There are several locations where there are trees in the median of the Tranche 1
BRT routes; mainly at Business Recorder Road on Route 1, near Numaish. Wherever
possible the detailed designs should position the works to avoid and keep these trees in
place and intact. Trees should be retained and maintained wherever possible. This will
be possible at Business Recorder Road because the BRT will be elevated and the trees
can be maintained and allowed to grow underneath after the BRT is completed. The
detailed designers should conduct a detailed tree survey in order to identify tree
locations and position the columns for the elevated transit-way leaving room for the trees
underneath. There may be a need to remove some trees but only as a last resort, which
should be justified in writing and sanctioned by the CRC before felling. Where trees have
to be felled, mitigation will be required in the form of reinstatement and compensatory
planting. Soft landscaping should be installed in the median under the elevated sections
to improve the appearance of the completed works. Other opportunity spaces should be
sought by CDGK to plant trees as near the locations of the felled tree as possible. The
contracts drawn up by CDGK for the BRT should require that wherever possible the
trees are transplanted for use elsewhere in the project (e.g. amenity areas at
intersections). After removing the existing trees and top soil (down to 0.5 m), the topsoil
shall be retained for elsewhere in the project. The cut wood shall not be burned on site.
All stumps and surplus vegetation shall be disposed of at landfill via routes or other
destinations as designated and instructed by CDGK or the CSC.
84. Recent international practice suggests that replacement at a minimum rate of 3:1 for
trees would be appropriate given possible difficulties with establishing trees and low
survival rate of young trees. This would probably be affordable. However most recent
international guidelines indicate a replacement rate of at least 7:1. Also in some
countries that rely on forestry resources for livelihood replacements rates have recently
been increased to 25:1. Therefore it is important to recognize that some significant part
of the replacement ratio should allow for a high mortality rate among the newly planted
trees based on observation, international expectations, and advice from the CDGK parks
authority.
Hydrology, Sedimentation and Soil Erosion

85. In the construction stages there is little potential for the works to have any
identifiable significant impact on local water resources. The majority of the road works
proposed are designed to be within the existing median of major roads on paved
surfaces and therefore soil erosion and sedimentation should not be a significant impact.
86. The Route 1 will cross the Lyari River but the crossing structures will have been
provided for all the routes in the detailed design. Any drainage structures, cross road
tunnels, culverts or pipes crossing the BRT route may need to be modified or protected
07/03/08 Page 26 of 74
and the detailed designs must make provisions to protect or re-provision all
infrastructure that may be affected by the constructions works. The drainage designs for
BRT should be cleared with the local drainage and irrigation authorities before works
commence. Crossing structures should be prefabricated off site to prevent impacts to
SRs near the river crossings (if any).
Blasting
87. It is anticipated that powered mechanical equipment and a lot of local labor with
hand tool methods will be used to construct the BRT works. At this stage there is no
specific requirement for blasting in BRT construction. Blasting shall be prohibited as a
construction contract condition. However if for some unforeseen reason blasting is
required it shall be justified on engineering and environmental grounds. In the event of
justified blasting contracts shall require for pre blasting building surveys and mitigation of
blasting should be included in the contracts and reviewed and included in the EMP. Pre-
construction building surveys and mitigation avoid and monitor damage to dwellings and
other structures.
Noise and Vibration

88. Powered mechanical equipment such as generators, excavators, bulldozers, piling
rigs, stabilizers, drills, stone crushers, graders, vibratory rollers, concrete-mixing plants,
and screening plants can generate significant noise and vibration. Whereas various
modern machines are acoustically designed to generate low noise levels there may not
be much acoustically insulated plant available in Karachi. The cumulative effects from
several machines can be significant and may cause significant nuisances. To minimize
impacts the contractors should be required by the CDGK to:
i) Provide evidence that all equipment to be used for construction is fitted with the
necessary air pollution and noise dampening devices to meet any statutory
requirements that may apply from the NEQS;
ii) Maintain and service all equipment to minimize noise levels;
iii) Locate and operate equipment to minimize nuisances; and
iv) Install acoustic insulation or use portable noise barriers or install a hoarding
where practicable to limit noise at sensitive receivers.
89. There will not be sufficient buffer distance between the works and all of the SR such
that some significant impacts can be expected from the works, particularly in terms of
noise, vibration, dust and waste disposal. Therefore as a general approach it is
recommended that the contractor should install segregation between the works at the
median and the road edge nearest the centre to provide a barrier to protect the sensitive
receivers and passing traffic. The segregation should be easily erected and substantial
enough to minimize noise impacts.
90. Background noise levels are likely to be high during nighttime (10 pm to 7 am).
Therefore the performance criteria shall be as follows. During nighttime (10 pm to 7 am)
the measured impact noise at the residential or hospital sensitive receiver shall not be
more than 3dB above background noise levels measured at the nearest sensitive
receiver (Leq15minutes) two weeks prior to the commencement of works. The contractor
shall also maintain and service all equipment to minimize noise levels.
91. Where schools and mosques are nearby, the contractor shall discuss with the CSC
and the school principals the agreed time for operating the noisy machines and
completely avoid machine use near schools during examination times and near
mosques during religiously sensitive times.
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92. Where noise is a major consideration (say outside schools or hospitals) construction
should be avoided at sensitive times. As a fall back option to control noise, the mass of
the hoarding barriers can be increased using heavy thick ply-board or corrugated metal
sheet to supplement the tarpaulins to achieve a mass of greater than 10kg/m2. In
addition to the physical effect of mitigating dust and noise the installation of such
measures should be discussed with the local population and serve as a means for
further public consultation during implementation and assist in public relations. The
design of the hoardings and works layout must also allow for pedestrians to cross the
roads and avoid community severance.
93. Based on other international examples some of the larger concrete building
components could be prefabricated nearer the concrete batching plants or in controlled
dedicated areas away from SRs to minimize impacts along the BRT route.
Air Pollution
94. Professional judgment suggests that dust from the BRT construction will be a
significant nuisance. Air quality monitoring from other studies19 (Tables 1 and 3)
indicates that the NEQS and international standards are already exceeded prior to any
constriction taking place. Additional dust sources from construction of the BRT and from
general materials handling are therefore likely to create significant additional impacts,
especially where the works are close to the residential sensitive receivers, schools and
hospitals that are near to the majority of the proposed routes. The pavement works will
also generate gas and odor from the asphalt works and vibration from the compaction of
the new BRT road pavement. Emissions from powered mechanical equipment will be
superimposed on already high traffic pollution but ought to rapidly disperse.
95. The existing air quality of the project area is not good and if some controls are not
seen to be implemented experience suggests that the local population will make
complaints or possibly obstruct the works.
96. The typical approach to dust control is to spray water periodically during and
immediately after working shifts to make sure that all exposed surfaces and haul roads
are regularly watered. However this may not be popular or practicable in Karachi as
water shortages are common. Segregating the works with hoardings and tarpaulins
retain some of the dust and demonstrate that some efforts are being made to control
nuisances. Covering exposed earthworks, stockpiles and surfaces when not under
active work and the use of dust barriers will also need to be practiced and managed to
minimize dust.
97. The worst effects are likely to be in the most constricted areas where there is most
construction such as the elevated sections on Route 1 between Adamjee College and
Women’s College on Business Recorder Road and around the station locations. Water
is available in the study area although surplus water may not always be available to
suppress dust at some locations as piped supplies are not reliable and already in short
supply. Therefore it is recommended that if works are within 10 m of any sensitive
receivers, the contractor should install segregation between the works at the edge of the
median at the road edge nearest the centre to provide a barrier to protect the sensitive
receivers and passing traffic. The segregation should be easily erectable 3 m high
hoarding within which all construction works can take place. The hoarding can be moved
on from worksite to worksite along the BRT Route as the work proceeds and removed
when the works are completed to trigger a milestone payment.
19 Feasibility Study & Development of Transportation Control Plan of Karachi Metropolis – SUPARCO 2006
07/03/08 Page 28 of 74
98. If for some engineering reason the construction of a hoarding is not practicable in
some locations it can be substituted with a continuous 3m high tarpaulin sheet
suspended on wires and designed to retain dust and provide a temporary dust and
visual barrier to the works. Where dust is the major consideration the barrier can take
the form of tarpaulins strung between two poles mounted on a concrete base. These can
be moved along the road as the work proceeds.
99. The need for large stockpiles should be minimized by careful planning of the supply
of materials from controlled sources. Stockpiles should not be located within 50 m of
schools, hospitals or other public amenities and should be covered with tarpaulins when
not in use and at the end of the working day to enclose dust. If large stockpiles (>25m3)
of crushed materials are necessary they should be enclosed with side barriers and also
covered when not in use.
100.Construction materials (sand, gravel, and rocks) and spoil materials will be
transported trucks covered with tarpaulins and all vehicles (e.g., trucks, equipment, and
other vehicles that support construction works) will comply with the NEQS (as amended)
for carbon emissions and noise.
101.Bituminous materials may generally be applied using machines supplied from the
asphalt plant but if bituminous compounds are to be applied by hand labour methods
and melted in heaters and mixed on site, the fuel used shall be kerosene, diesel or gas
fuel. Fuel wood shall not be used for heating bitumen, neither should bitumen be used
as fuel. Due to the scale of the works fumes from asphalt chemicals are likely to be
noticed by local residents as phenolic compounds in the bitumen have a very low odor
threshold and extremely low concentrations can cause nuisances. These are unlikely to
accumulate to toxic levels but the plant for the supply of molten bitumen should be
sighted well away from rivers and streams, schools, health clinics and other sensitive
receivers. Sites for mixing asphalt shall be located 100m from sensitive receivers and
asphalt plant and concrete batching shall be at least 500m downwind of the nearest
sensitive receivers. The surfacing works should be programmed efficiently to minimize
the nuisances in any given location.
102.Bitumen drums should be stored in a dedicated area, not scattered along the works
and any small accidental spills of bitumen or chemicals should be cleaned up
immediately. The waste including the top 2 cm of any contaminated soil and disposed of
as chemical waste to an approved landfill or approved local authority disposal location.
103.Wherever possible materials should be brought to site on an as needed basis to
avoid the need for stockpiling in the restricted work sites that will have to be located in
the median of the roads that will form the BRT routes.
Nuisances and Health Effects

104.Construction activities mainly involve removal or replacement of parts of the existing
road surface. The comfort and health of the workforce and surrounding local residents
may be affected to some extent from emissions of dust, noise and construction litter.
Based on observation and given the level of sophistication of safety applied in local
construction practices, the chances of serious injury or accident during the construction
activities are moderate to significant. However these can be mitigated by safety training
and monitoring. Insufficient toilet provisions may give encouragement to defecation in
the open and may increase transfer of water or air borne diseases. Local labor will be
used wherever possible and should be given access to proper sanitation facilities (at
lease pit latrines) not greater than 5 minutes walk from the work sites.
105.Existing health services in the localities near the project such as health posts and
clinics have limited resources and may lack sufficient medicines and health personnel to
07/03/08 Page 29 of 74
accommodate any additional patients from the construction workforce. Therefore in the
construction stages the contractor shall provide first aid facilities for the workers on the
BRT with at least one qualified first-aider or nurse present at all times. It is
recommended that the workforce be given access to a trained doctor at least once per
two weeks for routine checks and medical examinations if necessary.
106.Due to the urban location worker camps may not need to be constructed. However
drinking water and sanitary facilities shall be provided for employees. Solid waste and
sewage shall be managed according to the national and local regulations. As a rule,
solid waste must not be dumped, buried or burned at or near the project site, but shall be
disposed of to the nearest sanitary landfill or dump site having and complying with the
necessary permits. In order to maintain proper sanitation around construction routes,
temporary toilets will need to be provided.
107.Vectors such as mosquitoes will be encountered at any standing water which is
allowed to accumulate in the temporary drainage facilities, improper storm water
management facilities in the towns and settlements, improper disposal of wastewater
generated from the local wells along the roadside or water accumulating in the works.
Temporary and permanent drainage facilities shall be designed to facilitate the rapid
removal of surface water from all areas and prevent the accumulation of surface water
ponds. As a fall back option a thin mist of kerosene can be applied to standing water if it
cannot be removed or drained within five days.
E Operational Impacts
108.The introduction of modern BRT buses with low emissions coupled with the removal
of older buses from the traffic fleet is expected to deliver some reductions in ambient
levels of noise and air pollution. However these improvements will also depend greatly
on other changes that are implemented in the management of the vehicle fleets in
Karachi.
109.The implementation of BRT will be within a wide median reserve within the RoW
keeping the BRT vehicles away from sensitive receivers, but residences and commercial
premises and schools will still be fairly close to the BRT and much of the existing traffic
except busses will remain on the rest of the road lanes during the operation of BRT.
Noise
110.Noise from local traffic in the towns is generally accepted as a consequence of
urban life but concerns have been expressed during the consultation, particularly about
the elevated sections increasing noise and some residences, temples and schools will
be quite close to the elevated sections.
111.Depending on the eventual traffic flows most road sections near the BRT are
expected to carry less but still substantial traffic. This is based on the assumption that
the BRT will remove the major portion of existing busses on the BRT routes and transfer
the passengers to the BRT.
112.With a headway of busses on BRT of say every 5 to 6 minutes there would be no
appreciable road traffic noise from BRT itself. Any noise from the BRT at grade would be
masked by other traffic noise. It is also likely that at sensitive receivers near portions of
the alignment that are elevated, the noise of the elevated BRT bus traffic would be
masked by the ground level road traffic noise. Thus it can be expected that, at least in
principle, road traffic noise exposure could be reduced. However there is not enough
detailed design for the alignment or traffic modeling to confirm traffic flows in future so
that a noise model can be constructed based on these scenarios. Noise criteria for
operational performance should be agreed with the CDGK and future operators of the
07/03/08 Page 30 of 74
BRT and further detailed assessments should be undertaken. At the detailed design
stage and prior to implementation, acoustical assessments should be made to determine
if noise mitigation at source (noise barriers / low noise road surfacing) are required at
locations near any sensitive receivers, such as near schools, hospitals and temples.
113.Whereas there is no statutory control on road noise in Pakistan a criterion of
Leq67dB(A) (L1070dB(A) at the exterior of residences, schools and mosques is suggested
as a target criterion based on international standards. Several EIAs in Pakistan have
used similar criteria upon which to base conclusions about predicted noise levels and if
they will cause a significant disturbing effect. This would correspond approximately to a
noise level of about L1060 dB(A) at the exterior of residences that are 100 m from the
BRT.
Gaseous Emissions from Vehicles

114.Vehicle emissions (gaseous) such as nitrogen dioxide and particulates (dust) will be
the main air pollution sources during operation. There will be a few other sources of
emissions near the BRT from fuel burning. However most sensitive receivers are set far
enough back from the BRT. The predicted reductions in emissions from bus traffic
should not result in any increased emissions due to the BRT at the sensitive receivers.
115.CNG for BRT busses is the preferred option of government (as it is an indigenous
source of natural gas) and the drawbacks of CNG use such as higher fleet cost and
higher maintenance cost could be offset by a net decrease in emissions affecting the
populations near the roads, that the BRT serves. Whereas there are negligible (if any)
difference in emission outputs compared to the clean (low sulfur) diesel alternatives, the
current poor availability of low sulfur diesel and the vehicles that can use it in Pakistan
suggests that CNG can be a good alternative. However it must be noted that based on
the high proportion of non-CNG fueled traffic likely to use the roads next to the BRT it is
not likely that there will be any marked decrease in atmospheric pollution in the short
term.
116.However in conjunction with the additional policy measures and institutional
arrangements, fuel controls, transportation control systems and transportation planning
as well as the introduction of CNG and LPG fuels for many more new vehicles and the
removal of the “smoke belching vehicles” from the roads, it is expected that there will be
improvements in air quality in the near medium to long term such that the recommended
air quality standards may not be exceeded in future, as often as was the case in 200611.
117.The bus traffic on the BRT itself will be intermittent and there will be ample
opportunity for its emissions to dissipate therefore no significant adverse air quality
impact is predicted from BRT traffic. In the absence of any definitive traffic modeling at
this stage the base air quality modeling was not undertaken as the key information on
traffic fleet and fuel consumption was not available. However at a later stage indicator
pollutants should be selected and modeled at the detailed design stages to identify the
nature and scale of air quality improvements that can be expected and for reassurance
purposes to determine the sustainability of the operational phase of the project. It is
suggested to use an established model (e.g. USEPA Caline4 which is commonly used to
predict air quality on major highways). Traffic flows will be required and composite
emission factors will need to be calculated based on the available traffic modeling and
fleet characteristics. The traffic flows assumed for the Transportation Management Plan
can be utilize for this purpose. Indicator pollutants such as nitrogen dioxide and sulfur
dioxide and particulates could be used as modeling parameters to determine if
recommended air quality standards would still be exceeded in future at the sensitive
receivers near the roads adjacent to the BRT Routes.
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Vehicle Related Dust Emission

118.Vehicle emissions (particulate contamination) such as dust and fumes will also be
air pollution sources during operation. Potential concerns with regard to the build up of
toxic residues from vehicle emissions near the BRT can be addressed with modeling.
Contaminants in local air, soil and vegetation near the BRT could also be addressed by
monitoring. Prior to the construction of BRT an investigation can be carried out by
measuring and comparing benchmark levels of heavy metals and hydrocarbons in air
and soil at locations near the BRT prior to implementation. Benchmark levels of
petroleum based organics, heavy metals and particulates could be measured to provide
an indication if any residues have accumulated above background levels in air and soil
near the road.
119.Criteria suggested include heavy metals and hydrocarbons and it would be prudent,
for reassurance purposes, to monitor for residue accumulations at selected locations
after two to three years of operation and every two years thereafter until any trends can
be identified.
120.Air quality observations near existing roads indicate that dust can be a nuisance in
some places especially where traffic frequently uses the unsealed hard shoulders. About
25% of the bus fleet will be removed from service and the new BRT will replace these
with fewer cleaner buses. BRT should reduce traffic on the other local roads therefore
this may also reduce, to some extent locally, dust arising from the passage of traffic on
other unsealed local roads.
Hazardous Driving Conditions

121.Hazardous driving conditions. Overall the condition of the road facilities in the
vicinity of BRT will be enhanced with the implementation of BRT; driving conditions
should improve. The BRT will retain or introduce fully separated two way traffic. Routine
safety measures, signage and road markings should be introduced to reduce driving risk
further in accident prone areas and provide enhancements to driving conditions near the
junctions. The Urban Traffic Control system should also contribute in this regard.
122.With fully separated two way traffic the risk of accidents such as involving colliding
lorries carrying hazardous chemicals will be low. However the road traffic carriageways
will be narrower due to the space required for BRT and at the bridges, rivers and
streams passing these areas there could be a risk since the bridges as currently
designed have no dedicated drains. Therefore the only option in the event of chemical
spillage is a rapid clean up and therefore an accidental spillage action plan should be
prepared with the local emergency services to protect water bodies in the event of an
accidental spillage of toxic or hazardous chemicals.
123.Provisions will need to be made to consider in the detailed designs for road
conditions at the major intersections and other local intersections. The overall visibility at
the intersections will need to meet the local design standards and will need to be
acceptable under all the foreseeable conditions. Improvements to sighting angles and
improved junction warning signage and road markings may require inclusion at the
detailed design stages. Fluorescent junction countdown markers should be considered
for the major junctions. The Urban Traffic Control system should also contribute to the
overall improvement in the condition of the junctions and driving conditions generally.
07/03/08 Page 32 of 74
V. PUBLIC CONSULTATION
124.The objectives of the stakeholder consultation process was to disseminate

information on the project and its expected long-term and short-term impact among
primary and secondary stakeholders and to gather information on relevant issues so that
the feedback received could be used to address these issues at an early stages of
project design. Another important objective was to determine the extent of the concerns
amongst the community and recommend means to address these in the project
implementation and suggest appropriate mitigation measures.
A Identification of Stakeholders
125.Stakeholders are people, groups, or institutions that may be affected by, can
significantly influence, or are important to the achievement of the stated purpose of a
proposed project.
126.For this project, primary stakeholders were limited to people living in settlements
adjacent to the proposed BRT routes. Secondary stakeholders mainly included
commercial vendors and shop owners, NGOs, and other local public sector institutions.
The contact, consultation, and involvement process was determined based on the
stakeholders identified. The consultation locations are shown in Figure 6.
B Consultation with Primary Stakeholders

127.The results of the public consultations are summarized below. The details are
recorded in Table 4.
Community, Businesses and Trade Associations

128.Various community representatives, businessmen and trade associations were
consulted in Orangi Town, Business Recorder Road, and Nagan Chowrangi areas.
These included, among others, Khidmat Insanyiat Welfare Society, Anjuman e Tajran
Bacha Khan Chowk, and All Pakistan Auto-part dealers. All these organizations
supported the idea of BRT. Their main concern was traffic impacts and construction
impacts.
129.The businessmen of Golimar area suggested that the removal of encroachments
from the road will not affect their business. But they emphasized the need for stronger
traffic laws, stricter implementation, and the need for dedicated alternative routes during
construction. In their opinion, parking is available in some of the side streets and
alternate routes can be identified for the duration of the construction activities.
130.The All Pakistan Auto Rickshaw Association suggested that the association can
work with the project team to keep the area around the construction column clear of
encroachments and parking for the duration of the construction work on that column.
However, the construction team has to ensure that the work is not delayed. Delay to the
project was their major concern.
C Consultation with NGOs
Urban Resource Centre

131.The Urban Resource Center was consulted twice. The first consultation was with Mr
Arif Hassan. He informed that URC is in favor of BRT. He suggested that the minibuses,
whose association is in favor of short routes, can be used as feeders bused for the BRT.
He emphasized that the existing public and private transport operators should be
07/03/08 Page 33 of 74
involved in the project to ensure its success. A second consultation was undertaken with
Mr Zahid and Mr Yunus to discuss the elevated sections. They initially questioned the
logic of elevated sections and suggested that underground option should also be
assessed. They related the concerns regarding the Karachi Elevated Expressway (KEE).
However, when the key differences between the two, such as number of lanes, traffic
volume, and location of elevated section, were explained they were supportive of the
idea of elevated sections for key junctions on the BRT. They also suggested that the
route should be extended to Saddar. They also stressed that the process should be
managed in a manner that the existing system and BRT should complement each other
not compete with each other.
Figure 6: Locations of Public Consultation Meetings
07/03/08 Page 34 of 74
Table 4: Summary of Public Consultation
No. Town Name Participants Address Date Issues Raised/Concerns Action

Expressed/Suggestions and Taken/Proposed
Requests/Action Proposed
1 Orangi Business owners Ghulam Hussain Chairman June 12 Concerns about traffic impact Addressed through
/community (Property Business) Khidmat Insanyiat mandatory provision of
Welfare Society 2 lanes on each
Bacha Khan carriageway on all
Chowk BRT routes
2 Orangi Business owners Janat Gul (General Chairman June 12 No Comments on BRT -
/community store owner) Injuman e Tajran
Bacha Khan
Chowk
3 Orangi Business owners Amin Dad June 12 Favor of the BRT -
/community (Restaurant owner)
4 Orangi Business owners Nawab (Hawker) Bacha Khan June 12 No comments on BRT -
/community Chowk
5 Urban Resource Arif Hassan A-2, 2nd Floor, URC is in favor of BRT -
Centre West Land Trade Minibus drivers association is in favor of
Centre short routes, these can used as feeders
Commercial for mass transports systems like BRT
Central Area
There are 2000 busses with
Karachi
transporters Itehad (Irshad Bukhari)
Administra-tive
Cooperative Existing public and private transport
Housing Society operators should be involved for the
Block 7&8, success of new plans
Shaheed-e-Millat
Road, Karachi
07/03/08 Page 35 of 74

6 Orangi Business owners Haji Kusar Wahab President July 1, Introduction of alternative system would -
/community (Leather merchant) Anjuman e Tajran 2007 affect the existing transport system
Bacha Khan Government is planning to build a fly
Chowk Banaras over on Bacha Khan( Banaras Chowk)
It will affect the area
7 Urban Resource Mr Zahid & Mr A-2, 2nd Floor, July 1, The respondents are supportive of the The elevated section
Centre Mohammad Yunus West Land Trade 2007 BRT idea. They agreed that BRT will will be planned in the
Centre help in combating air and noise pollution median. Where
Commercial by replacing existing buses. necessary noise
Central Area They questioned the logic of elevated barriers will be
Karachi sections and suggested that installed on the
Administra-tive underground option should also be elevated sections.
Cooperative assessed. They related the concerns
Housing Society regarding the Karachi Elevated
Block 7&8, Expressway (KEE). However, when the
Shaheed-e-Millat key differences between the two were
Road, Karachi explained (KEE—6 lane, on the edge of
the road, heavy traffic; BRT—2 lane,
centre of the road, and for bus only)
they were supportive.
They also thought the route should be
extended to Saddar.
They also stressed that the process
should be managed in a manner that
the existing system and BRT should
complement each other not compete
with each other.
07/03/08 Page 36 of 74

8 Jamshed Business owners Abdul Laiq (Al Golimar July 3, The removal of encroachments (by the No relocation and
Town /community Wahid Sanitary) /Gulbahar Area 2007 shop owners) from the road will not resettlement is
Ibrahim Mayat (Al- affect the business. This has been envisaged in Tranche
Shifa Sanitary) done in the past and was initiated by the 1
shopkeepers themselves. However,
political will and support from the local
leaders is critical in carrying out this.
Most of the customers in the morning
are plumbers and other technicians who
come to buy supplies for their business.
These customers mostly come on
motorcycles, Suzuki pick-up or public
transport. In the evening the customers
are individuals and families who come
to buy fittings for their homes. The
number of customers coming in cars is
significantly more in these hours.
Need for strong traffic laws, stricter
implementation, and the need for
dedicated alternative routes during
construction
9 Jamshed Business owners Siddiq July 3, No Comments on BRT -
Town /community Shahid 2007 Stressed the need for stricter traffic laws
Zahid (Shop owner)
07/03/08 Page 37 of 74

10 Jamshed All Pakistan Auto- Business July 3, Parking is available in some of the side Close coordination
Town part dealers Recorder Road 2007 streets. For the duration of the with the local
construction activities alternate route associations will be
can be used. maintained throughout
The association can work with the the project
project team to keep the area around
the construction pylon clear of
encroachments and parking for the
duration of the construction work on that
pylon. However, the construction team
has to ensure that the work is not
delayed.
Major concern is timely completion of
projects by the government; the need to
streamline and coordinate various
activities during the construction phase
11 Nagan Business owners Naseer, Rashid, + 2 July 3, Space is available on the road. There is -
Chowran /community others (Fruit sellers) 2007 no encroachment. They can put their
gi stall and carts beyond the kerb.
No objection on the BRT.
12 Johar Business owners Dr Muhammed Johar complex January Existing road is not maintained which is Dust suppression
Complex /community Zaeem (physician) 25, 2008 adding to problems measures will be
Qasim Chandio Extension of road will effect livelihood of employed during
(political worker) the hawkers construction
Naseem
Frequency should match the frequency
(Shopkeeper)
of the local buses
Shahb Khan
(hawker) Dust during construction dust may affect
the fruit shops next to the road
07/03/08 Page 38 of 74

13 Mosamiat Community Ghulam Nabi (Hotel Mosamiat January Good for public if constructed as per Coordination with the
Chowran Owner) Chowrangi 25, 2008 professional designs utility companies
gi Sanulla Khan Existing road should also be maintained
(Hawker)
Fare of BRT should be less than local
Haji Tanveer
buses
(Resident)
Designs should be finalized after
Saboor
KWSB, KESC, PTCL and SSGC future
(Shopkeeper)
plans because the existing condition of
Kamal Khan
the road is due to new projects after
(Resident)
road construction
Asif Jasnjua
(Resident) Route of BRT should also be extended
to other areas like Suhrab Goth for
inter-city bus stops
14 Karachi University students Murtaza Saleem - Karachi January Facility of students concession in fare Traffic diversion plan
Universit Boby (Student) University 25, 2008 should be ensured in BRT will be developed
y Mansoor Raza Easy road crossing systems should be during construction
(Student) developed taking into account the
Shahid Hussain rush hours and local
Bus timing should be considered for
(Student) traffic pattern
university general timings
Rizwan Ahmed
(Student) Traffic diversion planning during
Sobia Nazeer construction of road should be ensured
(Student)
Talat Zahra
(Student)
07/03/08 Page 39 of 74

15 Samama Community Pir Bux Samama January Traffic management is fundamental for To ensure free flow of
Complex Abdul Qadir Complex 25, 2008 any new project existing traffic, the
Danish Khan Sufficient parking space is not available minimum lane width
Adeel Hussain at Samama Complex and number of lanes
for the non-BRT traffic
Alternative arrangements for car parking
will be maintained
of shopping centers is required
The new project may compound the
parking problem
Easy access to nearby houses should
be designed
A fly over should be constructed for
existing traffic
16 NIPA Community Mazoor Hussain NIPA Chowrangi January Existing space at the crossing is Traffic diversion plan
Chowran Jalal Ahmed 25, 2008 insufficient for traffic flow especially will be developed
gi Zeshan Ghalib during peak hours during construction
Haider Ali With the existing traffic control and taking into account the
Muhammad Ali management system it is difficult for any rush hours and local
Shah new project like BRT to be successful traffic pattern
Local buses violate the traffic rules but
are not checked because the owners
bribe the local officers
In the absence of proper traffic diversion
options the construction of new project
will create significant problems
07/03/08 Page 40 of 74

17 Urdu Community Syed Kashif Ali Urdu University January Appreciated the BRT concept and Traffic diversion plan
Universit /students (Student) 25, 2008 hoped that the system will work will be developed
y Fowad Muhammad A check and balance system for the during construction
Khan (Resident) traffic police is needed taking into account the
Atif Hussain rush hours and local
Traffic management during construction
(Engineer) traffic pattern
should be part of project design and
Naveed (Resident)
feasibility
More than one pedestrian crossing
bridges should be constructed
Local buses should be replaced
No heavy vehicles should be allowed on
the road especially during construction
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VI. INSTITUTIONAL REQUIREMENTS AND

ENVIRONMENTAL MANAGEMENT PLAN
A Institutional Requirements
132.Environmental regulations of the GoP require proponents of projects that have
reasonably foreseeable qualitative and quantitative impacts are required to submit an
IEE for their respective projects (Schedule I). Proponents of projects that have more
adverse environmental impact (Schedule II) are required to submit an EIA to the
respective provincial EPA. Provincial Highways or major roads (except maintenance or
rebuilding or reconstruction) costing more than Rs 50 million require EIA (Schedule II)
and those costing less require IEE. Transport management systems and BRT are not
specifically included in the schedules.
133.However the IEE-EIA Regulations 2000 also allow the Federal EPA to direct the
proponent of a project whether or not listed in Schedule I or Schedule II to file an IEE or
EIA for reasons recorded in such a direction. Such a direction would need to be issued
after recommendation in writing from the Environmental Assessment Advisory
Committee to be constituted under the IEE-EIA Regulations 2000. The BRT will
generally involve the use of existing carriageways and at this stage it is not known if
CDGK will be required to submit an IEE for BRT. BRT facilities proposed under later
Tranches will have a similar conceptual design to Tranche 1 therefore the potential of
the later stages of the BRT to adversely affect the environment should be approximately
similar. An IEE with Environmental Management Plan is required for all MFF subprojects
under ADB requirements and therefore this IEE has been prepared. This IEE which has
been prepared for ADB submission can be also be used as the basis for regulatory
approval requirements of the PEPA 1997.
134.It has also been noted that in another ADB MFF project, Pakistan Environmental
Protection Agency (Pak-EPA) has assumed that all proponents will consult with the
relevant provincial EPAs and follow their advice with regards to environmental
assessment requirements for all MFF subprojects. In 2006 Punjab EPA requested
disclosure of the scope and extent of each of the subprojects in ADB Power
Transmission Enhancement MFF. As such it is expected that all the Tranche 1 and
subprojects in future tranches will be disclosed to the SEPA and the environmental
assessment requirements of the statutory authority will be followed. An Environmental
Assessment and Review Framework (EARF) has also been prepared to select, assess,
monitor, and manage the potential environmental impacts of any subprojects in future
tranches.
135. Therefore prior to implementation and commencement of construction of the BRT
CDGK will need to notify the SEPA of the location and scale of the subprojects and
comply with any environmental requirements and, if IEE is required, obtain approval “No
Objection Certificates” and SEPA clearance (under the PEPA 1997). Whatever the SEPA
requirements, IEEs must be prepared for all the BRT route subprojects for ADB. CDGK
will also need to liaise and coordinate with SEPA. The EMP (Appendix B) was prepared
taking into account the capacity of the CDGK Municipal Services Department, as
described in the Institutional and Environmental Assessment of SEPA and City District
Government of Karachi20.
20 Institutional Appraisal of Environmental Assessment and Management Capability within Sindh

Environment Protection Agency (SEPA) and City District Government of Karachi (CDGK), TA 4573 PAK,
Preparing the Karachi Mega City Development Project, September 2007.
07/03/08 Page 42 of 74
136.In September 2007, Municipal Services of CDGK had one full time environmental
staff member, the District Officer Environment (DOE). The DOE is responsible for
addressing environmental concerns for a citywide development program. The DOE took
charge of his post and department in February 2007. The DOE therefore faces
considerable challenges in implementing the terms of reference. Other problems have
been identified with the lack of capacity in SEPA but these are not the subject of this
IEE.
137.At present DOE is responsible for overseeing several key functions that relate to
environmental assessment and management. These were previously under the
jurisdiction of the Law Department but were transferred to the DOE. The environmental
responsibilities of CDGK are defined under the Sindh Local Government Ordinance
2001 (SLGO 2001) and there is a general requirement to raise environmental awareness
in the CDGK jurisdiction. The key elements directly relevant to the implementation of the
MFF subprojects can be summarized as follows:
i) To ensure implementation of environmental protection and preservation
measures in all development projects at district level and sensitize government
agencies on environmental issues;
ii) To assist provincial EPA in discharge of its functions under the PEPA 1997;
iii) To ensure, guide and assist proponents of new projects in the submission of
IEEs and EIAs to the Director General SEPA for approval;
iv) To request the Environmental Magistrate or Environmental Tribunal to take
cognizance of any offence under the provisions of PEPA 1997;
v) To undertake regular monitoring of projects financed from the provincial
sustainable development fund and to submit progress reports to the SEPA for
publication in its annual report.
138.At present the DOE is alone within the CDGK with sole responsibility for brining
environmental issues to the notice of corporate management (District Coordination
Officer, DCO and City District Nazim). The most significant challenge is the lack of
human and financial resources and necessary infrastructure. In 2006 the Governor of
Sindh made a call to establish a separate environment department in the face of growing
national and international environmental concerns. The DOE has made a proposal for a
separate environment department to the DCO but as of September 2007 there is no
change to the existing CDGM departmental structure.
139.If the terms of reference stated in the SLGO are to be realized then overcoming
environmental capacity deficit within the CDGK will need to be addressed.
Environmental assessment and coordination with SEPA are both key to CDGKs
environmental responsibilities under the SLGO. However although proposals have been
made to address this shortfall in environmental capacity by DOE, a response in terms of
adequate additional human and financial resources may not materialize for some time.
Therefore there is likely to be a period at the start of the KMCSDP MFF when DOE has
insufficient resources to carry out the environmental assessment requirements for ADB.
The lack of appropriate institutional arrangements may interfere with the KMCSDP
attempts to ensure compliance with both GoP and ADB environmental assessment
requirements. Therefore it is recommended that the KMCDSP provide an environmental
cell of at least two full time environmental specialists to support the DOE and remain in
support until such time as the proposed Environmental Department is created or
sufficient other resources are available in CDGK and the proposed Executive District
Officer (EDO) Environment is fully capable of supporting the environmental assessment
portfolio of CDGK. At such a time the appointed environmental cell professionals may be
absorbed into the EDO Environment in order to retain institutional memory.
07/03/08 Page 43 of 74
140.The EDO will need more staff and training resources if effective quality control is to
be provided for the EMP implementation and much of the environmental assessment
work may be delegated to consultants. The aspirations of the SLGO objectives, to raise
awareness both within Municipal Services Department and more broadly in CDGK, are
sound, but at present the awareness level is not high. Specific areas for immediate
attention are in environmental assessment and auditing, waste, air, water and noise
pollution management and impact mitigation. As a first step CDGK should consolidate
DEO as soon as possible and nominate additional suitable staff to work from within the
department to monitor and audit progress on environmental management for the MFF.
141.For the KMCSDP, the environmental cell staff, engaged to support the DEO for the
MFF subprojects, must be appointed at the outset of the implementation. At the detail
design stage of subproject the cell shall have at least one environmental specialist to
assist the DEO to address all environmental aspects in the detailed design and
contracting stages and the relevant statutory submissions and approvals. In addition,
there needs to be an environmental specialist to cover the implementation of
environmental mitigation measures in the construction stage of the subproject packages.
The environmental specialists should work as members of the environmental
management team with significant proportion of time spent in the field, observing and
making recommendations to improve or modify environmental mitigation measures
executed by the contractors, as the EMP evolves and the MFF subprojects proceed, to
respond to unexpected circumstances.
142.The requisite staff should be appointed prior to the commencement of the tendering
for the construction activities to ensure the inclusion of environmental requirements can
be translated into contractual works for completion to four lane standard and also
respond to unexpected circumstances. Both members of the cell can initially be bolted
on to the DEO or within supervising consultant’s team.
i) The environmental specialists will:
a) Work with DEO to execute any additional EIA and IEE requirements prior
to project commencement;
b) Work with the project management team(s) in CDGK to ensure all
environmental requirements and mitigation measures from the EIAs and
IEEs and environmental performance criteria are incorporated in the
contracts; and
c) Work with contractors to manage the implementation of the project EMP.
ii) Overall implementation of the EMP will become CDGK’s responsibility. Other
parties to be involved in implementing the EMP are as follows:
a) Contractors: responsible for implementing all measures required to
mitigate environmental impacts during construction; and
b) Other government agencies: such as UC, Towns authorities, regional EPA
and state pollution authorities for monitoring the implementation of
environmental conditions and compliance with statutory requirements in
their respective areas.
143.Considering the number of government agencies that need to be involved in
implementing the EMP, training workshops should be conducted at every six months or
twice each year, for the first 3 years, to share experience in the implementation of the
subprojects and the monitoring report on the implementation of the EMP, to share
lessons learned in the implementation and to decide on remedial actions, if unexpected
environmental impacts occur.
07/03/08 Page 44 of 74
B Environmental Assessment of Follow-Up Subprojects

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

145.This IEE concludes that the construction impacts will be manageable if the
mitigation measures are implemented thoroughly. The Environmental Management Plan
is based on the type, extent and duration of the identified environmental impacts. The
EMP has been prepared by close reference to best practices and in line with ADB
Environmental Policy (2002) and Environmental Assessment Guidelines (2003).
146.Implementation of construction of the BRT will need to comply with several
environmental requirements and clearance will be required from SEPA for any statutory
environmental assessment that is required. DOE will also need to confirm that
contractors and their suppliers have complied with all statutory requirements for licenses
from CDGK. DOE should also check that contractors have all the necessary valid
licenses and permits for use of powered mechanical equipment if necessary and the use
of local water supplies (and to construct and operate plants such as concrete batching in
line with all environmental regulations and license conditions from EPA).
147.The effective implementation of the EMP should be audited as part of the loan
conditions and the executing agency must be prepared for this. In this regard the CDGK
(the Implementing Agency) must be prepared to guide the design engineers and
contractors on the environmental aspects and ADB has suggested that such leadership
and auditing should be undertaken by the DOE and environmental cell from the
commencement of the MFF.
148.Prior to implementation of Tranche 1 the EMP shall be amended and reviewed by
the DOE and environmental cell in due course after BRT detailed designs are complete
and contracting arrangements are known. Such a review shall be based on
reconfirmation and any additional information on the assumptions made at the feasibility
stage on location scale and expected operating conditions of the subprojects. For
example, in this case if there is additional land required for junctions and fly-overs
(although not confirmed as yet) the designs may be amended and the environmental
significance must be reviewed. Although no major additional impacts would be
anticipated based on the information provided to date the performance and evaluation
schedules to be implemented during project construction and operation can be reviewed,
updated, and costs estimates can be revised if necessary.
149.The EMP must be reviewed by the DOE and project management in CDGK and
approved before any construction activity is initiated on Tranche 1, to take account of
any subsequent changes and fine tuning of the proposals. It is recommended that before
the Tranche 1 contracts are worked out in detail and before pre-qualification, that the
environmental status of the existing BRT routes is monitored to set a baseline for benefit
monitoring using some of the key EMP mitigation measures as the performance
indicators.
150.This IEE including the EMP should be used as a basis for an environmental
compliance program and an updated EMP should be included in the revised contract
documentation for All BRT routes. The updated EMP, any conditions of the
environmental clearance from the SEPA and any subsequent licenses and approvals
07/03/08 Page 45 of 74
from EPA should also be included in the environmental requirements for the contractors
in the compliance program. Therefore, continued monitoring of the implementation of
mitigation measures, the implementation of the environmental conditions from
environmental clearance, and monitoring of the environmental impact related to the
construction of all future works to complete the BRT, including complaints, should be
properly carried out and reported periodically in monthly progress reports. Compliance
with all of the EMP requirements shall also be reported in other periodic project
performance reports.
151.The impacts from construction and operation will be manageable and no
insurmountable impacts are predicted providing that the updated EMP is included in the
contract documents and implemented to its full extent. The details of EMP given in
Appendix B are in the form of the matrix and may require revision as the project reaches
detailed design. The impacts have been classified as per the design/preparation stage,
construction stage and operation and maintenance stage. The matrix details the
mitigation measures recommended for each of the identified impacts, approximate
location of the mitigation routes, time span of the implementation of mitigation measures,
an analysis of the associated costs and the responsibility of the institution. The
institutional responsibility has been specified for the purpose of the implementation and
the supervision. The matrix is supplemented with a monitoring plan for the performance
indicators. An estimation of the associated costs for the monitoring is given with the plan.
The EMP has been prepared following best practice and the ADB’s Environmental Policy
(2002) and Environmental Assessment Guidelines (2003).
D Environmental Monitoring
152.Monitoring activities during implementation will focus on compliance with license
conditions, recording implementation of mitigation measures, recording environmental
parameters, reviewing contractor environmental performance and proposing remedial
actions to address unexpected impacts during construction. Some of these tasks can be
assigned to the contractors and managed by the DOE and environmental cell. The
monitoring plan n (Tables 5 and 6) was designed based on the likely subproject cycle.
153.During the preconstruction period, the monitoring activities will focus on (i) checking
the contractor’s bidding documents, particularly to ensure that all necessary
environmental requirements have been included; and (ii) checking that the contract
documents’ references to environmental mitigation measures requirements have been
incorporated as part of contractor’s assignment. Where detailed design is required (e.g.
for further elaboration of the junctions, bridges or fly-overs) the checking of updated
designs must be carried out including requirements for additional land. During the
construction period, the monitoring activities will focus on ensuring that environmental
mitigation measures are implemented, and some performance indicators and complaints
will need to be monitored to record the subproject’s environmental achievements and to
guide any remedial action to address unexpected impacts. Monitoring activities during
project operation will focus on recording transport management and gaseous pollutants
near the BRT as well as general environmental performance and proposing remedial
actions to address unexpected impacts.
154.To facilitate EMP implementation, during preparation for construction the contractors
must be prepared to cooperate with the environmental cell team, DOE, and the local
population in the mitigation of impacts. However, experience suggests that contractors
may have little impetus or interest in dealing with environmental problems in the absence
of performance-linked criteria. Therefore, the required environmental mitigation must be
clearly described in a memorandum of understanding and other contract documents at
the bidding stage; the completion of mitigation should be linked to payment milestones.
07/03/08 Page 46 of 74
155.Operational monitoring of the first line of the BRT is essential to ensure that the
system is performing to required standards and that adjustments can be made as
required to meet demand levels of an expanding BRT network. Effective monitoring will
also facilitate data and performance outcomes to be fed back into the design and
operation of the next phases of the BRT network development.
156.The Roadmap includes a list of key result areas (KRA’s) or performance criteria for
the planning, design and operation of the BRT system. The criteria must be agreed and
confirmed as part of the first tranche project. Key areas to be monitored include:
i) Average bus travel speed and on time running
ii) Level of demand and bus loading for each section of the corridor with a focus
on bus crowding and passenger comfort
iii) Maintenance of bus headways and level of bunching
iv) Bus trips cancelled
v) Station loading and capacity
vi) Bus accidents and pedestrian accidents
vii) Other KRA’s as may be required to ensure efficient and sustainable operations
157.Additionally it is recommended that air quality be monitored at monthly interval
throughout the construction and first two years of operation. The parameters should
include dust (particulate matter less than 10 micron), sulfur dioxide, and oxides of
nitrogen.
Table 5: Key Tasks for Environmental Monitoring Plan
No. Environmental Monitoring Implementation Implementation

Tasks21 Responsibility Schedule
1 Design Phase
1.1 Audit project bidding documents to CDGK through Prior to issue of bidding
ensure IEE and EMP is included. environmental officer documents.
1.2 Disclosure of subproject to SEPA CDGK through Prior to construction
environmental officer
1.3 Monitor final site selection CDGK through Prior to CDGK approval
(alignment) and its environmental environmental officer of detailed designs.
compliance with EMP
1.4 Monitor the performance of CDGK through Ongoing, prior to and
environmental training and environmental officer during implementation of
briefings and of the environmental works and operation.
awareness of project staff and
CDGK
2 Construction Phase
2.1 Regular (monthly) monitoring and CDGK through Continuous throughout
reporting (quarterly) of contractor’s environmental officer construction period.
compliance with statutory
environmental requirements
21 Monitoring of issues related to compensation of landowners for land acquisition and loss of production,
etc. are addressed in the Resettlement Action Plan.
07/03/08 Page 47 of 74
No. Environmental Monitoring Implementation Implementation

Tasks21 Responsibility Schedule
reporting (quarterly) of contractor’s environmental officer construction period.
compliance with contractual
environmental mitigation measures
reporting (quarterly) of complaints environmental officer construction period.
and responses or environmental
mitigation measures
2.4 Monitor adjustments to the EMP CDGK through During all phases of the
and the thorough implementation environmental officer subprojects
of detailed EMP
2.5 Commissioning phase monitoring CDGK through At commissioning.
of as built equipment and facilities environmental officer
versus environmental contractual
performance criteria
3 Operation and Maintenance Phase
3.1 Observations during routine CDGK through As per CDGK inspection
maintenance inspections of environmental officer schedules
facilities. Inspections will include
monitoring implementation of
operational mitigation measures
versus environmental criteria
specified in EMP for operational
impacts.
3.2 Monitoring air quality and CDGK through During the life of the
operational noise from two environmental officer project
locations on R1 R2 and R3
components of the MFF.
Table 6: Summary of Estimated Costs for EMP Implementation

Item Sub Item Estimated Total Costs Estimated Total Cost
[PKR] [USD]
Staffing, audit and 2 persons for 2 years 3,000,000 50,000
monitoring
Monitoring activities As detailed under EMP 5,000,000 83,300
Mitigation measures As prescribed under 20,000,000 333,300
EMP and IEE
Transport 1 vehicle for 2 years 1,000,000 16,700
Contingency 5% contingency 1,000,000 16,700
Total 30,000,000 500,000
07/03/08 Page 48 of 74
VII. FINDINGS AND RECOMMENDATIONS
158.This IEE study was carried out when the MFF Tranche 1 subproject were at the
stage of conceptual design during the TA 4753 (PAK). Essentially secondary data were
used to assess the environmental impacts in a comprehensive manner and public
consultation and route reconnaissance were carried out in order complete the
environmental assessments and recommend suitable mitigation measures.
159.Several actions are required during the detailed design stage to minimize impacts to
acceptable levels. The negative environmental impacts from the BRT subprojects will
mostly take place during the construction stage but there are also some potential
negative impacts for the operational stage as well as many significant beneficial impacts.
The construction impacts should be very predictable and manageable and with
appropriate mitigation few residual impacts are likely.
160.Some key actions are required after the detailed designs are developed. CEDG
should update the EMP and together with the IEE and disclose the project to SEPA.
Recommendations all mitigation measures should be included as contractual
requirements, accepted by all contractors prior to signing the contract(s). Certain
mitigation management plans (temporary traffic management plan, utilities management
plan, materials management master plan, noise and dust control plan, hoarding plan
waste management, erosion control etc.) should be deliverable by the contractors before
construction commences.
161.There are also least three elevated sections for Route 1 and Route 3 of the BRT.
The conceptual design envisages these sections also in the median and to be elevated
by about 5m above the level of the roads that they will cross. However the details of
location and structures have yet to be confirmed.
162.Consequently some further environmental assessment of these sections will be
required at the detailed design stage and consultation with local communities needs to
be completed prior to undertaking the civil work for the elevated sections. It is essential
that a proper analysis is carried out during the project planning period to develop
mitigation measures and any alternative options, if appropriate. When the detailed
designs are finalized the impacts and mitigation measures will need to be reviewed
again to take account of how the contracts are set up and in the light of any fine tuning of
the BRT proposals.
163.The construction is restricted to Government land and as far as can be ascertained
at this stage there is not likely to be any significant additional land required to complete
the construction. However given the conceptual nature of the BRT designs it is possible
that some additional engineering requirements could be included at the detailed design
stage (e.g. additional land for construction plant, widening at stations or junctions along
the BRT routes) that require additional land. At this stage these requirements are not
quantifiable. If further land is needed it can be determined as the detailed designs are
worked out and to dovetail with the detailed design and minimize adverse impacts and
maximize benefits. A social impact assessment and resettlement action plan has been
completed in tandem with the environmental work stream that will apply to All BRT
routes.
164.At the detailed design stage a review should also be conducted of the monitoring
activities proposed in this IEE for air quality and noise to reconfirm the parameters to be
checked during the construction and operation. Reference should also be made to the
recommend monitoring plan for performance indicators (Table 6) from this study.
Baseline monitoring should be carried out, daily for a minimum of two weeks, prior to the
commencement of construction for indicator pollutants PM10, oxides of nitrogen and
07/03/08 Page 49 of 74
sulphur dioxide to redefine the baseline and parameters and frequency of monitoring to
be checked during BRT construction and operation. Provisions should be made in the
contract documentation to allow integration of the results of the baseline review into the
contract to establish performance action thresholds, pollution limits and contingency
plans for the contractor’s performance. Impact and compliance monitoring activities will
focus on compliance with license conditions, recording implementation of mitigation
measures, recording environmental parameters, reviewing contractor environmental
performance and proposing remedial actions to address unexpected impacts and
complaints.
165.There are operational impacts that must be addressed in the detailed designs. In
principle, road traffic noise exposure could be reduced. However there is not enough
detailed design for the alignment or traffic modeling to confirm traffic flows so that a
noise model can be constructed based on these scenarios. Further detailed
assessments should be undertaken at the detailed design stage and prior to
implementation to determine if noise mitigation at source (noise barriers) are required at
any sensitive receivers such as schools and temples.
166.The IEE, including the EMP, should be used as a basis for an environmental
compliance program and be included in the contract documentation. The EMP shall be
reviewed at the detailed design stage. In addition the project needs to be disclosed to
SEPA and any conditions that are part of the environmental clearance from SEPA
should also be as a basis for the environmental compliance program. Therefore,
continued monitoring of the implementation of mitigation measures, the implementation
of the environmental conditions for work and environmental clearance, and monitoring of
the environmental impact related to the operation of the BRT subprojects should be
properly carried out and reported monthly to track and determine the net environmental
benefits that have accrued. These should be summarized by CDGK in regular quarterly
progress reports to ADB also summarized at least twice per year as part of the ADB
project performance report. The negative environmental impacts from BRTs will mostly
take place during the construction. If the project are managed in line with internationally
accepted environmental auditing procedures some significant environmental benefits
can be expected to be demonstrated in the operational stage if monitoring is carried out
efficiently.
167.The implementation of the environmental mitigation measures during the
construction period will be assigned to the contractors. However, experience suggests
that contractors may have little impetus or interest to deal with environmental problems
in the absence of performance linked criteria. Therefore, the required environmental
mitigation must be clearly described in the contract documents at the bidding stage and
the completion of mitigation should be linked to payment milestones.
07/03/08 Page 50 of 74
VIII.CONCLUSIONS
168.Environmental impacts associated with the construction and operation of the BRT
need to be effectively mitigated and institutional arrangements are available. Additional
human and financial resources will be required by CDGK to complete the detailed
designs and incorporate the environmental recommendations effectively and efficiently
in the contract documents, linked to payment milestones. The proposed mitigation and
management plans are practicable but require additional resources.
169.Monitoring activities will need to focus on compliance with license conditions,
recording implementation of mitigation measures, recording environmental parameters,
reviewing contractor environmental performance and proposing remedial actions to
address unexpected impacts.
170.The implementation of the BRT system in Karachi is a feasible and sustainable
environmental option but thorough implementation of the EMP is required throughout the
design, construction and operation of the BRT in order to minimize impacts and retain
public support for the project.
07/03/08 Page 51 of 74
Appendix A: Selected Photographs
Route 1: Golimar Area During Peak Hours – Elevated section is planned here
Route1: Wide Median in North Karachi
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Route 1: Wide road and sufficient space for BRT in North Karachi
Route 1: Lyari Expressway (under-construction) over the Lyari Bridge in Golimar.

BRT will be at Grade over the Lyari Bridge
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Route 2: Near NIPA Chowrangi
Route 2: Drain in the Median near Sabzi Mandi
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Route 2: Near Muslimabad
Route 3: Abdullah Chowrangi
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Route 3: Banaras Chowk: CDGK plans to construct a flyover over this intersection
Numaish Area: All routes will terminate here
07/03/08 Page 56 of 74
Appendix B: Environmental Management Plan
07/03/08 Page 57 of 74
Appendix B: Environmental Management Plan for Tranche-1 Subprojects

Environmental Objectives Mitigation Measures (MM) Recommended Timing to Locations to Resp to Resp to
Concern Implement MM Implement MM Implement Monitor
MM MM
DESIGN STAGE
1. Project Ensure statutory Disclose BRT project & design to the SEPA & Commencement All BRT routes Design CDGK - ADB
disclosure compliance with clarify what documents are required to be filed (if of detailed design consultant /
PEPA 1997 any) with the Provincial and Federal EPA to ensure CDGK
compliance with sec. 12(1) of the PEPA 1997 (as
amended).
2. Subproject Ensure EMP Review IEE and EMP and confirm findings and Completion of All BRT routes Design CDGK - ADB
boundaries sufficient to control recommendations. detailed design. consultant /
change. impacts and Submit REA, revised IEE/EIA and EMP to ADB. CDGK
compliance with
statutory Complete the environmental assessment process
requirements PEPA in line with SEPA and ADB Guidelines. Obtain
1997. waiver for IEE from SEPA OR “No Objection
Certificate” from SEPA.
Prepare EMP and Obtain “Clearance Certificate”
from SEPA.
3. Waste Ensure sufficient 1. Design consultants to identify reuse options and 1. Detailed design All BRT routes Design CDGK
Disposal disposal space for cut sufficient stockpiling and disposal locations for site output. consultant /
surface materials and clearance of scrabbled and cut surface materials 2. Within one CDGK
avoid fly-tipping. and bored piles or caissons and include disposal month of award of
locations and requirements in contracts. contract or earlier
2. Before works commence selected contractor to
prepare Waste Management Plan with disposal
sites identified for agreement by construction
supervision consultants and CDGK.
4. Plan Facilitate the timely 1. BRT detailed designers estimate the 1. Detailed design All BRT routes Design CDGK
construction production of rock additional construction materials required. Works output. consultant /
materials and bitumen based scheduled to facilitate the timely production of 2. Within one contractors /
management materials for rock, based and bitumen materials for month of award of CDGK
construction and to construction and to avoid the need for excessive contract or earlier
avoid impacts due to stockpiling and importing from elsewhere in the
stockpiling on BRT districts that will be affected by this subproject.
CDGK = City District Government Karachi CSC=construction supervision consultant DDC = Detailed Design Consultant PMU = Project Management Unit or Similar
07/03/08 Page 58 of 74
MM MM
routes. 2. Selected contractor(s) to prepare Mass
Balance for Waste Management Plan with
disposal sites identified for agreement by
construction supervision consultants and CDGK.
5. Minimize To ensure that Detailed Design Consultants include in detailed Before the 1. Routing BRT close to CDGK with the CDGK
impacts due to provisions are made design commencement mosques, schools and Design
BRT alignment to preserve the 1. Overpasses and underpasses to avoid of construction other SRs to be Consultant
designs operation of any pedestrian severance. activities/during avoided.
existing local design stage. 2. Locations of
infrastructure and 2. Existing drainage and other utilities have been
identified and avoided / re-provisioned. overpasses and
that utilities are drainage to be included
protected. 3. The impacts related to the aesthetic value in plans..
religious context (if any) of the local environment
have been considered.
6. Retain trees To avoid negative 1. Identify all trees>10cm DBH (diameter at breast 1. Detailed design All BRT routes Design CDGK
and landscape impacts due to height) in alignment. output. consultant /
designs unnecessary 2. Detailed design to avoid tree removal unless CDGK
removing of trees justified on engineering, safety and environmental
grounds.
3. Identification of off-site landscape opportunity
spaces in liaison with local community for planting
with trees and shrubs and spaces for
compensatory planting to be included in detailed
designs.
4. Include tree protection and mitigation
requirements in tender and contract documentation
as milestone payments.
5 Landscaping with trees and shrubs shall take
place at all BRT stations and verges included in
detailed designs. Planting of
trees/shrubs/ornamental plants to contribute to
BRT aesthetic value.
07/03/08 Page 59 of 74
MM MM
6. Noise barriers Ensure noise impacts 1. Detailed design stage, with the benefit of traffic 1. During Noise sensitive CDGK with the CDGK
are acceptable in flow forecasts, acoustical assessments should be designing stage locations to be design consult-
operational phase. made to determine if noise mitigation at source no later than pre- reconfirmed and ant.
(noise barriers / low noise road surfacing) are qualification or checked in the EMP
required near any sensitive receivers. tender that is approved by
2. At schools, hospitals and temples make detailed negotiations. ADB/SEPA.
assessment of noise climate and conduct detailed 2. Include in the
acoustic assessment for all residential, school, new 4 lane
temple (other sensitive structures) within 50m of contract/variation.
BT. Assess based on best estimate of road traffic /
BRT for 2025.
3. if predicted noise at sensitive receiver exceeds
agreed criterion [e.g. 3dB(A) above baseline or
leq67dB(A) if who criterion acceptable] design and
include construction of acoustic measures to
control noise at source, e.g. solid barrier to
attenuate noise to below agreed criterion.
7. Air quality Predict possible Use USEPA Caline4 model or equivalent and Prior to Two locations on each CDGK with the CDGK
benchmark future deterioration of traffic forecasts to predict air quality in major construction BRT route design consult-
air quality. Avoid highways next to BRT sing at least oxides of activity ant.
environmental being nitrogen as an indicator; Submission to
undetected due to and ADB
lack to baseline data.
Sample to obtain benchmark levels of heavy
metals and hydrocarbons in air and soil at
locations near the BRT.
8.Traffic Plan to minimize 1. Avoiding blocking existing roads access near During detailed The most important Detailed design CDGK
Condition disturbance of BRT routes. design locations to be engineer.
vehicular traffic and 2. Design provisional TEMPORARY TRAFFIC identified and listed in
pedestrians during MANAGEMENT PLAN for updating by the revised EMP. Relevant
construction. construction contractors ONE MONTH PRIOR TO plans to be made
START OF WORKS in any given sector. available to the
Contractor with tenders.
3. Formulate a construction related traffic
management plan that takes into account other
Tranche 1 subprojects such as the Urban Traffic
07/03/08 Page 60 of 74
MM MM
Control System and Transport Master Plan.
4. Proximity of schools and hospitals to be
considered.
5. Installation of traffic warning signs, and
enforcing traffic regulations during transportation of
materials and equipment and machinery. 4. 6.
Conditions of access roads to all BRT sites and
bridges to be considered.
7. Include plans for conducting awareness
programs on safety and proper traffic behavior in
urban areas near BRT construction sites.
8. Plan requirements to assign dedicated traffic
control personnel.
9. The EMP review must take into account any
changes to operational modeling assumptions that
will need to be reviewed relative to ground realities
or other changes that result from the assumptions
made in other Tranche 1 subprojects such as the
development of the Urban Traffic Control System
and preparation of the comprehensive long term
Transport Master Plan. I.e. the potential cascade of
effects upon traffic conditions at the street level
resulting from the proposals for the of Urban Traffic
Control System and Transport Master Plan must
be integrated into the BRT proposals at the
detailed design stage. There is insufficient data to
make these assumptions at the present stage
9. Social To ensure that the 1. Social Preparation to be completed before Before the Targeted families CDGK CDGK - ADB
Impacts adverse impacts due construction. removal of houses according to the LARP.
(Land related - to the property MITIGATION IF UNFORSEEN ADDITIONAL and other The Project Staff will
NOT LIKELY acquisition and LAND IS REQUIRED structures and the prepare an Inventory of
UNLESS resettlement are APs to be given Losses (IOL).
mitigated according 2. Acquisition of lands completed to minimize sufficient time and
UNFORSEEN impacts to livelihood.
CIRCUMSTANC to the LARP. assistance to
3. Completed implementation of RP and LARPs to resettle
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MM MM
ES) provide compensation and assistance to the APs. satisfactorily.
4. Alternative land is given together with sufficient
compensation to enable families to build & move to
new houses.
5. All the payments/entitlements are paid according
to the Entitlement Matrix, which shall be prepared
according to the RP and LARP.
6. Any impacts identified by the revised IEE were
incorporated in to the RP and relevant entitlements
included into the Entitlement Matrix.
10. Avoid operational Contractor to submit Method Statement and During product CSC / Tender CSC / Tender CDGK
Environmentally environmental schedule of environmental mitigation measures acquisition, prior evaluators to check evaluators
responsible pollution and impacts with tender. Techniques and machinery selection to purchase contractors Method
procurement upon to minimize impacts and duration of works. Statements and
decommissioning Choose non polluting equipment proposed mitigation
measures and timing.
Specify equipment not to contain POP, asbestos,
other hazardous or toxic components. Equipment
specifications and
performance with
company certificates /
accreditations.
CONSTRUCTION STAGE
1. Plans to Avoid impacts from 1. Temporary traffic management plan, Prior to To cover every BRT Contractor. CDGK.
control unplanned activities 2. Drainage and utilities re-provisioning plan, construction route
environmental activity
and associated 3. Materials management master plan,
Submission to
impacts 4. Noise and dust control plan, ADB
5. Hoarding plan
6. Waste management plan,
7. Tree removal and compensatory planting plan
should all be deliverable in final form by the
contractors one month before construction
commences.
07/03/08 Page 62 of 74
MM MM
2. Loss of trees To avoid several PAYMENTS LINKED TO TREE One month prior All BRT routes Contractor and CDGK/
and vegetation negative impacts due REESTABLISHMENT NOT TREE REMOVAL- to and during especially where trees CSC CSC
cover of the to unnecessary 1. Removal of trees>10cm DBH (diameter at construction of can remain under
areas work- removing of trees and breast height) to be justified on engineering and relevant activities elevated sections.
areas and other street foliage. safety grounds in tree removal plan.
aesthetics
2. Clearing of trees for construction, cutting trees
and other important vegetation during construction
should be minimized.
3. Trees that are unavoidably to be removed for
construction shall have compensatory planting and
replacement and establishment plans for trees that
shall be approved by the contractor one month
before existing trees are cut.
4. Payments for site clearance shall be withheld
until compensatory tree planting is complete for
that sector and payment therefore linked to tree
reestablishment not removal as one of the
milestone payments.
5 At lease seven (7) new trees shall replace each
cut tree and maintained alive for three years as
part of the contractual agreement and milestone
payments.
6. Landscaping with trees and shrubs shall take
place at all BRT stations and verges. Planting of
trees/shrubs/ornamental plants to contribute to the
aesthetic value of the area.
5. At conclusion of the project, all debris and waste
shall be removed. All temporary structures,
including office buildings, shelters and toilets shall
be removed.
07/03/08 Page 63 of 74
MM MM
3. Orientation for Ensure that the CSC 1. Contractors tenders shall be required to Induction for all All site agent staff. contractor CDGK & to
Contractor, and Contractor and separate clearly the resources and funds to be site agents and monthly induction and management observe and
Workers and workers understand applied to the mitigation measures for above including six month refresher with the CSC record
construction and have the environmental impacts all CSC staff new course as necessary and record success.
management capacity to ensure 2. Contractors tenders shall identify named staff to staff before until contractors comply details and
plans. that the supervise and plan, commencement / improve. report quarterly
environmental of work.
requirements and • Drainage and utilities re-provisioning
mitigation measures • Temporary traffic management,
must be implemented Weekly tool box
• Materials management, talks and
by them.
• Noise and dust control, refreshers at early
stages of
• Hoarding
construction for all
• Waste management, construction
• Tree removal and compensatory planting employees as far
as reasonably
3. Contractual clauses shall be included to tie the
practicable.
implementation of environmental mitigation
Include with
measures in the above plans to milestone
safety talks.
payments.
4. Contractual clauses shall require Contractors to
conduct special induction briefing and / or on-site
training for the contractors management,
contractors staff, subcontractors and workers to
cover the environmental requirement of the
project. Contractors shall record and report
regularly on record attendance and achievement
test for all staff and managers.
5. Contractual clauses shall be included to require
contractors to employ dedicated environmental
management staff to conduct/oversee the
environmental orientation sessions and the
implementation of environmental mitigation
measures so as to facilitate checking for
milestone payments.
6. Contractual clauses shall emphasize that
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MM MM
financial compensation shall not be allowed as
mitigation for environmental impacts or
environmental nuisance without written and
environmentally justifiable agreement from the
relevant environmental authorities.
7. Engineering controls shall be promulgated by
the construction contractors and shall be designed
as mitigation measures to control the impacts at
source in the first place. The CSC shall be
responsible to approve the measures and report
the update of EMP.
4. Institutional To ensure that CDGK Capacity building activities Initiate All senior staff in CDGK CDGK ADB
strengthening and PMU officials are Consolidation of the DOE or Setting up of a preconstruction at senior engineer and
and capacity trained to understand Environmental Development Office (EDO) within and continue above in PMU and
building and to appreciate CDGK beyond project related units
EMP completion
Development of a strengthening plan for the EDO
5. Air quality To minimize air CONTOL ALL DUSTY MATERIALS AT SOURCE. Before works All BRT routes The Contractor CDGK
impacts effectively 1. If works are within 10m of any sensitive commence and should maintain
and avoid complaints receivers, or have given rise to complaints over throughout all the accepted
due to the airborne dust, the contractor shall install segregation construction standards
particulate matter between the works at the edge of the median at works
released to the the road edge nearest the centre before works
atmosphere. CSC should
commence to provide a barrier to protect the monitor
sensitive receivers and passing traffic. The hoardings and
segregation should be easily erectable 3 m high wetting and
hoarding within which all construction works can other relevant
take place. The hoarding can be moved on from activities.
worksite to worksite along the BRT Route as the
work proceeds and removed when the works are
completed to trigger a milestone payment.
The design of the hoardings and works layout must
be include in the hoarding plan and also allow for
pedestrians to cross the roads and avoid
community severance.
07/03/08 Page 65 of 74
MM MM
2. All heavy equipment and machinery shall be
fitted in full compliance with the national and local
regulations.
3. Stockpiled soil and sand shall be slightly wetted
before loading, particularly in windy conditions.
4. Fuel-efficient and well-maintained haulage
trucks shall be employed to minimize exhaust
emissions. Smoke belching vehicles and
equipment shall not be allowed and shall be
removed from the project.
5. Vehicles transporting soil, sand and other
construction materials shall be covered. Speeds of
such vehicles shall be limited to 15km/h within the
works site and on unpaved areas.
6 Transporting materials through densely
populated areas should be avoided.
7. Open areas of the sites and haul roads shall be
sprayed twice per day with water to suppress dust.
8. Concrete batching plants. Asphalt plant and rock
crusher activities (if required) to be controlled (e.g.
asphalt hot-mix plants should not be located in the
median work sites but located at convenient sites
nearby but downwind of and at least 500m from
sensitive receptors such as schools and hospitals).
6. Bitumen Avoid air pollution Bitumen should not be used as fuel Before works All BRT routes The Contractor CDGK
usage and traffic obstacles Fuel wood should not be for bitumen heating. commence and observe rules
throughout all
Bitumen drums should be stored in a dedicated construction
area, not scattered along the works works CSC should
monitor bitumen
use and other
related
activities.
7. Noise / To minimize noise Install, maintain and monitor all requisite mitigation Maximum All BRT Routes Contractor CDGK/
Ground level increases and allowable noise should monitor
07/03/08 Page 66 of 74
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Vibration ground vibrations as per contract levels at the and maintain CSC
during construction 1. Outside schools or hospitals construction should façade of the e.g. Route 3 Adamgee the accepted
operations. be avoided at sensitive times. As fall back option to sensitive receiver college. standards)
control noise, mass of hoardings can be increased are
using heavy thick ply-board or corrugated metal CSC should
sheet to achieve a mass of >10kg/m2. Design and Within 50m of all
1. 70dB(A)LEQ hospitals schools and monitor relevant
works layout must allow pedestrians to cross roads activities.
or pass around or over sites and avoid community or colleges
severance. The installation of such measures 2. 3dB(A)LEQ
should be discussed with the local population and above the
serve as a means for further public consultation background
during implementation and assist in public (measured no
relations. more than 2
2. All heavy equipment and machinery shall be weeks before the
fitted in full compliance with the national and local commencement
regulations. of work).
3. As a rule, the operation of heavy equipment
shall be conducted in daylight hours.
4. Hammer-type pile driving operations shall be
avoided during nighttime.
5. Construction equipment, which generates
excessive noise, shall be enclosed. Well-
maintained haulage trucks with speed controls will
be used.
6. Performance criteria shall during nighttime
(10 pm to 7 am) the measured impact noise at the
residential or hospital sensitive receiver shall not
be more than 3dB above background noise levels
measured at the nearest sensitive receiver
(Leq15minutes) two weeks prior to the
commencement of works. The contractor shall also
maintain and service all equipment to minimize
noise levels.
7. Near Mosques and schools the contractor shall
discuss with the CSC and the school and mosque
07/03/08 Page 67 of 74
MM MM
principals the agreed time for operating the noisy
machines and completely avoid machine use near
schools during examination times and near
mosques during religiously sensitive times.
8. Construct larger concrete building components
by prefabrication nearer the concrete batching
plants or in controlled dedicated areas away from
SRs to minimize impacts.
9. Contractor shall be allowed to take other
acoustic measures to minimize noise nuisance in
the vicinity of construction sites if the necessary
noise attenuation can be achieved.
10. Contractor may obtain guidelines for noise
reduction from ISO/TR11688-1:1995(e), which
enumerates methods by which air-borne, liquid –
borne and structure-borne noise sources may be
curtailed with suitable design criteria.
8. Construction To minimize the WASTE MANAGEMENT PLAN TO BE Update once a 1. A list of temporary 1.Contractor CDGK/
Waste Disposal IMPACTS FROM SUBMITTED TO THE CSC AND APPROVED month and report dumping areas CSC
THE DISPOSAL OF ONE MONTH PRIOR TO STARTING WOTRKS. quarterly identified by detailed
construction waste. design engineer to be 2.CSC should
1. Estimating the amounts and types of supervise and
construction waste to be generated by the project. prepared at the contract
stage for agreement. take action to
2. Investigating whether the waste can be reused ensure
in the project or by other interested parties. completion of
3 Identifying potential safe disposal sites close to 2. The list of waste sites Contractor’s
the project. OR THOSE DESIGNATED SITES IN to be reconfirmed and relevant
THE CONTRACT. that dumping areas is activities
available as identified according to
4 Investigating the environmental conditions of the by detailed design environmental
disposal sites and recommendation of most engineer. standards.
suitable and safest sites.
- Proper drainage paths and or drainage facilities
to be established.
- Piling up of loose material should be done in
protected areas to arrest washing out of soil.
07/03/08 Page 68 of 74
MM MM
Debris shall not be left where it may be carried by
water to down stream flood plains, dams, lagoons
etc.
- Used oil and lubricants shall be recovered and
reused or removed from the site in full compliance
with the national and local regulations. Oil wasted
must not be burned. LICENSED DISPOSAL
LOCATION TO BE AGREED WITH SEPA
- Machinery should be properly maintained to
minimize oil spill during the construction.
- Solid waste should be disposed at an approved
solid waste facility.
- Waste shall not be burned - under any
circumstances.
OPEN BURNING IS ILLEGAL AND CONTRARY
TO GOOD ENVIRONMEMTAL PRACTICE.
9. Worker To ensure that the 1. Identify location of worker canteen and toilet UPDATE Once a Location Map is Contractor CDGK/
canteen and operation of the facilities in consultation with local communities. month prepared by the CSC
toilet facilities works and worker Location subject to approval by the CDGK. If Contractor.
facilities does not possible, canteen and toilet facilities shall include
adversely affect the drinking water supplies.
surrounding 2. In order to maintain proper sanitation around
environment and construction routes, temporary toilets will need to
residents in the area. be provided. Waste shall not be buried (see above)
3. Drinking water and sanitary facilities shall be
provided for employees.
4. Solid waste and sewage shall be managed
according to the national and local regulations.
5. The Contractor shall organize and maintain a
waste separation, collection and transport system.
6. The Contractor shall document that all liquid and
solid hazardous and non-hazardous waste are
separated, collected and disposed of according to
07/03/08 Page 69 of 74
MM MM
the given requirements and regulations.
7. At the conclusion of the project in a particular
sector, all debris and waste shall be removed. All
temporary structures, including office buildings,
shelters, waste receptacles and toilets shall be
removed.
8. Exposed areas shall be replanted with suitable
vegetation in line with the landscape plans and be
inspected by CDGK and CSC shall inspect and
report that the site has been vacated and restored
to pre-project conditions or as agreed with CDGK.
10. Safety To ensure safety of 1. Providing adequate warning signs. During Relevant canteen and Contractor and CDGK/
Precautions for workers 2. Providing workers with skull guard or hard hat. construction worker sanitation CSC CSC
the Workers and facilities.
first aid. 3. Contractor shall instruct his workers in health
and safety matters, weekly, and require the
workers to use the provided safety equipment.
4. Establish all relevant safety measures as
required by law and good engineering practices.
5. Contractor shall provide first aid facilities for the
workers on the BRT and at the worker canteens
with at least one qualified first-aider or nurse
present at all times. It is recommended that the
workforce be given access to a trained doctor at
least once per two weeks for routine checks and
medical examinations if necessary.
11. Traffic Minimize disturbance SUBMIT TEMPORARY TRAFFIC MANAGEMENT Day time The most important Contractor and CDGK/
Condition of vehicular traffic & PLAN ONE MONTH PRIOR TO START OF locations to be Engineer CSC
pedestrians during WORKS in any given sector. See design stage identified and listed.
haulage of materials, item 8 Relevant plans of the
spoil, equipment & - Formulation and implementation of a construction Contractor on traffic
machinery. No related traffic management plan . Assign traffic arrangements are
blocking access near control personnel.. available.
BRT routes.
- Vicinity of schools and hospitals to be considered.
07/03/08 Page 70 of 74
MM MM
Installation of traffic warning signs.
- Conducting awareness programs on safety and
proper traffic behavior in densely populated areas
near the construction sites.
12. Nuisance to Control nuisances Contractor to agree to monitor and enforcement of At all times All BRT Routes CSC To Monitor CSC/
nearby and reduce impacts implementation of mitigation measures versus and enforce CDGK
properties on property value or milestone payments for mitigation implementation (Contractor
interruption to Within 50m of all of contract
(e.g. per m of hoarding installed effectively) hospitals schools and through
neighbouring land clauses versus contract
uses. Contract clauses to specify acceptable colleges milestone
construction practices to mitigate nuisances, noise, provisions)
payments.
vibration and dust impacts and liaison with local
community on approach to mitigation. (E.g. per m of
hoarding).
No payment in lieu of environmental mitigation
measures and penalty clauses in contract. Complaints
response time
Incorporating good construction management to rerecord,
practices – complaints reported once per month for respond and
each site/km of line under construction. resolve
Compensation will be paid for loss of livelihood due complaints.
to construction disruption in line with ADB
guidelines.
Set up complaints hot line, recording, response
and resolution monitoring
13. Construction Control nuisances 1m from the nearest façade at the sensitive One week prior to At least three locations CSC To Monitor CSC/
Monitoring and reduce impacts receptor - weekly monitoring of air quality and construction and per 5km of BRT route and enforce. CDGK
on neighbouring uses noise parameters – weekly throughout construction stretch Relate to
dust PM10 and construction until (depends on phasing of complaints
completion in that works). response time
noise (15minute Leq dB(A) stretch. One major junction and and resolve
for comparison to baseline and feed back results to two straight stretches complaints.
CSC and CDGK environmental authority (DOE) in (one near school or
monthly progress reports. hospital one near
Conduct additional monitoring in response to residential) on each
complaints. 5km BRT route stretch.
07/03/08 Page 71 of 74
MM MM
OPERATIONAL STAGE
1. Air Quality Integrated approach Law enforcement on vehicles conditions. During operation Throughout road CDGK CDGK
to traffic management Full development of the Urban Traffic Control transport network
hand in hand with System
reductions in
pollution. Timely preparation of the comprehensive long term
Transport Master Plan.
I.e. the potential cascade of effects upon traffic
conditions at the street level resulting from the
proposals for the of Urban Traffic Control System
and Transport Master Plan should contribute to
some reductions in air pollution.
Adopting other subsequent policies, initiatives and
guidelines or National measures due to regulations
on fuel type and purification of exhaust gases.
Promoting mass transport and traffic management.
Establishing vehicle emission regulations and
standards.
Strict enforcement of the regulations subsequent to
an awareness program.
2. Monitoring Air To monitor changes Monitor air quality parameters at least NOx, SO2, After At least two locations CDGK DOE CDGK DOE
Quality in pollution level on and PM10 and feedback results to CDGK commissioning pre BRT route. (EDO) (EDO)
BRT routes due to environmental authority (DOE). and monthly One major junction and
BRT route usage. (weekdays) after one straight stretch on
Check if beneficial - opening for two each operational BRT
CDGK management years. route.
of BRT and other If parameters
transportation control stabilize or reduce
systems do not consider to
achieve expected air reduce to
quality environmental quarterly for three
improvements. more years.
3. Noise Control noise from Establishing standards and regulations for noise During operation All BRT Routes CDGK CDGK
exceeding tolerable
07/03/08 Page 72 of 74
MM MM
levels within a 100m levels emanating from vehicles.
corridor by decrease Strict enforcement of regulations, subsequent to an
of traffic flow. awareness programme.
Establishing a national policy on vehicle imports –
noise levels, too, increase with age of vehicles.
In sensitive areas such as schools, places of
worship, hospitals and libraries, sound barriers
including to be employed.
4. Noise To monitor the noise Monitor noise at baseline before construction 1 m Three months At least two locations CDGK CDGK
monitoring level enhancement from façade of sensitive receivers. 15min after per BRT route.
resulting from BRT Leq(db(A) on three consecutive week days at each commencement One major junction and
traffic. specified locations. of operations one straight stretch on
Compare to base line. each operational BRT
Compare benefits (if any). route.
Review strategy and policy on noise pollution. Determination of critical
sites and methods of
mitigation during the
construction period.
5. BRT To control serious BRT user and neighbour information/ education, During operation All BRT Routes CDGK CDGK
Accidents and fatal accidents traffic signs and BRT markings.
on the roads Lighted lanes and coloured cat’s eyes for
surrounding BRT due identification of lanes in nighttime operation.
to new road layouts
and possibly higher Strict enforcement of traffic laws
speeds. Develop emergency services
Establishment of committee to review accidents
and give recommendation to traffic engineering
department and other regulatory authorities for
prevention of accidents.
6 Refuse To control garbage Consider following measures and undertake them, During operation All BRT Routes CDGK CDGK
disposal disposal by BRT preferably, in collaboration with appropriate
users creating NGO(s):
pollution and • Undertake information campaigns.
07/03/08 Page 73 of 74
MM MM
aesthetic discomfort • Impose fines against littering.
• Undertake regular cleaning of the BRT
lanes.
• Place garbage bins along the BRT lanes
with signboards
7. Social To ensure that the 1. Controlling/management systems of vehicle Monthly social All BRT Routes CDGK CDGK
Impacts people in surrounding speed, noise and quality of vehicles to be monitoring for two
BRT routes will not undertaken properly. Necessary awareness years to identify
be affected due to building programmes for general public to be social interference
traffic nuisance such implemented by CDGK. / cohesion due to
as dust, noise and 2. Necessary signboards with limits of noise and BRT / community
vibrations. speed of vehicles to be placed properly. severance /
trends.
07/03/08 Page 74 of 74

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City District Government Karachi

Karachi Mega City Sustainable Development Program

Initial Environmental Examination

Document Stage: Final Report

The initial environmental examination is a document of the

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

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

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

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

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

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

VI. INSTITUTIONAL REQUIREMENTS AND ENVIRONMENTAL

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

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

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

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

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

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

ADB Asian Development Bank

WEIGHTS AND MEASURES

dB(A) Decibel (A-weighted)

LAWS AND REGULATIONS

IEE-EIA Regulations 2000 Pakistan Environmental Protection Agency Review

B Environmental Regulatory Compliance

C Environmental Category of Bus Rapid Tansit Subproject(s)

D Objectives and Scope of IEE

II. DESCRIPTION OF THE BUS RAPID TRANSIT SUBPROJECT

A Background, Type of Project and Categorization

B Need for the Project

C Proposed Development Plan

D Criteria for Route Selection

E Description of a Typical BRT dedicated Transitway Section Station

Figure 3: Typical Plan View of BRT

III. DESCRIPTION OF ENVIRONMENT

A Environmental Profile of Karachi

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

Social and Cultural Environment

Table 2: Population of Karachi

B Environmental Conditions of the Proposed BRT routes

Figure 4: Satellite Images of Typical Elevated Sections

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

Table 3: Typical Ambient Air Quality along BRT Route

IV. ENVIRONMENTAL IMPACTS AND MITIGATION MEASURES

A Design Related Impacts and Design Concept

B Sensitive Receivers, Heritage and Religious Sites and Schools

C Preparing the Contractor(s) to Install Mitigation

D Construction Related Impacts

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

Cut and Fill

Hydrology, Sedimentation and Soil Erosion

Noise and Vibration

Nuisances and Health Effects

Gaseous Emissions from Vehicles

Vehicle Related Dust Emission

Hazardous Driving Conditions

124.The objectives of the stakeholder consultation process was to disseminate

B Consultation with Primary Stakeholders

Community, Businesses and Trade Associations

C Consultation with NGOs

Urban Resource Centre

Table 4: Summary of Public Consultation

No. Town Name Participants Address Date Issues Raised/Concerns Action

No. Town Name Participants Address Date Issues Raised/Concerns Action