KCR EIA Final Report - Opt PDF

KARACHI URBAN TRANSPORT CORPORATION (KUTC)
Environmental Impact Assessment (EIA)
REVIVAL OF KARACHI CIRCULAR RAILWAY

January 2009
ENVIRONMENTAL MANAGEMENT CONSULTANTS

503, Anum Estate, Opp. Duty Free Shop, Main Shahrae Faisal, Karachi.
Phones: 9221-4311466, 4311467, Fax: 9221-4311467.
E-mail: mail@emc.com.pk, emc@cyber.net.pk
Website: www.emc.com.pk
ENVIRONMENTAL IMPACT ASSESSMENT (EIA) - REVIVAL OF KARACHI CIRCULAR RAILWAY
CONTENTs
EXECUTIVE SUMMARY
1- INTRODUCTION 1 of 7
1.1 GENERAL 1 of 7
1.1.1 THE PROJECT 1 of 7
1.1.2 PROJECT PROPONENT 1 of 7
1.1.3 CONTACT / RESOURCE PERSON 1 of 7
1.1.4 EIA CONSULTANTS 1 of 7
1.1.5 BRIEF DESCRIPTION OF PROJECT 3 of 7
1.1.6 OBJECTIVES OF PROJECT 3 of 7
1.1.7 SCOPE OF PROJECT 3 of 7
1.1.8 PROJECT STATUS 3 of 7
1.1.9 PERIOD OF IMPLEMENTATION 3 of 7
1.2 PURPOSE OF ENVIRONMENTAL IMPACT ASSESSMENT 4 of 7
1.3 SCOPE OF EIA STUDY 5 of 7
1.4 CATEGORIZATION OF PROJECT 5 of 7
1.5 METHODOLOGY FOR ENVIRONMENTAL ASSESSMENT 5 of 7
1.6 ENVIRONMENTAL STANDARDS AND GUIDELINES 6 of 7
1.7 STRUCTURE OF EIA REPORT 7 of 7`
1.8 EIA TEAM 7 of 7
2- DESCRIPTION OF THE PROJECT 1 of 26

2.1- INTRODUCTION 1 of 26
2.1.1. DRAWBACKS IN OPERATIONS OF KCR 1 of 26
2.1.2. PRESENT ROUTE OF KCR 3 of 26
2.2- REVIVAL OF THE KCR PROJECT 3 of 26
2.2.1. OBJECTIVES OF THE PROJECT 3 of 26
2.2.2. FEATURES PROPOSED IN THE REVIVED KCR PROJECT 5 of 26
2.2.3 BRIEF DESCRIPTION OF PROJECT AREA 6 of 26
2.3. TECHNICAL PLANS FOR THE REVIVAL OF KCR PROJECT 10 of 26
2.3.1. TRANSPORT AND ROLLING STOCK PLAN 10 of 26
Contents
E N V I R O N M E N T A L M A N A G E M E N T C O N S U LT A N T S
2.3.2. INFRASTRUCTURE PLAN 14 of 26

2.3.3. ELECTRIC INSTALLATION PLAN 20 of 26
2.3.4 SIGNALLING SYSTEM 22 of 26
2.3.5 TELECOMMUNICATION SYSTEM 23 of 26
2.4 PHASE-WISE DEVELOPMENT OF THE PROJECT 26 of 26
3- LEGISLATIVE CONSIDERATIONS, ENVIRONMENTAL REGULATIONS 1 of 17

AND GUIDELINES
3.1 INTRODUCTION 1 of 17
3.2 NATIONAL POLICIES AND STRATEGIES 1 of 17
3.2.1 NATIONAL CONSERVATION STRATEGY 1 of 17
3.2.2 BIODIVERSITY ACTION PLAN 2 of 17
3.2.3 NATIONAL RESETTLEMENT POLICY 2 of 17
3.3 NATIONAL LEGISLATIONS 2 of 17
3.3.1 PAKISTAN ENVIRONMENTAL PROTECTION ACT 1997 2 of 17
3.3.2 PAKISTAN ENVIRONMENTAL PROTECTION AGENCY 3 of 17
REVIEW OF IEE AND EIA REGULATIONS 2000
3.3.3 LAND ACQUISITION ACT 3 of 17
3.3.4 LABOR LAWS 4 of 17
3.4 NATIONAL ENVIRONMENTAL GUIDELINES 9 of 17
3.4.1 ENVIRONMENTAL ASSESSMENT PROCEDURES 2000 9 of 17
3.4.2 NATIONAL ENVIRONMENTAL QUALITY STANDARD (NEQS) 9 of 17
3.5 INTERNATIONAL GUIDELINES 10 of 17
3.5.1 WORLD BANK GUIDELINES ON ENVIRONMENT 10 of 17
3.5.2 EQUATOR PRINCIPLES 10 of 17
3.5.3 IFC PERFORMANCE STANDARDS ON SOCIAL AND 11 of 17
ENVIRONMENTAL SUSTAINABILITY
3.5.4 IFC- ENVIRONMENT, HEALTH & SAFETY GUIDELINES FOR RAILWAYS 12 of 17
3.5.5 JBIC GUIDELINES FOR CONFORMATION TO ENVIRONMENT AND SOCIAL 12 of 17
CONSIDERATIONS
4- ENVIRONMENTAL AND SOCIAL BASELINE & CONSULTATION
PROCESS 1 of 62
4.1 IDENTIFICATION OF ENVIRONMENTAL ASPECTS 1 of 62
4.2 THE MACROENVIRONMENT 1 of 62
Contents
4.2.1 ENVIRONMENTAL PROFILE OF DISTRICT KARACHI 1 of 62

4.3 PHYSICAL ENVIRONMENT 1 of 62
4.3.1 METERIOLOGY AND AIR QUALITY 1 of 62
4.3.2 NOISE AND VIBRATION 7 of 62
4.3.3 TERRESTRIAL ENVIRONMENT 10 of 62
4.3.4 AQUATIC ENVIRONMENT 20 of 62
4.4 BIOLOGICAL ENVIRONMENT OF KARACHI CITY DISTRICT 24 of 62
4.4.1 VEGITATION OF KARACHI CITY DISTRICT 24 of 62
4.4.2 FAUNA OF KARACHI CITY DISTRICT 25 of 62
4.4.3 FISHERIES AND AQUATIC ECOLOGY 26 of 62
4.4.4 BIODIVERSITY 26 of 62
4.4.5 FAUNA, ENDANGERED SPECIES, PROTECTED AREAS 27 of 62
4.4.6 ARCHEOLOGICAL, HISTORICAL AND CULTURAL SITES 27 of 62
4.4.7 MOSQUES AND SHRINES 27 of 62
4.5 KARACHI TRANSPORTATION SYSTEM 29 of 62
4.5.1 ROADS AND TRAFFIC 29 of 62
4.5.2 PUBLIC TRANSPORT 31 of 62
4.5.3 TRAFFIC DEMAND FORECAST STUDIES 32 of 62
4.5.4 FUTURE TRAVEL DEMAND 33 of 62
4.5.5 AIR AND NOISE QUALITY DETERIORATION 35 of 62
4.5.6 RECOMMENDATIONS OF EARLIER STUDIES 36 of 62
4.6 CURRENT SOCIO-ECONOMIC CONSIDERATIONS IN KARACHI CITY AND 39 of 62
RELATED AREA ALONG KCR
4.6.1 PAKISTAN'S ECONOMY 39 of 62
4.6.2 URBAN STRUCTURE AND LAND USE 39 of 62
4.6.3 PRELIMINARY SOCIO-ECONOMIC SURVEY 42 of 62
4.7 CONSULTATION WITH COMMUNITIES AND STAKEHOLDERS 58 of 62
5- ENVIRONMENTAL IMPACT ASSESSMENT AND PROPOSED 1 of 28

MITIGATION MEASURES FOR NEGATIVE IMPACTS
5.1 POTENTIAL OF KCR FOR URBAN TRANSPORT 1 of 28
5.2 ANALYSIS OF ALTERNATIVES 2 of 28
5.3 SUMMARY OF IMPACTS 5 of 28
5.4 PRE-CONSTRUCTION PHASE 8 of 28
Contents
5.4.1 PHYSICAL IMPACTS 8 of 28

5.4.2 SOCIOECONOMIC CONSIDERATIONS 8 of 28
5.5 CONSTRUCTION PHASE 12 of 28
5.5.1 PHYSICAL IMPACTS 12 of 28
5.6 OPERATOIN PHASE 19 of 28
5.6.1 IMPACTS ON NATURAL ENVIRONMENT (PHYSICAL IMPACTS) 19 of 28
5.7 MITIGATION MEASURES 23 of 28
5.7.1 CONSTRUCTION PHASE 23 of 28
5.7.2 OPERATION PHASE 26 of 28
6- ENVIRONMENTAL MANAGEMENT PLAN (EMP) 1 of 19

6.1 GENERAL 1 of 19
6.2 OBJECTIVES OF ENVIRONMENTAL MANAGEMENT PLAN (EMP) 1 of 19
6.3 MANAGEMENT PROCEDURES 2 of 19
6.3.1 ORGANIZATIONAL STRUCTURE 2 of 19
6.3.2 FUNCTIONS AND RESPONSIBILITIES 2 of 19
6.3.3 AUTHORITIES / AGENCIES TO BE INVOLVED FOR THEIR 5 of 19
INTERACTIONS AND DISCHARGE OF THEIR SPECIFIC
RESPONSIBILITIES FOR EFFICIENT PROJECT IMPLEMENTATION
6.4 ENVIRONMENTAL MANAGEMENT METHOD AND CONTENTS 6 of 19
6.5 ENVIRONMENTAL MONITORING PLAN 10 of 19
6.5.1 OBJECTIVES 10 of 19
6.5.2 NON-CONFORMANCE AND CORRECTIVE ACTION 10 of 19
6.5.3 MONITORING PARAMETERS DURING THE CONSTRUCTION AND
OPERATION PERIODS 11 of 19
6.6 ENVIRONMENTAL TRAINING AND TECHNICAL ASSISTANCE 14 of 19
6.7 DOCUMENTATION AND REPORTING 14 of 19
6.7.1 FORMS AND DATA SHEETS 15 of 19
7- RESETTLEMENT POLICY FRAMEWORK 1 of 18

7.1 INTRODUCTION TO RESETTLEMENT POLICY FRAMEWORK 1 of 18
7.2 LEGISILATIONS GOVERNING RESETTLEMENT 1 of 18
7.2.1 THE LAND AQUISITION ACT (LAA) 1 of 18
7.2.2 NATIONAL RESSETLEMENT POLICY 2 of 18
7.2.3 APPLICATION JBIC GUIDELINES FOR RAP 3 of 18
7.3 LAND ACQUISITION IN KCR PROJECT 3 of 18
7.4 PRIMARY ISSUES 4 of 18
Contents
7.4.1 PRINCIPLES AND STRATEGIES 4 of 18

7.4.2 FINANCIAL AND PHYSICAL RESOURCES 5 of 18
7.4.3 THE CORE VALUES OF RAILWAY DEVELOPMENT 5 of 18
7.5 MEASURES FOR MINIMIZING INVOLUNTARY RESETTLEMENT 6 of 18
7.5.1 RAILWAY DEVELOPMENT WITHIN THE EXISTING RAILWAY OWNED LAND 7 of 18
7.5.2 RESETTLEMENT MEASURES FOR TITLE HOLDERS 7 of 18
7.5.3 RESETTLEMENT MEASURES FOR SQUATTERS 7 of 18
7.6 AFFECTED AREA 8 of 18
7.6.1 ESTIMATED POPULATION/HOUSEHOLDS AFFECTED BY THE PROJECT 8 of 18
7.7 MANDATORY PUBLIC CONSULTATION MEETING 9 of 18
7.7.1 SUGGESTED KUTC'S POLICY OF PUBLIC PARTICIPATION
AND CONSULTATION 9 of 18
7.7.2 NOTIFICATION TO PAPS 9 of 18
7.8 ENTITLEMENTS OF PAPS 10 of 18
7.8.1 PROVISIONS OF ENTITLEMENTS 10 of 18
7.9 RESETTLEMENT PACKAGE 10 of 18
7.9.1 PRINCIPLES OF RESETTLEMENTS 10 of 18
7.9.2 BASIS OF COMPENSATION 11 of 18
7.9.3 REHABILITATION PACKAGE 12 of 18
7.10 RAP FOR VULNERABLE PERSONS 13 of 18
7.11 RAP FOR INDIGENOUS PEOPLE 14 of 18
7.12 DEVELOPMENT OF RESETTLEMENT AREA 15 of 18
7.13 MONITORING AND EVALUATION 17 of 18
7.14 GRIEVANCE REDRESS SYSTEM 18 of 18
7.15 CONSIDERATON OF COST 18 of 18
8- CONCLUSION AND RECOMMENDATIONS 1 of 1
ANNEXURES:
I. SATELLITE IMAGES FOR STATIONS AND STATION PLAZAS
II. ENCROACHMENTS
III. HIERARCHY OF URBAN RAILWAY SYSTEMS
IV. JBIC GUIDELINES
V. EIA/IEE REGULATIONS-2000
VI. IFC, EHS GUIDELINES FOR RAILWAYS
VII NATIONAL ENVIRONMENTAL QUALITY STANDARDS (NEQS)
VIII TOR FOR INDEPENDENT MONITORING CONSULTANT
Contents
Executive Summary
There are few cities in the world of the size and magnitude of Karachi without
major urban rail networks. For Karachi to function effectively its transport
systems must also function effectively. At the present time neither the
transport systems nor the city performs at their optimum levels.
The past failures to plan and develop mass public transit systems in line with
the city's urban development is now compounded by the significant growth
in the levels of car ownership and usage.
Figure 1: Vehicle registration and Vehicle Growth Rate in Karachi City
The congestion and gridlocks observed on the roads of Karachi indicate that
the city is now facing a major hurdle to its economic performance. Traffic
congestion causes direct economic losses through time value, traffic
accidents and environmental amenity. The increasing frequency of these
major gridlocks that can last for significantly long periods will adversely
affect the economic competitiveness of the city vis-à-vis other cities in the
region.
Of the efforts that are currently being made to resolve the problems,
Pakistan Railways operates a limited urban rail service on the main line, and
the city authorities have put in some bus lanes on a number of major
corridors. However these solutions are unlikely to stem the growth of
motorized forms of personal transport.
Karachi Circular Railway has a vital part to play in the Karachi urban
transportation plan, however it should be recognized at the outset that its
impact will be of a limited nature due to the current scale of the
transportation problems that exist in Karachi.
Executive Summary
I OF XXVI
THE PROJECT PROPONENT

The proponent of the proposed "Karachi Circular Railway Revival" Project is
Karachi Urban Transport Corporation (KUTC), which is a Public Limited
Company incorporated on 8th May 2008 in Securities Exchange Commission
of Pakistan (SECP).
HISTORY OF KCR
Table1 gives an idea of the history of KCR
Table 1: Karachi Circular Railway operations in timeline of history
Date Event
1964 KCR opens from Drigh Road to Wazir Mansion
1970 Railway is extended from Wazir Mansion to Karachi City.
1970's Operation begins for the circle section (30 km of single-track with double-track right
of way) and the main line section (14 km of double track).
1980's KCR operates 24 trains per day and the main line operates 80 trains per day,
providing transportation to more than 6 million passengers per year.
December 1999 Operation stops.
March 2005 Operation is restored using a main line to Karachi City.
May 2005 Operation is restored to Wazir Mansion on KCR.
DRAWBACKS IN OPERATIONS OF KCR

In a report titled "Report of the Task Force on Revival of Karachi Circular Railway,
published in November 2004" identified the following reasons for the cessation of
operations of KCR which were:
i) Longer running time
ii) Less frequency of trains
iii) Lack of punctuality
iv) Inadequate rail-road integration
v) Short of investment in rail infrastructure and rolling stock
vi) Unjustified priority to develop road network by concerned development
agencies due to urban sprawl
OBJECTIVES OF THE PROPOSED KARACHI CIRCULAR
RAILWAY PROJECT
The objectives of the Karachi Circular Railway Project are to:
n Remove the deficiencies in the past performance of KCR and bring in reforms in
the management system to strengthen the existing KCR infrastructure,
n Restore the status of KCR as a viable system with aim to relieve the congestion
by reducing the use of roads by commuters specially on corridors within the KCR
circle where the process of urbanization has had its adverse impact on land use,
Executive Summary
II OF XXVI
n Increase access of the population resident along the corridor to social services
and markets leading to improved livelihood,
n Facilitate safe, secure and speedy inlet and outlet from within the CBD to other
corridors of vehicular traffic viz. RCD Highway, Northern Bypass, Southern
Bypass, Port Qasim, Steel Mills, National Highway N5 and Super Highway E9
besides providing links to the Lyari Expressway, and
n Upgrade and modernize the infrastructure facilities of the fast growing mega
polis by recognizing and removing the deficiencies.
FEATURES PROPOSED IN THE KCR REVIVAL PROJECT

The feasibility study on Revival of Karachi Circular Railway conducted by Japan External
Trade Organization (JETRO) in 2006 outlines the following features for KCR project:
A. Track gauge
Most of the urban railways that are being operated in major cities around the world
are using a 1,435 mm track gauge. KCR will not be the only urban rail system in
Karachi but there are plans to introduce such systems to other corridors as well.
Therefore, 1,435 mm track gauge should be used to enable reciprocal operation
with these railways systems.
B. Double track operation
As an operating interval of 10 minutes or less is required, all tracks should be double
track. KCR has already obtained the right of way for double track. The main line
used by Pakistan Railways also the right of way for double track for KCR. Therefore,
KCR should be restored to be a dedicated double track railway. The basic survey
including the socioeconomic survey covering the aspects of right-of-way are being
planned which shall identify the critical issue of relocation and possible resettlement
involved in acquiring the land for double track operation.
C. Electric Multiple Unit (EMU) trains.
An Electric Multiple Unit (EMU) trains should be introduced to increase the traveling
speed and acceleration and deceleration speeds. This statement is based on the fact
that all the urban railways systems used in major cities throughout the world,
including those in Asia, are Electric Multiple Unit (EMU) trains systems.
D. DC Electrification
Since most urban railway systems in the world are electrified by DC systems, DC
Electrification system should be used in the revival of KCR Project. It is to be
identified that in the design and operation of the train systems that what type of
electrification system would be used i.e. either track based or pole based as the
environmental issues would be different for the two types of systems.
E. Elevation of all intersections.
KCR has 22 level crossings. Since KCR is currently not in operation, these crossings
Executive Summary
III OF XXVI
do not cause traffic jams. However, elimination of all level crossings is absolutely
essential before restarting operation on KCR. While CDGK is dedicated to construct
flyovers and underpasses, limited funds have hindered the implementation of these
plans. When investigating into this revival project, consideration should be given to
elevating certain sections of the railway route.
F. Re-evaluation of the location of stations
The location of the stations on KCR should be re-investigated in order to make them
functional connecting points with other modes of transportation. Such an
examination should be taken into consideration such as the acquiring of land that
would enable a transportation plaza near the station and the distance between
stations. Moreover, there is a need to integrate the KCR revival plan with urban
planning.
G. Consistency with related projects
The Revival of Karachi Circular Railway Project shares a close relationship with the
improvements of the corridors planning, urban planning and other such future
community betterment projects for Karachi, so the establishment of KCR revival plan
must be done in consideration of these plans. As mentioned above, development of
KCR should be considered in integration with the urban development hence should
be incorporated in the master plan of the city.
H. Rail service to the airport
Major cities around the world have dedicated airport railways that connect their
airports with city centers. Karachi should also consider providing rail service to the
Karachi International Airport. If KCR is extended to provide service to the Karachi
International Airport, KCR will start to function as the "face" of Karachi. It is
therefore part of the revival of KCR to be connected to the airport providing swift
and reliable service between city and airport.
I. Electric generation facilities
As stated above, there are plans to introduce EMU trains for the revival of KCR.
However, at present Karachi is experiencing an electric power shortage, so there will
be a need to increase the number of generating facilities. As the Revival of Karachi
Circular Railway Project is a key project in the vitalization of Karachi, therefore, it is
premised on CDGK or Karachi Electric Supply Corporation (KESC) to improve the
power generation facilities.
THE EXISTING ROUTE OF KCR
The KCR is a 29.32 km single-track, wide-gauge railway that originates from Drigh
Road station on the PR main line and, after crossing Sharah-e-Faisal short of Karachi
airport, it passes through populated areas of Gulistan-e-Johar, Gulshan-e-Iqbal,
Liaquatabad, Nazimabad, Site, Baldia, Lyari, Kharadar, Mithadar and finally touches
Karachi City Station. It has 16 stations, 22 level crossings in its 29.32-kilometre
Executive Summary
IV OF XXVI
route length. When the 14 km section from Karachi City to the Drigh Road start point
is added, these sections of track form a circular railway that is approximately 43 km
long.
THE PROPOSED ALIGNMENT PLAN FOR KCR REVIVAL
PROJECT
The existing KCR route has been revived and shall continue to serve as the
proposed route for the new KCR project with some additions and modifications
suggested to cater for the demands and growth requirements of the urban
development that has occurred over the past three decades. Extension has been
proposed in the existing route from the Drigh Station to Karachi International
Airport which shall be a value added feature of this service and therefore shall be
requiring new alignment and layout in the area where rail track has been non-
existent. The layout of the KCR route on the geographical information system of
Karachi region is presented in the Figure 2.
The outline of the proposed alignment plan is shown in the Table 2:
Figure 2: The Proposed Alignment Plan
Executive Summary
V OF XXVI
Table 2: Outline of Proposed Alignment Plan and the Reasons for Structure Selection.
Section Reasons of Railway Structures Selection

Karachi City - Tower Railway Viaduct for elimination of 2 level-crossings.
Tower - Wazirmansion Railway Viaduct/Embankment for elimination of 3 level-crossings.
Wazirmansion - Baldia Railway Viaduct/Embankment
Baldia - Nipa Railway Viaduct/Embankment for elimination of many level crossings
Cross point with Hub river road Railway Culvert for crossing under the Hub River Road
Between Nipa - Proposed St. 1 Trench or railway culvert taking into account the vertical alignment
Around Drigh Road Station Railway Viaduct for grade separation with the track of COD
Drigh Road - Karachi City Ground track along PR main line
Around Karachi Cantt Station Railway viaduct for securing the KCR space taking into account the
horizontal alignment
DCOS - Karachi City Railway viaduct/embankment for grade selection with PR lines
Drigh Road - Star Gate Ground track along PR main line
Star Gate - Jinnah Airport Railway viaduct for crossing over the roads and airport parking
A. THE PROPOSED STATIONS PLAN

There are 28 stations on KCR. Out of 28 stations there are 5 proposed
stations.
B. THE PROPOSED TRANSPORT AND ROLLING STOCK PLAN

FOR KCR
The Electric cars have been selected to function as commuter cars on the
KCR, thereby enabling high-speed, high capacity transport to ease the traffic
congestion that occurs during the morning and evening rush hours. These
electric rail cars will provide excellent ride comfort and offer the most number
of seats possible. The size of the doorways on these cars will remain the
same as that on the current KCR cars to enable passengers to enter and exit
quickly during rush hour, thereby reducing the boarding/un-boarding time.
The proposed cars will also be light-weight and have air conditioner.
The operating system will include the latest inverter control system and
safety systems. These systems will be Japanese-standard STRASYA
(Standard Urban Railway System for Asia) compliant, which enables safety
and comfort to be provided at a reduced cost. STRASYA (Standard Urban
Railway System for Asia) is characterized by the following:
Executive Summary
VI OF XXVI
n It is based on Japanese urban railway systems

Japanese urban railway systems transport some 50 million passengers per
day with an average delay time of less than one minute. Japanese railway
systems are safe, high-volume, high speed railway systems characterized by
punctuality, reliability, economy and low accident rate.
n It is a totally safe system

STRASYA is designed to be comprehensively safe system by integrating a
wide range of different fields including signal and communication systems,
power supply systems, station facilities, rolling stock and operation control
systems while also providing training and education, reduced maintenance
and barrier free access.
n It offers the superiority of light-weight rolling stock

Japanese EMU trains are lightweight and this contributes to i) reduced noise
and vibration, ii) high energy efficiency iii) lower construction costs for civil
engineering and structures and iv) lower maintenance costs for the tracks
and rolling stock.
The Technical Features for proposed project are summarized as Table 3

follows:
Table 3: Summary of Main Technical Features for KCR Revival
Item Stage 1 Stage 2

Section Karachi City - Liaquatabad St. Liaquatabad St.-Drigh Road St.
(West Side of KCR Circular (East Side of KCR Circular
Section: 17.0 km) Section: 12.4 km)
Main Line: 7 km
Airport Access Line: 5.7 km
Railway Line Double Track and Electrified
Traction Power Supply DC 1,500 V System
Train Operation Safety System Cab signal type ATC
Transport Control System CTC
Frequency of Train Operations Provide one train or more Provide one train or more (one-
(one-way) every 10 minutes way) every 5 minutes during peak
during peak time time
Composition of a Train Set 2M2T (full complement of 2*2M2T (full complement of
passengers: 642) passengers: 1,276)
Required number of train-sets 14 (56 cars) 32 (256 cars)
Depot Wazir Mansion Wazir Mansion
Year to be opened 2010 2013
Operating Section Liaquatabad ~ Karachi City All lines
Demand Forecast 181,023 passengers per day,in 2010 648,117 passengers per day in 2013
Section of Maximum
Passengers Volume Shah Abdul Latif ~ Baldia Wazir Mansion ~ Tower
Maximum Passengers Volume
in Peak Hour (Passengers/Peak
Hour-Direction 8,766 20,289
Total Number of Trains Per Day 180 247
Costs 300 million USD 573 million USD
Executive Summary
VII OF XXVI
C. THE PROPOSED RAILWAY DESIGN CRITERIA OF KCR
D. STATION TRANSPORTATION PLAZA

The concept of Transportation Plazas has been introduced in the KCR
project. According to which at key/commercially viable and busy stations on
the KCR shall be built to facilitate transfer to and from bus/vehicular modal
transport as well as various services would be provided at these stations
that will serve commuters and passengers and local residents to meet their
daily needs of utilities, commodities and entertainment. This will not only
reduce the cost of traveling but also the time and the local resident would
then prefer to use the KCR to go to its nearby Station Plaza for any day to
day need. It has been proposed that the construction of these plazas shall
be in the secondary phase and shall be under the Karachi city development
scheme depending upon the response of the public to the KCR and its
successful operation sustained as expected in the urban transportation
sector.
Stations that have potential to be integrated with vehicular mode of
transportation are shown in Table 4 below:
Executive Summary
VIII OF XXVI
Table 4: The stations to be integrated with road network
No. Name of Station Connecting Main Road(s)

1 Drigh Road Shahrah-e-Faisal Road
2 Gulistan-e-Johar Road towards Gulistan-e-Johar
3 NIPA Rashid Minhas Road, University Road
4 Liaquatabad Shahrah-e-Pakistan
5 North Nazimabad Nawab Sadiq Ali Khan Road
6 Manghopir Road adjacent to Manghopir
7 SITE College Technology Road
8 Chanesar Korangi Road
9 Departure Yard Shaheed-eMillat Road, Shahrah-e-Faisal
E. DEPOT
KCR will be electrified with DC power and a unique, completely new commuter
train will be introduced. As it is not technically viable to use the existing
conventional facilities and system for operation and maintenance of highly
sophisticated and technologically advanced electrically operated railcar, a new
facility needs to be established exclusively for the rolling stock. An area suitably
large next to Wazir Mansion station has been selected to house the depot facility.
PHASE-WISE DEVELOPMENT OF THE PROJECT
The total length of the Karachi Circular Railway Project is approximately 50
km. this includes the 30 km of the circular section, 14 km of the Pakistan
Railways' main line and the 6 km extension to the Karachi Airport proposed
which will connect the Drigh Road (Star Gate) to Jinnah Terminal. While it is
not feasible to perform the entire construction at all the stations at one time,
it is suggested that it would be better if the implementation is done in several
stages as it would allow the project to progress efficiently and would enable
investment on the project to be recovered more effectively.
Legend
Executive Summary
IX OF XXVI
Phase Section
Phase-1 Circular-Line: Karachi Cantt-Proposed Station No.2 (28.3 Km)
Phase-2 Circular-Line: Gulistan-e-Jauhar-Proposed Station No.4 (14.8 Km)
Airport-Line: Drigh Road - Jinnah Airport (5.9 Km)
DESCRIPTION OF PHYSICAL ENVIRONMENT

A. AMBIENT AIR QUALITY OF THE AREA
Karachi City's air is deteriorating due to uncontrolled vehicular growth and
exhaust emissions. A major contributor to this pollution and generation of
greenhouse gases (GHG) are the heavy transport vehicles and two stroke
engines, especially from an aging fleet of vehicles in poor mechanical
condition and low levels of fuel efficiency. The high levels of sulphur in an
automotive diesel (0.5%-1%) is seen as a major contributor to sulphur
dioxide (SO2) and particulate (PM10) matter in ambient air.
According to Pakistan Environmental Protection Agency (PEPA), major share
of emission from motor vehicles is from urban areas. Although not quantified,
it can be attributed to a relatively small number of smoky diesel and 2-stroke
(rickshaw) vehicles. Traffic congestion affects average speed of vehicles and
consequently fuel consumption and pollution (greenhouse gases). The health
costs associated with air pollution are equivalent to 1% of GDP.
Ambient air quality monitoring was carried out at 5 different locations along
the KCR route. The various sources of air pollution in the project area are
industrial emissions, vehicular traffic, and dust arising from field road side
and construction activities. The prime objective of baseline air quality survey
was to determine the baseline of ambient air quality in and around the KCR
route .Five primary air pollutants / parameters viz. particulate matter, NOx,
CO, CO2, SO2 were monitored for their concentrations to be checked against
the NEQS. The locations of these monitoring stations are as follows:
(1) Site No - 1 (Baldia near Gulbai)
(2) Site No - 2 (Chaniser Halt)
(3) Site No - 3 (Depot Hill near Drigh Road)
(4) Site No - 4 (North Nazimabad)
(5) Site No - 5 (Wazir Mansion)
Though there is no stipulated environmental standard in Pakistan, dust
concentration in the air in general appears to more than that of in Japan.
Emission of pollutants from mobile sources such as diesel vehicles, auto
rickshaw (auto three wheelers) and stable sources of pollutants from a range
of factories appears to have surpassed international standard.
During the construction works of the Project, dust emissions would
contribute, worsening the ambient air, especially during dry seasons.
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B. NOISE AND VIBRATION

There are some hospitals, mosques or highly populated residential areas
along KCR Project that are considered as sensitive noise receptors. For the
purpose of noise monitoring during train operation, Pakistan Space and
Upper Atmosphere Research Commission conducted noise monitoring survey.
Survey has been carried out at five different locations along the KCR route.
Table 5: Noise Monitoring Data
S.No. Location Time Leq Lmax Lmin

1 Star Gate Halt Station 24 hour 43.25 53.73 30.03
2 Drigh Colony Station 24 hour 53.63 80.61 30.23
3 Drigh Road Station 24 hour 59.42 79.92 35.22
4 Air Force Halt Station 24 hour 46.98 68.16 43.57
5 Karsaz Station 24 hour 31.19 32.09 30.64
6 Chanesar Station 24 hour 50.61 57.60 41.79
7 Karachi Cantt Station 24 hour 74.17 80.70 62.50
8 Karachi City Station 24 hour 41.65 75.98 31.00
9 Near Abbasi Shaheed Hospital 24 hour 72.05 84.88 69.99
10 Shershah 24 hour 72.50 88.12 60.15
11 Nipa 24 hour 61.16 159.64 10.37
Table 6: Vibration Monitoring Data

1 Shershah 24 hour 31.89 39.60 21.30
2 Nipa 24 hour 18.22 29.60 9.20
C. WATER QUALITY IN PROJECT AREA

KCR Project's railway line crosses over Lyari River, Orangi drainage channel,
Gujar drainage channel and other small canals or drainages. The volume of
water flow in these water courses is limited and variable, depending on the
season.
Waters in the rivers and channels are polluted by the wastewater
discharged from factories or general households. The lack of drainage net
works, appropriate sewerage system and sewage treatment system
contributes to the deterioration of water quality. There is no environmental
standard regarding water quality while there is Draft Drinking Water
Standards for Pakistan (2007) and National Surface Water Classification
Criteria (2007).
To understand the water quality along the project corridor, surface water
samples were collected from five locations i.e. Site Avenue area, Wazir
Mension area, Orangi Nala, Gujjar Nala, Lyari River near Gharibabad area.
Groundwater samples were also collected from four locations i.e. Landhi
area, Lyari area, Malir town and Buffer Zone area. The quality of surface
water at all the locations is found much polluted.
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BUILT ENVIRONMENT
A. TRAFFIC DEMAND FORECAST STUDIES

The population explosion due to rapid urbanization in the Karachi city is the
key element in causing the traffic problems and transportation issues which
need urgent planning and designing to meet the future requirements.
Karachi is now among the ten top ranking largest cities in the world. Karachi's
reported population in 1940 was 387,000, in 1960 it was 1,913,000, in 1981
it was 5,208,000 and in 1998 it was 9,957,726. In 2005, the population of
Karachi was estimated at 15.1 million which is expected to reach 27.5 million
marks by 2020. The number of households in 2005 was about 2.1 million and
by 2020 it would increase to 3.9 million, which means an increase of 1.77
million households, at an average size of 7 persons per household. Even at
decreasing average annual growth rate (from 4.15 percent in 2005 to 3.5
percent in 2020), the increase in absolute terms is staggering and will put
heavy pressure on the physical, infrastructure, financial and institutional
systems of the city. The urban population growth rate also increased after
1998 from 3% to 6% till the year 2005.
B. FUTURE TRAVEL DEMAND
The population of Karachi city in 2020 is estimated to be 27.5 million and
the vehicle ownership, the ratio of families who own motorcycles or private
cars, is estimated to be 61.6%. Therefore, the future trip generation can
be estimated by multiplying the trip rate with the number of vehicles
owned by household and vehicle owning household members, respectively.
The trip generation comes out to be 48.5 million trips per day for the year
2020.
The change of the modal share between the existing and future can be
summarized as follows:
a. The share of motorized trips considerably increases from 60.4% to 65.3%.
b. The share of the trips by private car in the future indicates 17.6%:
motorcycle and private car trips occupy more than one third of the total trips.
c. Though the share of public transport has no big change, approximately
31%, the number of trips in the future is roughly twice as many in the
existing.
TOTAL EMISSIONS FROM DIFFERENT FUEL USAGE

The emissions from the operation of vehicular traffic on gasoline during the
year 2004-2005 were as given in Table 7. The emissions from vehicular traffic
using diesel as fuel during the year 2004-2005 were as are given in Table 8.
emission from gasoline and diesel oil during the year 2004-2005 was
2.870763 million tons at the rate of 7865.104 tons/day. It may be seen that
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Table 7: Emissions from Vehicles using Gasoline during the year 2004-2005
Air Pollutants from Gasoline Gasoline Emission (Tons/day) Emissions (Tons/year)

CO2 2106.48 768865.2
Hydrocarbon 11.397 4159.905
Sulphur dioxide 0.424 154.76
Nitrogen oxides 8.096 2955.04
Particulate matter 1.872 683.28
Total Emission 2128.269 776818.2
Table 8: Emissions from Vehicles using Diesel during the year 2004-2005

CO2 5585.12 2038569
Carbon monoxide 90.654 33088.71
Total Emission 5736.835 2093945
there has been an increase from 2,503,791.52 tons/year at a rate of 166

tons/day during 2000-2001 to 2.870763 million tons at the rate of 7865.104
tons/day during the last four years. This is in conformity with the increase
in the number of vehicles operating on the city roads over the years.
SOCIO-ECONOMIC ENVIRONMENT OF THE AREA
A. LAND USE ALONG KCR ROUTE
Figure 3 shows population distribution by Union Council (UC). It shows that
the continuous built-up area is formed from Karachi port towards the
northern part. It shows that a large number of population in Shah Faisal
Town, Malir Town, Korangi Town, and Landhi Town, etc. in the eastern part
of the city. Moreover, as for the area along KCR line, it shows much
population around the areas such as from Orangi ST. to Gilani ST., from
Karachi Cantt. ST. to Lyari ST. in the circular section and Chanesar ST., from
Drigh Colony ST. to Star Gate ST. in parallel with PR line.
Figure 3: The population Distribution
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Figure 4 shows employment distribution by UC. It has a feature that the number
of distribution largely differs by UC, and it shows a large number of employment
in the surrounding area of Karachi Port, the Sindh Industrial Trade Estate district,
Landhi Industrial Area, and Korangi Industrial Area, etc. As for the area along
KCR line, it shows a high concentration around area such as from SITE ST. to
Manghopir ST. in the circular section and Karachi City ST., from Chanesar ST. to
Karsaz Halt ST. in parallel with PR line.
Figure 4: Employment Distribution
B. CHARACTERISTICS OF THE POPULATION ALONG THE

RAILWAY LINE
Low-income households are generally located in the Trans-Lyari sections of
Golimar, Liaquatabad, from Nazimabad northward to Liaquatabad, Federal
Area, North Karachi, Baldia, Orangi and Sindh Industrial Estate and eastward
to Drigh Colony, Malir Colony, Landhi Colony and Landhi Industrial Estate,
and Korangi Colony and Korangi Industrial Area.
Low-income residences are clustered in the area along KCR railway and these
areas are close to industrial and commercial centre of Karachi city. In the
past, economic growth sequential to industrial and commercial activities
attracted low-income households to the area.
Extremely low-income households are encroaching on to railway property of
unoccupied plots as well as amenity plots. Such encroachments are called as
"Katchi Abadis" throughout the city.
C. WASTE MANAGEMENT
There are some areas where garbage is illegally dumped along KCR Project's
ROW. This is caused by not only near-by residents or encroachers but also by
solid waste collection vehicles of CDGK in Karachi city. Karachi city's solid
waste management system is not fully functional at present due to long
transportation distance from collection areas to landfill sites.
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D. PRELIMINARY SOCIO-ECONOMIC SURVEY

A socio-economic survey has been carried out by the team of EMC in KCR
areas. From the data obtained by the survey it has been found that majority
of the respondents are in favor of KCR revival. They believe that the
proponent shall pay them proper compensation for relocation. The detail of
the socio-economic survey has been provided in EIA report.
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ENVIRONMENTAL IMPACT ANALYSIS AND PROPOSED

MEASURES FOR NEGATIVE IMPACTS
Table 9 details about Environmental Impacts of the Project and shows
measures for mitigation of negative impacts:
TABLE 9: ENVIRONMENTAL IMPACTS OF KCR PROJECT (Cont.....)
Area Environmental Type of Level of Issues / Effects Mitigation Measures

Aspects impact Impact
Physical During construction phase, During construction
Environment Air Quality N M Impact on air quality phase,
caused by exhaust gases
of vehicles and
construction equipment.
Dust emissions due to
construction activity.
P H During operation phase, Not negative impact
air quality will be
significantly reduced due
to electric train operation.
The dust emission and NOx
which is emitted by cars or
buses are also reduced due
to improved traffic conditions
on the road.
Noise and vibration N M During construction The advance railway
Construction phase phase, noise and vibration construction techniques
caused by construction provide adequate
activity, machinery and vehicle measures to control
movement in and around the noise and vibration
site will affect the local limiting its nuisance
residents. effects.
Noise and vibration N H During operation phase, Sound barrier wall is to
Operational phase noise will occur due to train be erected all along the
movement though the track which will also
maximum noise level is act as safety wall. For
lower than electrical type vibration control
locomotive. Special design special dampeners
consideration in braking system are provided in the
and turning speed and radius sleepers and control
/ traction. with ballast.
H: High M: Medium L: Low No: No impact P: Positive N: Negative
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TABLE 9: ENVIRONMENTAL IMPACTS OF KCR PROJECT (Cont......)

Surface water N L During construction phase, Construction methods
pollution and construction activities in and techniques and
operation phases. proximity to water body disposal of used water
sources and run off may need to be designed for
cause impact on water proper drainage and
quality control of discharge.
N M Wastewater discharges Wastewater treatment at
depots will be installed
to mitigate the impact.
Solid waste and N L During construction, Proper solid waste
soil contamination disposal of excavated soil, management
construction debris and programme to be
other waste including designed and
domestic waste which can executed for the
cause soil contamination construction and
and other health & safety operation phases of
issues. the project as integrated
in the EMP.
N L During operation phase, The solid waste
domestic waste will be collection system in the
generated in each station. station will be provided.
N M During operation phase, Hazardous waste
special waste generated at treatment system such
depots requiring proper, as Incineration or land
handling, storage, collection, filling will be required
treatment and disposal. according to the nature
of solid waste.
Natural Flora and Fauna N No The project has route / It is required to adopt
Environment (including migratory alignment that do not appropriate techniques
bird and passes through forestation while undertaking
endangered species) or wetland / sanctuary to construction activities
cause disruption to wildlife. around water shed areas
to minimise ecological
disturbances.
Socio- Aesthetics & N M The infrastructure of the Regular and proper
Economic Landscape project will increase the maintenance of the
and Living urban aesthetic and infrastructure is
Environment landscape profile of the city. required throughout the
project life.
Archaeological, N M During construction phase Consent of the
Cultural, Heritage Occurrence of points of community should be
and Relics religious, cultural and heritage sought and action be
consideration importance should be taken judiciously.
given due consideration
and respect in order to
meet the community's
expectations and concerns.
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TABLE 9: ENVIRONMENTAL IMPACTS OF KCR PROJECT

Traffic N M During construction phase, Proper routing and
construction of stations in movement plan is to be
inner city may influence developed for
road traffic and may cause unhindered flow of
traffic congestion. traffic in and around the
site areas.
P H During operation phase, Proper maintenance and
the project will reduce road management of the
traffic congestion. KCR project is required
for sustained operation.
Resettlement and N H Loss of shelter, earning, (RAP) Resettlement
rehabilitation transport, accessibility, Action Plan (Monetary
disturbance, social and compensation /
community disruption, etc. Relocation,
Resettlement,
Rehabilitation)
Living an Livelihood N M There are some impacts on The new employment
bus drivers or three opportunity on KCR
wheelers. operation will be
created for them with
suitable training.
Area classification N M In the both sides along the Pedestrian bridges or
KCR, the movement of pedestrian tunnels will
inhabitants will be impeded, be installed to prevent
especially along elevated the area classification.
embankment and at-grade
section.
Communicable N M The communicable diseases, Communicable Diseases
disease such as HIV may be Prevention Program will
introduced due to be prepared for
immigration of workers construction workers
associated with the project. or residents near the
construction sites
Sun shading N L Viaduct section will affect Proper space to prevent
the impact. sun shading will be
prepared.
Inductive N M Inductive conductivity If AC system is applied,
conductivity interference will occur if AC 2 x 25V AC system will
interference system is applied. be applied to mitigate
the inductive
conductivity interference.
Electric Corrosion N M Electric corrosion will occur If DC system is applied,
when DC system will be electric drainage will be
applied. utilized for mitigation
measure.
Note:
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SOCIO-ECONOMIC IMPACT ANALYSIS

The survey carried out during the preparation of EIA study revealed that the
land owned by the Pakistan Railway has been encroached illegally. People
started living there after the KCR operations ceased. They started using the
land of KCR as a waste dumping site. They illegally built multiple story
buildings and started living there. It is obvious that at the time of start of civil
construction work for KCR, the removal of all illegal structures will be
important. The people living there will have to be resettled at the pre-
construction stage. For this purpose a proper Resettlement Action Plan (RAP)
Framework has to be designed for the resettlement of all the affected
persons.
As mentioned above, there is a plan of KCR extension towards airport. It is
therefore obvious that the people living there are all title holders and they
have to be compensated as well.
The detail of the Resettlement Policy Framework is discussed in detail in EIA
report, however some important points are discussed here as follows:
A. RESETTLEMENT MEASURES FOR TITLE HOLDERS
New Airport Railway Line Development
KCR project takes place within the land being owned by Pakistan Railway in
most areas. However, a section leading to Jinnah International Airport from
the existing railway line has to cross over the area owned by T & T Co. Ltd.
This is the southern half of the section of New Airport Railway Line where a
number of structures are considered relocation. Northern half of this section
should pass through the area that belongs to Jinnah International Airport for
minimizing relocation.
Based on the laws and regulations of Pakistan, relocation areas are obtained
and these structures are re-constructed in the relocation area at the cost of
KCR Project.
Suggested Road-over Bridge
Depending on the traffic demands, there are two road-over bridges
considered necessary to construct, one near the present Chanesar Station
and the other near Drigh Road Station. While the one near Drigh Road station
no involuntary resettlement is involved because of the area within the
existing road-side embankment, the one at Chanesar Station involves a
number of structures for resettlement.
While there are a number of locations where road-over bridges could be
constructed in order to avoid railway crossing, the above two are considered
most important i.e. minimum number of the road-over bridges are considered
necessary within the framework of KCR Project.
Based on the laws and regulations of Pakistan, resettlement areas are
obtained and these structures are re-constructed at the cost of KCR Project.
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B. RESETTLEMENT MEASURES FOR SQUATTERS

KCR project takes place within the land being owned by Pakistan Railway in
most areas. Within the right-of-way, however, a large number of households
have been residing for a considerable length of time. These squatters are
subject to resettlement.
Based on the laws and regulations of Pakistan, resettlement areas are seeked
for them and they are encouraged to resettle in order to clear the existing
right-of-way for KCR Project.
Responsibilities and cost related to resettlement operation should be shared
among the PAPs, KUTC, Sindh Provincial Government and other stakeholders
concerned with the resettlement operation. The following chapters are
therefore developed for the resettlement action plan mainly for resettlement
of squatters as well as title holders.
n The infrastructure facilities and basic minimum amenities shall be

augmented to ensure the displaced population in the resettlement area.
Construction of the facilities/amenities shall be considered in the
resettlement colonies or the hosting villages where a large number of
PAPs are resettled. In addition, appropriate community development
works for rehabilitation will have to be undertaken in the resettlement
area. These physical and socio-economic facilities will have to be made
available to the hosting population and the neighboring communities in
order to facilitate socio-economic development of the area as a whole.
Location, lay-out and design of these community facilities as well as the
socio-economic programmes shall be decided in consultation with the
Provincial Government.
The facilities/amenities will vary depending upon local requirements and may
include not only limited to but including the following:
1) Internal and the approach roads with proper drainages;
2) One or more sources of safe drinking water;
3) Tree plantation including fruit trees;
4) Community halls for public gathering;
5) Primary educational facilities;
6) Street lighting in the resettlement areas;
7) Public cremation/burial ground; and
8) Common grazing land/small distributaries for irrigation if PAPs are
agrarians.
n Educational activities in and around the resettlement area shall be
given special focus during the preparation of the RAP. The needs and
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requirements will be finalized in consultation with stakeholders and may

include scholarships for those with high achievements, educational tours,
providing assistance in terms of textbooks, stationary, assistance to schools
through NGOs or otherwise for enhancement of teacher/student ratio,
organizing training programmes for developing special skills of modern
technology such as computer training, assistance for nutritional/midday
meals in addition to general infrastructural facilities of school buildings.
Additional efforts for education of children of the families directly affected by
the Project where the social indicators are lower than the national figures could
be considered important. Specific measures of resettlement in this respect
could be an assistance to the children of PAPs in terms of the relaxation of
school fees, assistance for textbooks, scholarships etc. for up to three
members of children under 18 years of age. University students may obtain
tuition weaver if he or she has made higher achievement within the faculty.
n Efforts will have to be made for improvement in health facilities within the
resettlement area. PAPs. Health standards of the PAPs at present in
places are extremely low and this could be improved in the resettlement
area. Health care activities may include survey on the conductions of
public health, AIDS and other epidemic awareness campaigns, assistance
to run dispensaries in villages of the resettlement area, promotion of
alternative and traditional system of medicines, promotion of national
and local health programmes, organizing immunization programmes and
other medical assistances with focus on marginalized and vulnerable
community groups including female members of community. However the
list is suggestive and the actual activities will have to be finalized in
consultation with PAPs, Resettlement Project Officer, NGOs and other
stakeholders depending upon the needs and will of PAPs.
In order to fulfill socio-economic activities of the PAPs in the resettlement
area various welfare activities of the resettled population should be planned
to take place. This may include special efforts for education like providing
scholarship, special efforts and educational facilities for girl child, vocational
training for female members of the communities, sporting events for youth,
medical benefits as applicable.
ENVIRONMENTAL MANAGEMENT AND MONITORING
PLAN
Environmental management and monitoring is mandatory activity to be
undertaken by the administration over the entire project cycle showing its
commitment towards meeting environmental regulations / standards and
good house keep practices as well as maintaining health and safety
standards. In particular development projects in transport sector such as
urban railway projects, it not only requires regular monitoring but also
adopting measures for conserving the project affected environment during
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the construction as well as operation phase of the project assuring that the
quality of the environment is maintained.
The environmental management and monitoring programs are implemented
from the very early stages of planning and execution phases of the project. In
fact the authorization of the project is the point of initiation of environmental
management plan. The monitoring data, observations recorded and test results
/ analyses are vital and formulate legal documents to be kept in safe custody and
may be provided to competent authority as and when required in accordance to
Pakistan Environmental Protection Act 1997.
The EMP will serve as a principal execution module of the project that would not
only mitigate adverse environmental impacts during the construction and the
operation phase of the project but also ensures that environmental standards
and good in house keeping is maintained. Continuous environmental monitoring
is exercised to ensure that preventive measures are in place and effective to
sustain environmental integrity.
TABLE 10: Environmental Mitigation Measures in KCR Project (Construction Phase)
No. Treatment Works Applicable Location Tentative Cost

1 Temporary dust and noise Construction sites including Approx 200-250 running meters of
protection wall stations, viaduct, elevated movable protection wall on both
embankment and depot sides @ Rs.5,000 / meter
2 Wastewater collection Stations and construction sites Rs.6,000 / tanker having capacity
and drainage facility of 3000 Gallons
3 Cover or other protection Storage areas of stock piled Rs.5,000 / 25 sqm
of stockpiled material material
4 Mobile rest-rooms, public At tents /camps, construction Rs.20,000 - 25,000 / Mobile Rest
waste-bins to collect sites Room. Each waste bin having a
rubbish and waste capacity 25 kg shall cost around
Rs.5,000/-
5 Installation of the traffic At the stations construction sites Each signal board shall cost
instruction signal boards around Rs.8,000 including fixing
during the construction etc.
stage
6 Water spray on site At construction sites and along Rs. 1500 - 2000 per tanker of
during construction the material and waste water having a capacity of 3000
activity and washing of transportation route gallons.
access road / route on
daily basis for minimising
dust dispersion.
7 Development of In the proposed project sections Rs. 800 per cubic meter water
underground drainage where KCR line will go through pumping of from the ground
system, installation of the tunnel.
water pumps where
required for dewatering.
8 Temporary dumping site Station plazas, depot and Dumping site having size of
for excavated non construction sites of bridges around 500 sqm preparation with
reusable soil, sludge and construction debris. Geo-textile liner shall cost Rs.1.0 -
/ flyovers at intersections and 1.2 million
cut and cover sections
(where proposed).
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TABLE 10: Environmental Mitigation Measures in KCR Project (Construction Phase)
No. Treatment Works Applicable Location Tentative Cost

9 Temporary fencing of the Mainly at station plazas site, Rs.5,000 / meter
construction site for depot and construction sites.
safety of workers and
general public also
checking unauthorised
access.
10 Protective gear and At all sites and locations. One cover all plus safety shoes,
safety equipment for hard top cap and goggles shall
construction workers. cost around Rs. 1000 / person
11 Basic training of Necessary for all personnel Rs. 8,000 / resource person for 10
personnel in health and involved in construction activities. trainee persons of 1-2 hour
safety and responding training
to emergencies.
A. MONITORING PARAMETERS DURING THE CONSTRUCTION

AND OPERATION PERIODS.
Contents of the environmental monitoring during the construction and operation
period shall include environmental impacts associated with water, air, noise, land
including wastewater, solid waste generation, electromagnetic radiation (physical)
and socioeconomic such as land acquisition, demolition and resettlement, economic
development triggered by the railway, etc. Contents of monitoring shall include all
direct and indirect impacts generated during the construction period and the
operation period.
These issues may be eased or nipped at root as much as possible through
environmental control measures and environmental monitoring process.
The program on observing air, noise and vibration environment is conducted at
locations of the stations as specified by the project plan.
ANALYSIS OF ALTERNATIVES
a. Alternative 1: consideration of “without project”
This alternative assumes no substantive changes in policies or actions related to the
provision of public transit services. It represents a continuation of current public
transit operations, without any major programme for improvement or investment to
remove deficiencies. This option, however, includes a gradual expansion of route
structures and diversion of vehicular traffic to other corridors in response to travel
demand. The local suburban rail services of Pakistan Railways and activation of the
Circular Railways are assumed here to offer no help in facilitating safe, secure and
speedy approach to the CBD, the Karachi Ports or Port Qasim and the Air Port or in
enhancing the capacity of the Corridor.
Deficiencies in the public transport services together with the enormous increase in
private vehicle ownerships during the 2005-07period have aggravated the road
transportation problems, however. The road capacity has been far exceeded by the
volume of traffic on the roads. The City District Government has constructed flyovers
and widened several roads to make the main corridors signal free. The problems with
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regard to traffic jam, inconvenience caused and environmental health problems due
to vehicular exhaust emissions, however persists at the cost of several billion rupees.
The role of Railways as an effective mass transit system in resolving the
transportation problems in Karachi has on the other hand been marginalised by lack
of professionalism in the management of affairs of KCR as part of Pakistan Railways
e.g. lack of discipline with respect to observation of time table, corruption in ticketing
and checking, inattention to maintenance of locomotives and coaches besides
deficiencies such as single track, location of stations farther from transportation
network, and lack of seriousness on the part of Federal Government in promoting the
rapid growth of Karachi at the cost of other regional areas.
The existing transportation system without the role KCR is therefore not acceptable.
B. Alternative 2: Consideration of Revival of KCR
Utilization of the existing railway line by KCR is one of urban mass transit system
options. Hence Revival of KCR would be the preferred alternative to alleviate the
transportation problems of Karachi provided the deficiencies in its past performance
are removed and reforms in the management system are effectively introduced to
strengthen the existing KCR infrastructure. Only then this alternative would restore
the status of KCR as a viable system that would relieve the congestion on roads
specially on corridors within the KCR loop where the process of urbanization has had
its adverse impact on land use. An additional advantage of this alternative would be
the use of electricity for energy which is more environment-friendly.
C. Consideration of Alternative Alignment
Horizontal alignment of KCR cannot be changed because the RoW of KCR land is
fixed along the existing KCR and Main Railway track. The RoW is owned by Pakistan
Railways and the same will be transferred to KCR when the latter is revived. Land
outside RoW of KCR has been encroached and has been put to unalterable land use.
The existing route of the KCR is ideally suited to the demand forecast and would on
its revival be an integral part of the existing urban transport system. Land available
along the KCR is adequate for future expansion and development envisaged in the
project.
In terms of vertical alignment, the use of viaduct, embankment, tunnel at certain
sections has been proposed in view of the need of the land use. A single feature such
as viaduct a preferred structure for the rail track route for the entire KCR could be
the preferred alternative but for other options that are preferable in terms of financial
aspects.
D. Consideration of Alternative Power Supply Traction System
There are three options including DC 1,500V, AC 25kV and AC 2 x 25 kV as alternative
options for power supply to the traction system. Environmental safeguards would be
needed to mitigate electromagnetic interference (inductive communicative
interference) caused by AC system, and electric corrosion of water supply and
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sewerage systems caused by DC system. DC mode would be preferred despite the

requirement of heavy cabling, while AC mode is preferred where load is light and
cabling requirements and mechanical equipment/ machines are not heavy. Selection
of different modes of electrification (AC or DC) will need further elaboration, if not
investigation.
The power supply capacity of KESC including purchase electricity and the peak
demand in Karachi City for the year 2008 is estimated as 2130MW and 2,500MW
respectively. Therefore, the current deficit is estimated at 370MW in 2008. The
demand for 2016 is forecasted at 4,220 MW, when KCR operation is expected to
commence, with annual average growth rate of 7% until 2015, and 5.2% after 2015
respectively based on the Karachi Strategic Development Plan 2020. The power
deficit in 2016 is calculated to be more than 490 MW, which would be higher than
the deficit in 2008 of 370MW. The power supply capacity of KESC is not sufficient and
will not improve even 8 years later. It is therefore essential to take due consideration
on how to ensure the electric power supply for KCR operation expected to start
operations in the beginning of 2016.
CONCLUSION AND RECOMMENDATIONS:

The Environmental Impact Assessment Report for Revival of Karachi Circular
Railway Project concludes as follows:
n The Revival of Karachi Circular Railway Project would vitalize Karachi, solve
its traffic problems extensively and make a major contribution towards
improving the living standard of the people of the city.
n It is possible to apply STRASYA (Standard Urban Railway System for Asia) to

the Revival of Karachi Circular Railway Project. The application of STRASYA
will prove to be a safe, high volume, high speed railway system for Karachi
characterized by punctuality, reliability, economy and a low accident rate.
n As EMU trains are being proposed for the Revival of Karachi Circular Railway
Project, therefore, there is a need to enhance the facilities for generating
electricity in order to overcome the inadequate supply of power in Karachi.
n The Revival of Karachi Circular Railway Project will help to reduce

airborne contaminants, such as CO2 and NOx, so improved air quality can
be expected.
n Since there are no trains running at this point of time, there will be some
concern about noise and vibration once the trains begin operation.
However, the affects of noise and vibration can be reduced by using
lightweight Japanese rolling stocks and applying railway know-how.
n The right of way for double track already exists, so this should not be an
Executive Summary
XXV OF XXVI
issue.
n There is a need to investigate the relocation of the people who have

squattered illegally in the KCR right of way after train operations ceased.
A proper resettlement action plan shall be made by KUTC.
Implementation on this resettlement plan shall be done by KUTC in
association with provincial & city governments. Relocation of people will
also be necessary when acquiring the space for station plazas near the
stations.
n There is a need to examine the urban development plan for Sindh

Province, CDGK and along the KCR route. In particular, it is recommended
that related projects be implemented, such as improving the connecting
points for different modes of transportation near the station and real
estate development near the stations, in order to gain income in addition
to that from the operation of the railway.
n This project shall have minimal environmental effects / impacts if follows

the environmental mitigation measures suggested in the report.
Environmental management & monitoring plan shall also be implemented
as a mandatory tool to assess and monitor the project activities in
construction and operation phases.
Executive Summary
XXVI OF XXVI
SECTION 01
1. INTRODUCTION
1.1 GENERAL Manager (IBU), Divisional Superintendent
Karachi & Managing Director KUTC, two of
This Environmental Impact Assessment
Government of Sindh representatives (Chief
(EIA) Report presents the assessment of
Secretary as Ex-Officio Chairman & Secretary
environmental impacts of Project: Revival of
Transport), two representatives of City District
Karachi Circular Railway. The document has
Government Karachi (City Nazim Karachi &
been produced in compliance with the
Director General Karachi Mass Transit Cell) and
requirement of Environmental Protection Act
one Director from Private Sector.
1997 for submission to the Environmental
Protection Agency Sindh for its decision on OFFICE LOCATION
the environmental viability of the project Karachi Urban Transport Corporation (KUTC)
and to respond to the requirements of donor
Loco Road near Railway Diesel Shed
agencies for award of financial resources for
execution and operation of the project. Karachi Cantonment
Karachi-75530
1.1.1 the PROJECT
Tel: 021-9206800,
The Project: Revival of Karachi Circular Railway
proposes to revive the operation of Karachi Fax: 021-9206801,
Circular Railway (KCR) by laying: Email : mdkutc@yahoo.com
n Additional rail track parallel to the unused 29 1.1.3 CONTACT / RESOURCE PERSON
km loop with modern signaling system and
Mr. Ijaz Hussain Khilji
grade separated intersections,
Managing Director
n Two dedicated 14.5 km tracks along the Karachi Urban Transport Corporation (KUTC)
main line from Karachi City to Drigh Road
Loco Road near Railway Diesel Shed
Station and
Karachi Cantonment
n New 6 km link extended to Jinnah Airport
Karachi-75530
Terminal (shown in the GIS map).
Tel: 021-9206800,
1.1.2 PROJECT PROPONENT
Fax: 021-9206801,
The project proponent is Karachi Urban
Email : mdkutc@yahoo.com
Transport Corporation (KUTC), which is a
Public Limited Company incorporated on 8th
1.1.4 EIA CONSULTANTS
May 2008 in Securities Exchange Commission
Environmental Management Consultant (EMC)
of Pakistan (SECP) with an authorized capital
of Rs. 10 billion. 503, Anum Estate, Opp. Duty Free Shop, Main
Shahrae Faisal, Karachi.
KUTC Board of Directors includes four directors
Tel: +92 21-4311466, 4311467,
of Pakistan Railways including General Fax: 9221-4311467.
Manager (Operations), Additional General
Email: info@emc.com.pk , mail@emc.com.pk
Section 1
1 OF 7
Proposed alignment plan for Karachi Circular Railway.
Section 1
2 OF 7
1.1.5 BRIEF DESCRIPTION OF PROJECT traffic viz. RCD Highway, Northern Bypass,
Southern Bypass, Port Qasim, Steel Mills, National
The project comprises of doubling of KCR Loop
Highway N5 and Super Highway E9 besides
(29 km) with 9.320 km elevated track, besides
providing links to the Lyari Expressway, and
provision of two dedicated tracks along main line
from Karachi Cantt to Drigh Road (14 km) and 5. Upgrade and modernize the infrastructure
connection of Jinnah International Airport (6.0 km facilities of the fast growing mega polis by
extension) with either underground or elevated recognizing and removing the deficiencies.
track. The system will be provided with Electric
Traction, modern Signaling & Telecommunication 1.1.7 SCOPE OF PROJECT
System and Automatic Train Control (ATC) safety The scope of project is but not limited to:
system. The trains will operate at 5 minutes
i) Strengthen the existing KCR infrastructure,
headway at a speed of 100 km/hour with load
carrying capacity of 0.5 million passengers per ii) Dualize the non-functional KCR loop (30 km)
day. with 9.320 km elevated track,
KCR commuter system shall pass through the iii) Provide two dedicated tracks along main
populated residential area and industrial area of line from Karachi Cantt to Drigh Road (14 km)
city and the level crossings would be a major and connect Jinnah International Airport (6.0
constraint in the revival of KCR. The project km) with underground / elevated track,
provides for 19 underpasses, 3 overhead bridges
iv) Provide Electric Traction, modern Signaling
and 23 stations in the city. Detailed description
and Telecommunication System and Automatic
about KCR revival project is given in Section 2 of
Train Control (ATC) safety system,
this report.
v) Operate trains at 5 minutes headway at a
1.1.6 OBJECTIVES OF PROJECT speed of 100 km/hour with carrying capacity
of 0.5 million passengers per day, and
The objectives of Revival of Karachi Circular
Railway Project are to: vi) Design and construct bridges, culverts, and
underpasses where necessary,
1. Remove the deficiencies in the past
performance of KCR and bring in reforms in
the management system to strengthen the
1.1.8 PROJECT STATUS
existing KCR infrastructure, Formulation of the project is at the designing /
feasibility preparation / award of contract
2. Restore the status of KCR as a viable system
stage. The Feasibility Study is being prepared
with aim to relieve the congestion by reducing
by a team assigned by JICA while KUTC has
the use of roads by commuters specially on
assigned the EIA Study to Environmental
corridors within the KCR circle where the
Management Consultants (EMC).
process of urbanization has had its adverse
impact on land use,
1.1.9 PERIOD OF IMPLEMENTATION:
3. Increase access of the population resident - Commencement Date February 2009
along the corridor to social services and
markets leading to improved livelihood, - Completion Date December 2012
4. Facilitate safe, secure and speedy inlet and outlet

from within the CBD to other corridors of vehicular
Section 1
3 OF 7
1.2 PURPOSE OF ENVIRONMENTAL The main purpose of this Environmental

IMPACT ASSESSMENT Impact Assessment (EIA) study is to ensure
that:
The EIA study provides a review of the
environmental conditions and evaluates the n Any major adverse impact on the
current status of the physical and ecological environment (physical and ecological) during
environment, along with the prevailing its different stages of revival viz. pre-
socioeconomic conditions. construction, construction and operation of
This EIA Report has been prepared to fulfill the KCR Project are identified.
requirement of Feasibility Study and the n Appropriate and adequate mitigation
Official Project Document. Detailed
measures are suggested to minimize the
Environmental Impact Assessment has been
adverse impacts.
carried out to fulfill the requirement of Section
12 of the Pakistan Environmental Protection n Socioeconomic considerations are made
Act (PEPA) 1997, according to which all project and recommendations are suggested for
feasibility studies need to include EIA as a addressing the concerns and issues of the
necessary part of their submission. project affected population (PAP).
This report has been designed to address the n Environmental Management Plan for
regulatory requirements as well as to make it
sustainable project operation is proposed.
acceptable to:
The EIA report has been presented after
n Karachi Urban Transport Corporation which undergoing and examining the environmental
is the proponent, as a necessary part of aspects upon screening the potential impacts
feasibility study; to ensure that the proposed activities
pertaining to revival of KCR are environment
n JICA; and friendly evaluated through an environmental
n EPA Sindh in fulfillment of the requirement examination carried out in accordance with
applicable laws and regulations of Pakistan
of Pakistan Environmental Protection Act
Environmental Protection Act 1997.
1997.
This EIA study has for that reason been This EIA procedure and document responds to
designed to focus on making certain that: Section 12 of Pakistan Environmental
Protection Act 1997; Pakistan Environmental
n Environmental impacts, negative as well as Protection Agency (Review of IEE and EIA)
positive, accruing from this project are Regulations 2000, which require that every
identified, new development project in Pakistan has to be
preceded by an Initial Environmental
n If there is a negative impact, it is mitigated Examination (IEE) or Environmental Impact
as much as possible through specified Assessment (EIA) depending upon the nature
design and construction procedures, and and severity of impacts anticipated on
n Any remaining short term or long term commissioning of the project.
negative impact is identified clearly and Sub-section 3 of Pakistan Environmental
made known to all those likely to be Protection Agency (Review of IEE and EIA)
affected. Regulations 2000 requires for Projects that
Section 1
4 OF 7
need to submit an EIA, "A proponent of a Organization (UNESCO) as cultural heritage

project falling in any category specified in sites.
Schedule II shall file an EIA with the relevant
This category of projects requires EIA report
Environmental Protection Agency (EPA) and
including a detailed Environmental
the provisions of Section 12 shall apply to such
Management Plan (EMP).
project." The same section requires
preparation of an EIA for federal or provincial (iii) A project falls in category 'B' if the same is
highways (except maintenance, rebuilding, or likely to have adverse environmental impacts,
reconstruction of existing metalled roads) that but of lesser degree or significance than those
will cost more than Rs 50 million for category 'A' projects and all the mitigation
measures to handle the impact are
1.3 SCOPE OF EIA STUDY manageable. Such types of projects need IEE
This study covers the Environmental Impact report including EMP.
Assessment of the entire KCR project covering
Revival of KCR in Karachi City District is over
all activities during the designing, pre-
Rs 75 billion in cost which is considered as a
construction, construction and operation
mega-project.
phases.
1.5 METHODOLOGY FOR ENVIRONMENTAL
1.4 CATEGORIZATION OF PROJECT ASSESSMENT
This EIA Study has taken cognizance of the
Team of EMC experts have conducted
Guidelines of Government of Pakistan
reconnaissance survey and surveys of the
notification on Environmental Impact
entire KCR track and prepared the Feasibility
Assessment requirement for environmental
Study for carrying out the EIA.
classification of potential impacts of
construction activities pertaining to EMC has:
improvement of the KCR into Category A or B:
n Identified site-specific issues of
(i) Projects are categorized A if they generate microenvironment of the KCR project area;
significant adverse environmental impacts that
require a complex management plan, or n Assessed the impact of KCR revival
activities on microenvironment and
(ii) If the subproject is located within or passes
macroenvironment of KCR, and
through:
n Recommended necessary mitigation
(a) Wildlife sanctuaries,
measures for being integrated into the
(b) National parks, overall plan.
(c) Other sanctuaries, The following methodology has been adopted
(d) Areas declared by the Government of for assessment of impact of different activities
Pakistan as environmentally sensitive, during the construction, commissioning and
operational phases of the Revival of KCR
(e) Areas of international significance (e.g. Project:
protected wetland as designated by the
RAMSAR Convention), or n A briefing from and subsequent detailed
(f) Areas designated by the United Nations discussions with KUTC officials at Karachi
Educational, Scientific, and Cultural from whom the plans for the KCR Project
Section 1
5 OF 7
were obtained. and to prepare an EIA report of the

proposed project according to EPA
n Preliminary meetings with stakeholders on
guidelines.
the KCR track for obtaining their views on
the construction of the road and on Environmental assessment of the impact of
activities during road construction and
information to support the study.
subsequent operation of vehicular traffic on
n Collection of project specifications and KCR microenvironment and macroenvironment as
maps from Managing Director KUTC, well as classification of the environment as
whose team has carried out a detailed polluted or otherwise, have been based on the
topographic and feature survey of the site; checklist method. The likely alteration in the
data from this survey has been taken into quality of ambient air, water and soil, as well
account in this study. as wastewater and other wastes discharged
from activity areas have been estimated and
n Collection of published and publicly compared with National Environmental Quality
available environmental information Standards (NEQS). These assessments
pertaining to KCR, including information in address the environmental issues pertaining to
the archives of consultants. microenvironment and macroenvironment in
light of the World Bank and IFC Guidelines,
n Collection of information on settlements on the
effective July 1998, and Guidelines for the
KCR track and community issues by
Preparation of EIA by Pakistan Environmental
Environmental Assessment Specialist and
Protection Act 1997.
Sociologist of EMC Team during the
reconnaissance survey and socioeconomic 1.6 ENVIRONMENTAL STANDARDS
survey besides the meetings with locals at site. AND GUIDELINES
Environmental issues and control all over
n Use of the collected data for identification
Pakistan are governed by Pakistan
of environmental aspects as well as
Environmental Protection Act (PEPA) 1997.
hazards posed to safety, health and the
Guidelines and procedures for preparing EIA
environment, besides risks involved in
reports have been published by Federal EPA in
different activities during construction, the form of "Pakistan Environmental
commissioning and operation phases of Assessment Package".
the project.
Requirements of Government of Pakistan that
n Assessment of environmental impacts by need to be met on the environment side
the checklist method and identification of before commencement of projects are as
mitigation and control measures to be follows:
implemented during the project in order to
n Legal Requirements in Pakistan for
minimize the project's adverse impacts on
Environmental Assessment for New
the environment.
Projects under the Environmental
n Identification of residual impact and post Protection Agency Sindh (SEPA).
operation evaluation of performance on
n Pakistan EPA Guidelines and Procedures
completion of Project
(2000) for Environmental Assessment of
n Compiling the outcome of the above steps New Projects, and
Section 1
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n Pakistan National Environmental Quality Table1.1: List of EIA Team Members

Standards (NEQS) gaseous including S.No Name Position in Project
vehicular exhaust emissions; noise 1 Mr. Syed Nadeem Arif Project Director
emissions, and liquid effluents. 2 Mr. Saquib Ejaz Hussain Project Coordinator &
1.7 STRUCTURE OF EIA REPORT

Environmental Expert
3 Dr. Mirza Arshad Ali Beg Team Leader and
The EIA report has been structured on the Environmental Expert
standard format as prescribed and approved 4 Dr. Iqbal Ali Hydrologist
by the EPA for the purpose of submission and 5 Dr. Badar Munir Ghauri Air Quality Expert
review by the competent authority. The 6 Dr. Viqar Hussain Geologist
following are the sections and their sequence 7 Mr. Mushtaq Mirani Socioeconomic Expert
in which they are compiled. 8 Dr. Mansoor Imam EIA Consultant

9 Mr. Shahid Ali Lutfi Environmental Engineer
Section 1 - Introduction and description of 10 Mr. Satoshi Higashinakagawa Environmental Expert
Project and EIA Processes 11 Ms. Shahla Ijtaba Environmental Engineer
Section 2 - Technical description of the 12 Mr. Shusuke Minato Socioeconomic Expert
Project. 13 Mr. Sultan Zaman Geo-Technical Expert
14 Mr. Faisal Mustafa Project Coordinator
Section 3 - Overview of national and
international legislation and
guidelines relevant to the
proposed project and to this
EIA
Section 4 - Description of environmental
baseline information of
the project area
Section 5- Impacts identification and
analysis with mitigation
measures
Section 6 - Environmental Management
Plan
Section 7 - Resettlement Policy
Framework
Section 8 - Conclusion and
Recommendations
1.8 EIA TEAM

The study was assigned to Environmental
Management Consultant. EMC carried out the
study with the following team organized and
dedicated for the study:
Section 1
7 OF 7
SECTION 02
2. DESCRIPTION OF THE PROJECT

2.1. INTRODUCTION: importance of revival of KCR and on March 8,
2005 KCR operation was resumed on one
Karachi Circular Railway began its operation in section of the main line of Pakistan Railways.
1964. Trains pulled by diesel locomotives were This was followed by a study into repairing the
used to make some 12 round trips a day, but existing 30 km of the circular section, 14 km
eventually the rail cars began to deteriorate on the main line of Pakistan Railways with a
and the boundaries around the station fell into provision of extending services to the Karachi
such neglect that the inside of the trains International Airport. Unfortunately, full-scale
became playhouses for children. This lead to a restoration could not be implemented due to
Table 2.1: Karachi Circular Railway operations in timeline of history
Date Event
1964 KCR opens from Drigh Road to Wazir Mansion
1970 Railway is extended from Wazir Mansion to Karachi City.
1970's Operation begins for the circle section (30 km of single-track with double-track right
of way) and the main line section (14 km of double track).
1980's KCR operates 24 trains per day and the main line operates 80 trains per day,
providing transportation to more than 6 million passengers per year.
December 1999 Operation stops.
March 2005 Operation is restored using a main line to Karachi City.
May 2005 Operation is restored to Wazir Mansion on KCR.
fair cheating as the railway became a far cry lack of funds available at that time.
from what could be called a public urban
transportation system (UTS). Because of this 2.1.1. DRAWBACKS IN OPERATIONS OF KCR
neglect, transport volume on the KCR declined In a report titled "Report of the Task Force on
annually and adversely affected the Revival of Karachi Circular Railway, published
profitability of the railway. This eventually led in November 2004" identified the following
to cessation of the operation of the KCR in reasons for the cessation of operations of KCR
December 1999. After the KCR closure, the which were:
development of a rail-based public
i) Longer running time
transportation system remained quite for a
while but soon began to gain momentum as a ii) Less frequency of trains
key project for the revitalization of Karachi iii) Lack of punctuality
urban transportation system. The Federal
iv) Inadequate rail-road integration
Government once again became realised the
Section 2
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v) Short of investment in rail infrastructure and mentioned in para (i) above. The punctuality
rolling stock of trains on KCR route is also adversely
affected by the mixed operation with long-
vi) Unjustified priority to develop road network
distance passenger trains and freight trains
by concerned development agencies due to
operated by Pakistan Railways on the main line
urban sprawl
which was partly shared by the KCR route.
It is essential that the reasons for cessation of Because of this, there is need to modernize
operations at KCR should be carefully equipment and make future plans to provide
examined in order to plan and design a railway dedicated double track for KCR only on
system that should learn from the mistakes of sections of the Pakistan Railways main line.
the past. The analysis of the reasons reveals
the following:
(D) Lack of rail-road integration
When the current traffic conditions in Karachi
(A) Longer running time
are examined, it is observed that priority has
This is due to the deterioration of the track been given to the improvement of roadways. It
equipments and rolling stock that resulted can be said that this type of distorted urban
because of poor investment policy. As a result, transport system is the main cause of the
operating time became longer. In addition, the current road congestion and air pollution.
train system of KCR used conventional Because of this, when creating the plans for the
passenger cars that were pulled by a diesel Revival of Karachi Circular Railway Project,
locomotive which were quite slow having there is a need for Corridors planning and
maximum travel speed of 70 km/h, with time strategically positioning the stations of KCR
consuming acceleration and deceleration based on thorough investigation of the
causing a major factor in time delays to connections between rail and road and the roles
operate on an urban railway line that has short that each mode of transportation will share.
commuting distances between stations.
It is to be planned in such a manner that the
Instead trains with fast acceleration and
use of road and rail should be done
deceleration are desired for such operations.
interchangeably. The accessibility of the road
(B) Low frequency of trains to the rail route should be established and
Currently, only a single track is available at all facilitated for the commuter who shall be using
sections of KCR, where only one train can be the dual mode
operated after every 30 to 60 minutes due to (E) Lack of investment in rail infrastructure
restrictions on track capacity. High-frequency and rolling stock
operations, with train intervals of 10 minutes
It can be speculated that the investment effect
or less requires enticing demand in an urban
diminished because the current KCR failed to
railway for which double track for the entire
function as an urban railway. It can also be
system is mandatory.
conjectured that the investment in the railway
(C) Lack of punctuality infrastructure and rolling stock fell because of
The cause may be attributed to the same the low awareness that an urban railway
Section 2
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system can enable high-volume, high speed 2.2. REVIVAL OF THE KCR PROJECT
transportation. Therefore the revival of KCR
There is a political will being strived to uplift the
cannot be achieved with the current
quality of transport and improve the commuting
equipment; it requires the use of a modern
facility for the citizens of Karachi through the revival
urban railway system similar to systems used
of the KCR project. It will not only be cost effective
in major cities throughout Asia.
but also environment friendly in reducing the
(F) Priority to the development of road increasing problems associated with road traffic
network by concerned development agencies and transport system.
due to urban sprawl
2.2.1. OBJECTIVES OF THE PROJECT:
As mentioned in para (iv) and (v) above, when
In 1892, the population of Karachi was a mere
it comes to measures for reducing urban
60,000 people. However, following the
sprawl, policies based on the concept that
independence of Pakistan in 1947 when it
urban functionality can be strengthened by
separated from India, a number of Muslims moved
improving roadways. It is believed that the to Karachi. This was followed by a flow of people
current worsening of the living conditions can from other parts of Pakistan and from foreign
be reduced if an urban railway system be countries such as Vietnam, Burma (now
introduced at an appropriate time. In any Myanmar), Afghanistan and others, which caused
event, the introduction of an urban railway the population of the city to swell to some 14
system that enables high-volume, high-speed million people and making Karachi a gigantic
transportation may be an essential response to metropolitan city.
urban sprawl. Unfortunately, this rapid rise in population adversely
2.1.2. PRESENT ROUTE OF KCR affected safe movement and transportation in the
city. In particular, the inability of the city to develop
The KCR is a 29.32 km single-track, wide- its own infrastructure to deal with the increase of
gauge railway that originates from Drigh Road population and numerous social issues have made
station on the PR main line and, after crossing it difficult for Karachi to play its role in the economic
Sharah-e-Faisal short of Karachi airport, it development of Pakistan, which is key to the
passes through populated areas of Gulistan-e- country's continued development, causing those
Johar, Gulshan-e-Iqbal, Liaquatabad, involved in the development of the city to debate
Nazimabad, Site, Baldia, Lyari, Kharadar, the measures to be taken to vitalize the city.
Mithadar and finally touches Karachi City These conditions form the backdrop for positioning
Station. It has 16 stations, 22 level crossings the Revival of Karachi Circular Railway Project as a
in its 29.32-kilometre route length. When the part of the projects for developing the urban
14 km section from Karachi City to the Drigh railway systems that would have a major effect on
Road start point is added, these sections of reducing traffic congestion and air pollution in the
track form a circular railway that is city. The following points are taken into
approximately 43 km long. consideration while planning the objectives of the
project:
Figure 2.1 shows the present route of KCR.
Section 2
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Figure 2.1:Present Route of KCR
Section 2
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A. Catalyst for Vitality in Karachi: more than just a plan to improve urban railway
system; it is positioned as an integral component of
This project is one of the top priority projects for
urban planning and development. In other words,
revitalization of Karachi transport system. At this
the bus terminals and other services at the nodal
stage point of time, as the urban railway has not
stations at KCR that connect the radiating roadways
been considered, this project has the potential to
will be improved. Not only it will enhance the
serve as a catalyst for the rejuvenating the local rail
functionality of these stations as connecting points
transportation as the integral part of the urban
for the various modes of transportation, but also
transportation system. For this reason, there is a
the location and layout of these stations will be
need to establish a national long-range revival plan.
designed for the betterment of the surrounding
B. Improving the Lifestyle of the People of community. Such planning will help create an urban
Karachi: railway system that is easy for the people of Karachi
When determining the contents of the project, top to use and while interchanging and switching
priority should be that this project would be between the two modes of transportation.
beneficial for the people of Karachi. When 2.2.2. FEATURES PROPOSED IN THE REVIVED
implementing the project, the top condition should KCR PROJECT
be that the citizens of Karachi will receive most of
The feasibility study on Revival of Karachi Circular
the benefits of this project, such as an improved
Railway conducted by Japan External Trade
living environment and the ability to move easily
Organization (JETRO) in 2006 outlines the following
within the city. In addition, it is believed that this
features for KCR project:
project will have a major effect on improving the
quality of life by easing off traffic congestion and A. Track gauge
cutting air pollution. Most of the urban railways that are being operated
C. First Full-Scale Urban Rail System: in major cities around the world are using a 1,435
mm track gauge. KCR will not be the only urban rail
There are plans for six corridors in Karachi. From the
system in Karachi but there are plans to introduce
1990's, there have been activities aimed at
such systems to other corridors as well. Therefore,
introducing dedicated overhead bus roads or urban
1,435 mm track gauge should be used to enable
rail systems using Build, Operate and Transfer (BOT)
reciprocal operation with these railways systems.
projects, but it appears that the implementation of
these will take sometime. The revival of Karachi However, when we take into consideration the fact
Circular Railway Project differs from these projects that Pakistan Railways use a 1,676 mm track
i.e. the right-of-way for laying double track has gauge, still there is a possibility to use the same
already been obtained, which means that its track gauge to enable reciprocal use. The merits
construction costs would be relatively less than what and demerits of using the two different types of
is planned for the other corridors. Because of that, gauges should be considered particularly in context
this project has highest potential for being Karachi's to the right-of-way requirement and the
first urban railway system. In other words, the modification in the existing system.
project will serve as the foundation for the future B. Double track operation
railway network in Karachi.
As an operating interval of 10 minutes or less is
D. A Project that is Integrated with Urban required, all tracks should be double track. KCR has
Planning: already obtained the right of way for double track.
The Revival of Karachi Circular Railway Project is The main line used by Pakistan Railways also the right
Section 2
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of way for double track for KCR. Therefore, KCR the station and the distance between stations.
should be restored to be a dedicated double track Moreover, there is a need to integrate the KCR
railway. The basic survey including the socioeconomic revival plan with urban planning.
survey covering the aspects of right-of-way are being
g. Consistency with related projects
planned which shall identify the critical issue of
relocation and possible resettlement involved in The Revival of Karachi Circular Railway Project
acquiring the land for double track operation. shares a close relationship with the improvements
of the corridors planning, urban planning and other
C. Electric Multiple Unit (EMU) trains. such future community betterment projects for
An Electric Multiple Unit (EMU) trains should be Karachi, so the establishment of KCR revival plan
introduced to increase the travelling speed and must be done in consideration of these plans. As
acceleration and deceleration speeds. This mentioned above, development of KCR should be
statement is based on the fact that all the urban considered in integration with the urban
railways systems used in major cities throughout development hence should be incorporated in the
the world, including those in Asia, are Electric master plan of the city.
Multiple Unit (EMU) trains systems.
H. Rail service to the airport
D. DC Electrification Major cities around the world have dedicated airport
Since most urban railway systems in the world are railways that connect their airports with city centres.
electrified by DC systems, DC Electrification system Karachi should also consider providing rail service to
should be used in the revival of KCR Project. It is to the Karachi International Airport. If KCR is extended
be identified that in the design and operation of the to provide service to the Karachi International
train systems that what type of electrification Airport, KCR will start to function as the "face" of
system would be used i.e. either track based or Karachi. It is therefore part of the revival of KCR to
pole based as the environmental issues would be be connected to the airport providing swift and
different for the two types of systems. reliable service between city and airport.
E. Elevation of all intersections. I. Electric generation facilities
KCR has 22 level crossings. Since KCR is currently As stated above, there are plans to introduce EMU
not in operation, these crossings do not cause trains for the revival of KCR. However, at present
traffic jams. However, elimination of all level Karachi is experiencing an electric power shortage,
crossings is absolutely essential before restarting so there will be a need to increase the number of
operation on KCR. While CDGK is dedicated to generating facilities. As the Revival of Karachi
construct flyovers and underpasses, limited funds Circular Railway Project is a key project in the
have hindered the implementation of these plans. vitalization of Karachi, therefore, it is premised on
When investigating into this revival project, CDGK or Karachi Electric Supply Corporation (KESC)
consideration should be given to elevating certain to improve the power generation facilities.
sections of the railway route.
F. Re-evaluation of the location of stations 2.2.3. BRIEF DESCRIPTION OF PROJECT AREA
The project area comprises of the Karachi region
The location of the stations on KCR should be re-
through which the KCR route traversed and was laid
investigated in order to make them functional
somewhere in early 60s. It passes through a number
connecting points with other modes of
of towns and administrative union councils covering
transportation. Such an examination should be
residential, commercial and industrial zones. The
taken into consideration such as the acquiring of
active segment of the KCR route is the main Pakistan
land that would enable a transportation plaza near
Railways line straight track connecting the Drigh Road
Section 2
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Table 2.2: Proposed Features of the Revival of Karachi Circular Railway Project
Item Contents
Track gauge Fundamentally 1,435 mm.
Faster operating speed EMU trains (DC electrification)
Increase operating frequency All double track
Eliminate all level crossings Elevated railways in some sections
Integration with urban planning and increase demand (1) Re-arrange locations of stations to provide a
better link between rail and bus transportation.
(Provide transportation plazas near the station)
(2) Provide rail service to the Karachi Airport.
Station and Karachi City Station which is live and context to relocation and resettlement of the
serves as the connection between the Karachi and population who is living on a leased land and are
rest of the country. The physical and socioeconomic title holders therefore requiring special
profile of the project area has been described in consideration in terms of voluntary resettlement
detailed in the following sections on baseline data. and compensation. The layout of the KCR route on
the geographical information system of Karachi
A. THE ALIGNMENT PLAN
region is presented in the Figure 2.2.
The existing KCR route has been revived and shall
The outline of the proposed alignment plan is
continue to serve as the proposed route for the new
shown in the Table 2.3:
KCR project with some additions and modifications
suggested to cater for the demands and growth The elevated section has advantages such as potential
requirements of the urban development that has availability of underspace (commercial use and
occurred over the past three decades. Extension substation etc.), high security against trespasses,
has been proposed in the existing route from the construction cost by comparison of Road flyover
Drigh Station to Karachi International Airport which (ROB) cost and no requirement of land take. The
shall be a value added feature of this service and elevated section should be examined based on the
therefore shall be requiring new alignment and comparison of costs and the required time for land
layout in the area where rail track has been non- take and constructions concerned between railway
existent. This shall be particularly important in viaduct/underpass and road flyover/underpass.
Table 2.3: Outline of Proposed Alignment Plan and the Reasons Structure Selection.
Section Reasons of Railway Structures Selection
Karachi City - Tower Railway Viaduct for elimination of 2 level-crossings.
Tower - Wazirmansion Railway Viaduct/Embankment for elimination of 3 level-crossings.
Wazirmansion - Baldia Railway Viaduct/Embankment
Baldia - Nipa Railway Viaduct/Embankment for elimination of many level crossings
Cross point with Hub river road Railway Culvert for crossing under the Hub River Road
Between Nipa - Proposed St. 1 Trench or railway culvert taking into account the vertical alignment
Around Drigh Road Station Railway Viaduct for grade separation with the track of COD
Drigh Road - Karachi City Ground track along PR main line
Around Karachi Cantt Station Railway viaduct for securing the KCR space taking into account the
horizontal alignment
DCOS - Karachi City Railway viaduct/embankment for grade selection with PR lines
Drigh Road - Star Gate Ground track along PR main line
Star Gate - Jinnah Airport Railway viaduct for crossing over the roads and airport parking
Section 2
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Figure 2.2: the Alignment Plan of KCR
Section 2
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B. THE STATIONS PLAN 3) To locate stations concerned with PR

Karachi and KUTC's opinion taken into
There are 28 stations on KCR. Out of 28 stations
account.
there are 5 proposed stations.
4) To cancel the station with small demand
Policy of station planning is summarized as below:
based on demand forecast though the
1) To consider the connection with BRT and future addition is concerned.
LRT under planning.
The draft plan is shown in Table 2.4
2) To locate stations at the places which
enable to enhance the rider ship of KCR.
Table 2.4: Proposed Plan for Stations.
Section 2
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2.3. TECHNICAL PLANS FOR THE introducing a modern system for safe operation
that will enable efficient and stable transport on
REVIVAL OF KCR PROJECT sections of track with high density operation.
The basic infrastructure required for the project Providing the following will give the developing
though available but for the revival and major city of Karachi a transportation system
rehabilitation of the project but for introducing a that has viability into future.
new system which would take over and replace
The system will offer the following.
the conventional old system a complete
rejuvenation was desired which has been i) A transport system that provides safe and
planned and designed. Thus the new KCR highly reliable service.
project would be utilizing some of the existing ii) An urban transport system that is capable of
utilities and infrastructures but a new theme and providing frequent service.
system will be running on the track.
iii) Offer rolling stock accommodations that meet
2.3.1. TRANSPORT AND ROLLING STOCK the needs of the passengers.
PLAN
iv) Be a major city transportation system
The dynamic part of the system and perhaps the capable of meeting the future transportation
most attractive and cost incurring component of needs of the developing city of Karachi.
the project is the transportation and rolling stock
system. This is the revolutionary component v) Be a transport system that can be easily used
that will not only add efficiency, safety and cost by those living near the railway.
effectiveness to the entire project but will be the B. Rolling Stock:
main cause of the sustainability of the KCR
The Electric cars have been selected to function
system.
as commuter cars on the KCR, thereby enabling
A. Basic concepts of the Transport high-speed, high capacity transport to ease the
Plan: traffic congestion that occurs during the
The following are the basic concepts used for morning and evening rush hours. These electric
drafting the transportation plan for the rail cars will provide excellent ride comfort and
restoration of the Karachi Circular Railroad as offer the most number of seats possible. The
public urban railroad organization in the largest size of the doorways on these cars will remain
city of Pakistan. the same as that on the current KCR cars to
enable passengers to enter and exit quickly
There is a need to establish a transport plan for during rush hour, thereby reducing the
high operating frequencies based on boarding/un-boarding time. The proposed cars
establishment of a system that ensures will also be light-weight and have air conditioner.
operating safety for the relevant sections of
track in order to fully realize the potential of a The operating system will include the latest
transport system that has synergy with its inverter control system and safety systems.
facilities, equipment and rolling stock. These systems will be Japanese-standard
STRASYA (Standard Urban Railway System for
Based on this concept, the comprehensive Asia) compliant, which enables safety and
transport management system of KCR will be comfort to be provided at a reduced cost.
built by developing a detailed train operating
plan that corresponds to transport demand and STRASYA (Standard Urban Railway System for
Section 2
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Asia) is characterized by the following: an eight-car train formation for better meeting
transport capacity. In consideration of future
n It is based on Japanese urban railway increases in transport demand, these cars will
systems be configured so that one motor car and two
Japanese urban railway systems transport trailer cars form one unit that can be coupled to
some 50 million passengers per day with allow passage among the cars in this unit. This
an average delay time of less than one would form a 10-car train formation without the
minute. Japanese railway systems are safe, addition of a cab car. (A train formation of up to
high-volume, high speed railway systems 12 cars could be formed.) The main
characterized by punctuality, reliability, specifications of the basic train configuration can
economy and low accident rate. be shown in table 2.5.
n It is a totally safe system (ii) Performance

STRASYA is designed to be comprehensively The maximum speed will be 120 km/h. Because
safe system by integrating a wide range of of the short distance between stations on KCR,
different fields including signal and the trains will be equipped to provide fast
communication systems, power supply systems, acceleration and deceleration with the aim of
station facilities, rolling stock and operation
control systems while also providing training and
education, reduced maintenance and barrier
free access.
n It offers the superiority of light-weight rolling

stock
Japanese EMU trains are lightweight and this
contributes to i) reduced noise and vibration, ii)
high energy efficiency iii) lower construction
costs for civil engineering and structures and iv)
lower maintenance costs for the tracks and
rolling stock.
While the introduction of this type of
comprehensive railway system could revive KCR
as a modern railway, not all of the specifications
have to be STRASYA compatible. STRASYA
specifications will be selected and applied to
KCR based on their compatibility with traffic
conditions in Karachi, the technical environment
of the railway and such other factors.
(i) Train Formation and Layout
The basic train formation is 2M2T, four-car train
formation consisting of 2 motor cars and two
Figure 1.4: The Performance Curve for
trailer cars. Two train sets can be joined to form train speed
Section 2
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Table 2.5: Proposed Main Car Specifications (Planned)
Description Tc1 M1 M2 Tc2

Passenger Capacity 149 163(56) 163 149
Weight (Ton) 30 37 40 30
Dimension (mm) Length 20,000
Width 32,50
Height 39,50
Body Material Stainless Steel
Electric System 1,500 V DC
Gauge (mm) 1,435
Performance 120 km/h
Power Collector Single Arm Pantograph
Control System Inverter Control 1C-1m * Group
Brake System Electro-Pneumatic Brake System
Bogie Structure Bolsterless Air Suspension
Traction Motor 3 Phase Induction Motor 170 kW/motor
Auxiliary Power System CVCF Inverter
Battery Alkaloid
Air Compressor AC Motor driven
Air Conditioner Roof mounted Unit
Ventilator Exhausting Fan
Door System 1,500 mm wide double doors
Safety System ATC Control System
Train Information system Monitor System
Coupling System Tight Coupler (End car) / Bar Coupler
reducing transit time. The planned formation will be capable of operating at the headway, 2
curve is shown in figure 1.4 min 30sec.
(iii) Train Formation (iv) Passenger Capacity
A four-car train (2M2T) will be used for Stage 1. Four-car train: 624 passengers per train (212
An eight-car train will be used for the final seated and 412 standing)
phase. Note that in consideration of future
Eight-car train: 1,276 passengers per train (436
growth in transportation demand, these trains
seated and 840 standing)
Table 2.6: Preliminary proposal for Required Number of Train sets and cars
Stage 1 Stage 2
No. of Train sets No. of Cars No. of Train sets No. of Train sets
Operation 11 44 27 216
Operation Spare 1 4 2 16
Inspection Spare 2 8 3 24
Total 14 56 32 256
Note 1: All train sets used in Stage 1 will be 4-car formation
Note 2: All train sets used in Stage 2 will be 8-car formation
Section 2
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(v) Performance and is equipped with air springs to provide

superior travel performance and a comfortable
Acceleration: 3.0 km/h per second (0 to 25
ride.
km/h)
(ix) Brake System
Deceleration (Service Braking): 3.0 km/h/sec
Electrically controlled pneumatic brakes that
This allows for 150% car load factor for peak
can be used with regenerative braking systems
times. Note that fluctuations in transportation,
are used to help reduce energy needs. This
such as during holidays, is not taken into
brake place rush hour and non-peak times,
consideration here.
allowing it to always provide stable braking.
(vi) Car body
(x) Safety Systems
The car body is made of lightweight stainless
These cars use an Automatic Train Control
steel, so paint is not required. The car body is
system that operates based on onboard
designed to provide safety and impart an image
signals that correspond to a signal system. In
of comfort. The windows in the passenger cabin
addition, this system has an additional
are made of composite plastic sheets that have
function that detects when the speed limit has
been treated to provide the enhanced surface
been exceeded, thereby contributing to safe
hardness that will enable them to resist damage
operation by helping the operator prevent
from flying stones and other such hazards. Roof-
errors. A monitoring device that records the
mounted utilized air conditioning units are used
condition of the main electrical equipment is
to provide year-round comfort to the passenger
also provided to help for making maintenance
cabin. These units have the additional capacity
easier.
necessary to function under crowded rush hour
conditions. The under-floor equipment shall be C. Calculation of the require Number
protected against rubbish and other debris along of Train sets
the track and rail side. The number of train sets (number of cars)
(vii) Electrical Equipment required to conduct train operations according
to the prescribed Train diagram are calculated
The electrical equipment is designed for use
based on the number of the units operating
with 1500 V, DC. The two motor cars of the four-
during peak hour. The number of spare train
car train are equipped with the main power
sets needed as reserve and the number of
converters. Each consists of inverter control
train sets that will be necessary as
system that uses the latest IGBT devices. Each replacements for train sets being inspected or
of these inverter systems is used to drive the refurbished are then added to this number.
four traction motors. Because of its less number The result is the total number of train sets
of parts, a single-arm pantograph is used in (number of cars) required.
consideration of maintainability. The traction
motors will use either three-phase induction
D. Operation Safety System
motor with a self-cooling system that s designed (i) Train Interval Control System
for use in dusty conditions.
An Automatic Train Control System using a cab
(viii) Bogie signal is used as the basic system for ensuring
the interval of the train.
The bogie is a lightweight bolsterless design
Section 2
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This system uses the Automatic Train Control 2.3.2. INFRASTRUCTURE PLAN
(ATC) that automatically reduces the speed of
the train and controls the distance between
A. THE TRACK
the train and the train ahead of it based on The land needed for expansion of double track
conditions along the route. has already been secured. It is located on the
outer side of the circular line. The land for
(ii) Signal System
double track is also available on the mainline.
Since ATC will be used as the basic system for The KCR line is to have an independent track
train interval control, a "Cab signal system" separate from the mainline. However, in partial
will be used. With this system, the permissible section, the transfer of main line shall be
speed of the train is displayed as a "signal carried out.
indication" on the speedometer of the
The track structure has the following specifications
operator's console
in consideration of the speeds of the trains, ride
(iii) Interlock System comfort and the preservation of the track.
The interlock system will be "multiple unit
n The standard of rail is 110 lb rail (equivalent to
control relay interlock system," the same as is
50kg/m)
being currently used in the main stations on
the main line. With this system, signal levers n The rail is continuously welded to be a long rail.
and route selection push buttons on a control
n The thickness of track bed is 30cm in
panel are used to quickly create the needed
routes. consideration of a train speed of 100km/h.
Note that at non-interlocked stations (those n The sleeper is a concrete sleeper. Wooden
stations with only a platform and no turnout), sleepers are used at the turn-out position.
the control switches for the home signal and
n The clearance between the train and adjacent
the departure signal are installed inside the
poles is arranged so that other PR trains can
station building.
also be operated on the track.
Providing control switches such as these
enables train interval adjustment and allow the n The transition curve is introduced in order to
station to serve as the boundary station when improve ride comfort.
the track is closed for construction.
n The side of the track has a drainage ditch
(iv) ATC System preventing the track from becoming
With the ATC system using the cab signal, the submerged.
above ground operating conditions (signal n The sides of the tracks have barrier fences to
aspects etc.) will be indicated on the driver's prevent unauthorized entry onto the track or
console on the train. The crew will operate the stations yards.
train according to this cab signal but speed
reduction control will be performed B. STRUCTURE DESIGN
automatically by the ATC.
(i) Railway Design Criteria of KCR
The construction standards, rolling stock
gauge, construction gauge and other related
Section 2
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Table 2.7: Construction Standards
Item Specification
Track gauge 1,435 mm
Design maximum speed 120 km/h
Operation maximum speed 100 km/h
Minimum radius of curve
Main Line R = 250 m
Platform R = 400 m
Side track, car depot R = 100 m
Maximum gradient
Outside station 40 ‰
Inside station 2‰
Car depot Level
Minimum vertical radius of curve 3,000 m
Distance between track centres More than 15'6" (4,724 mm)
Track structure
Main line (Viaduct) Slab track
Main line (Ground level) Ballast track
Side track, car depot Ballast track
Rack 110 lb rail
Effective length of platform 170 m
Feeding line voltage DC 1,500V
Power collection system Overhead Catenary system
items are in accordance with standards used section, elevated section and underpass and
by PR and railways in Japan. The resulting trench section are shown in the following
specifications are summarized in Table 2.7. figures:
(ii) Typical Cross Section The foundation is determined by the condition
of the ground. Investigations up to now show
The proposed typical cross section for ground
Figure 2.4: On the ground section Figure 2.5: Elevated Section
Section 2
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that the ground is basically a mixture of sand for the station on the viaduct; the separate
and stone and the underground water level is platform is introduced of which horizontal
located at 2 or 3 meters. In Karachi city, there alignment is straight. As for Karachi Airport
are no concrete manufacturing plants so it is Station, the island platform is adopted
necessary to construct such a facility for considering the benefit of the passenger as
exclusive use during the construction of KCR. the shuttling operation will be carried out.
Seismic activity is common in the northern part
n Offices space, toilets and rooms for
of Pakistan and the area recently experienced
electric and telecommunication
a major earthquake. However, the occurrence
equipment will be provided at each
of earthquakes is relatively rare in the
station.
southern part of the country where Karachi is
Figure 2.6: Underpass Section Figure 2.7: Cross Section of Platform
located. Nonetheless, the civil engineering for n In addition to staircases, each station
the KCR will be designed to be capable of will have an elevator for use by
withstanding seismic activity. physically handicapped people.
(iii) Station Facility n Ticket vending machines, automated
ticket taking machines at the gates and
n It is recommended that the entrances and
automatic fare adjustment machines will
exits of the stations are provided on both
be used at all stations.
sides of the railway route. The station at
ground level is over track station building n Karachi City and Liaquatabad are the
with 2 entrances and exits. The layouts of terminus stations for Stage 1. In order
a ground level station and an elevated to connect new line of KCR with main
station are shown in Figure 1.10 and line and KCR east section, the mutual
Figure 1.11 platforms are arranged in series and the
convenience of transfer is attempted.
n The existing platform is reused, however,
Section 2
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Table 2.8: The stations to be integrated with road network
No. Name of Station Connecting Main Road(s)

1 Drigh Road Shahrah-e-Faisal Road
2 Gulistan-e-Johar Road towards Gulistan-e-Johar
3 NIPA Rashid Minhas Road, University Road
4 Liaquatabad Shahrah-e-Pakistan
5 North Nazimabad Nawab Sadiq Ali Khan Road
6 Manghopir Road adjacent to Manghopir
7 SITE College Technology Road
8 Chanesar Korangi Road
9 Departure Yard Shaheed-eMillat Road, Shahrah-e-Faisal
(iv) Station Transportation Plaza (v) Depot

The concept of Transportation Plazas has KCR will be electrified with DC power and a
been introduced in the KCR project. unique, completely new commuter train will
According to which at key / commercially be introduced. As it is not technically viable
viable and busy stations on the KCR shall be to use the existing conventional facilities and
built to facilitate transfer to and from bus / system for operation and maintenance of
vehicular modal transport as well as various highly sophisticated and technologically
services would be provided at these stations advanced electrically operated railcar, a new
that will serve commuters and passengers facility needs to be established exclusively
and local residents to meet their daily needs for the rolling stock. An area suitably large
of utilities, commodities and entertainment. next to Wazir Mansion station has been
This will not only reduce the cost of travelling selected to house the depot facility. The
but also the time and the local resident aerial photograph of the proposed facility is
would then prefer to use the KCR to go to its shown in the following Figure 2.8.
nearby Station Plaza for any day to day need.
a. Assumptions
It has been proposed that the construction of
Number of Electric Cars Required
these plazas shall be in the secondary phase
and shall be under the Karachi city 1) First Stage (2010): 56 Cars (4 Cars x 14
development scheme depending upon the Train sets)
response of the public to the KCR and its
2) Second Stage Opening (2013):
successful operation sustained as expected
256 Cars (8 Cars x 32 Train sets)
in the urban transportation sector.
Including spare rail cars (based on calculations
Stations that have potential to be integrated
shown in "5.4 calculation of required number of
with vehicular mode of transportation are
trains)
shown in Table 2.8
Train Formation (Basic Formation: 4-car train)
The plan for stations and station plazas is
shown in satellite images at Annexure I TC1 + M1 + M2 + TC2 (Inverter control)
Section 2
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Figure 2.8: The Depot Plan
Section 2
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Others n Inspection Shed:
It is assumed that the car body will be made of Workshop for simple part repair or replacement.
stainless steel, so there will be no need for paint n Car Washing Line:
maintenance.
Wash the entire car body. Shared with storage
b. Types of Inspections and Inspection track (3 lines)
Cycles
n Wheel Turning Track:
The inspection of the rail cars is classified into
groups: operating inspections to be conducted Wheel turning is performed while wheels are still
at the electric car yard and inspections to be mounted on train. (1 Track)
performed during cleaning operations and in the n Stabling Yard:
workshop. Table 2.9 summarizes the types of
Night stay for rail cars. (Initially this will be five
Table 2.9: Types of electric car inspections and inspection cycles
Type of Inspection Inspection Cycle Required Inspection Time Location for Inspection
1. Daily Inspection Every time train
leaves yard. 10 minutes (Stabling Yard)
2. Daily Inspection Every 10 days 0.5 days (Stabling Yard)
3. Monthly Inspection Every 3 months 1 Day EC Depot
4. Semi Overhaul Every 4 years 20 Days Workshop
5. Overhaul Every 8 years 30 Days Workshop
6. Emergency As neede (10% of
number of rail cars) 15 Days Workshop
7. Cleaning
(1) Floor Cleaning Daily Station
(2) Medium Cleaning Every 10 days (Car Wash Track)
(3) Major Cleaning Every 1 month (Car Wash Track)
tracks for 8 cars each and will also be used for

inspections and the inspection cycles.
washing the cars.)
c. Rolling Stock Inspection Facilities
These tracks will be in a location that will enable
i. Electric Car Facilities staged expansion to meet future transport
n Daily Inspection Track: demand. (Future will be 30 lines for 8 cars each)
n Lead and Access Track:
Inspection of rail car functions, inspection and
replacement of consumable parts (shared with These are used for bringing rail cars into and out
storage track) of the rail yard.
n Monthly Inspection Track: ii. Electric Car Workshop
Functional inspection of all main parts, inspection Facilities
and replacement of consumable parts (Second n Shop in/out Inspection Line:
track, including temporary repairs)
After the rail car has undergone a disassembly
Section 2
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inspection, it is repaired and adjusted. (2 n Garage:

Tracks) Parking area for business and operation vehicles
n Disassembly Line:
n Elevated Water Tank:
The entire rail cat is disassembled in order to do
Water storage for work-shop and for drinking
a overhaul (Initially this will be 1 track)
Other Facilities
n Emergency Inspection Line:
A maintenance depot will be provided adjacent
Inspections and repairs are performed as
the car depot. Provides a maintenance track for
needed. (1 Track)
storing vehicles for maintaining the tracks and
n Repair Shops: electrical facilities (Catenary, signal and
communication system) and for storing
Include shops for repairing bogie and parts, a
inspection cars
parts warehouse and an indoor part repair
shop. n Maintenance Workshop Facilities
n Loading Line: 1. Repair Yard for working cars used for
Used for transporting materials and for storing maintenance
incidental parts and materials. (1 Track) 2. Track work yard, equipment and machining
n Test Line: yard
On-site track used for test operation after 3. Office space and ancillary facilities.
overhaul inspections (1 Track) 4. Equipment and materials warehouse, yard
n Stabling Track: (for ballast, ties, rail materials).
Track for rail cars waiting for survey inspections, n Depot Signal Centre
etc (1 Track) A signal centre for the depot will be set up inside
n Control Building: the complex.
General office space, nap area, dining hall, n Others

warehouse.
As shed for storing the shunting cars used for
Shared Facilities moving electric cars without power within the
n Power Room: depot area.
Power receiving equipment, boiler, water pump, 2.3.3. ELECTRIC INSTALLATION PLAN
others
n Material Warehouse: A. BASIS OF ELECTRIC INSTALLATION PLAN
The traction power supply system for train
For storing hazardous materials (grease,
operation will be capable of providing train
gasoline, etc)
operation with headway of five minutes for the
n Shunting Locomotive Shed 8-car trains. The signalling system will be a
speed control type that uses a track circuit to
n Water Treatment Facilities ensure safe train operation. A fibre optical cable
will be used to organize the trunk transmission
Section 2
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line of the telecommunication system that

carries the information data for the
administration of the railway. Moreover, the
electric facilities shall be as simple and reliable
as possible to minimize the requirements for
maintaining and managing them.
B. POWER SUPPLY EQUIPMENT
(i) Traction Power Supply System for Train

Operation
The receiving substations, which are installed
near Wazir Mansion Station and Gulistan-e-
Johar, receive 66 kV or 132 kV electric power
from Karachi Electric Supply Corporation. This Figure 2.9: The Receiving Substation
Table 2.10: Power Supply Equipment
Item Main Equipment

CC (Control Centre) Equipment for the remote monitoring and control of the substation
Receiving Substation Location: Between Wazir Mansion and Gulistan-e-Johar
Main transformer (66 or 132kV/22kV): 20 MVA 2 sets
AC breakers and transformer
Remote monitoring and control equipment installed
Traction Power Station 11 substations: Installed at intervals of about 4.5km along the railway track
Rectifying transformer: 22kV/1,500V 2 sets
Rectifier: 4,000kW 2 sets
DC high-speed breaker: 4 sets (5 sets in Wazir Mansion Substation)
(6 sets in Drigh Road Substation)
Remote monitoring and control equipment installed.
Overhead Contact Line Simple catenary type (Feeder messenger type)
Catenary wire: PH 356 mm2 x 2
Contact wire: GT 110mm2
Distribution Line Three-phase 22kV power distribution line: Dual line
Electric equipment room at Transformer for power distribution and AC breakers for power distribution
each station Remote monitoring and control equipment installed
are installed at intervals of 4.5 km along railway

electric power transformed into 22 kV at the track. The electric power transformed into DC
receiving substation and is then transmitted to 1,500 V is fed to the overhead contact line
the interconnecting power line. The received through a DC high-speed circuit breaker. This
power through the interconnecting power line is high-speed circuit breaker is capable of
transformed at the substation into DC 1,500 V preventing power-related accidents along the
for the traction power supply. These substations
Section 2
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overhead contact line and to the trains by lighting and for use in the stations, rolling
providing almost instant interruption of the large stock yard, car workshop, control centre and
DC current when needed. The total number of office building. The electric power in these
these substations for traction power supply is distribution lines is converted into a necessary
eleven. The traction power is fed by the parallel voltage in the electric equipment room at
feeding system in the main track. This feeding each of the above-referenced locations.
system is divided into separate lines for the east
(iv) Observation and Control System of
and west halves of the circle line. The feeding
Substation
line for the traction power supply for use in the
rolling stock yard is installed separately. The substation equipment is unmanned, but it is
(Schematic Diagram of the Receiving Substation monitored and controlled individually by the
is shown in Figure 2.9. Control Centre (CC). Therefore, equipment that
enables monitoring and control by the Control
(ii) Overhead Catenary System (OCS) Centre is installed at each substation and in the
The electric power is supplied to the train by the Control Centre.
overhead contact line at both the elevated and 2.3.4 SIGNALLING SYSTEM
ground-level sections and in the depot. The
electric power supplied from the overhead
A. Signalling System
contact line to the train of KCR is direct current The proposed signalling system is a speed
(DC) and its operating voltage is standard 1500 control type that uses the track circuit. An
V, maximum 1650 V, minimum 1050 V. The main interlocking device is installed at the stations
components of the overhead contact line are the where the railway track diverges. CTC
Catenary wire, contact wire, feeder and their (Centralized Traffic Control System) is installed
supporting structures. The characteristics of the in the Control Centre.
specific components will be determined based on B. Automatic Train Control System (ATC)
the train operating condition, such as the
An Automatic Train Control System (ATC) with
maximum train operation speed, minimum
cab signal is adopted. This ATC indicates the
headway and voltage drop. The hard-drawn stop signal aspect through a signal on board the
copper wire is used for the Catenary wire and train when it approaches the point that the train
tinned copper wire with improved heat- should stop. It also performs the deceleration
resistance is used for the contact wire. The free control automatically and stops the train using a
bracket (cantilever) is usually used for supporting single-step brake. To ensure safety, if the train
the contact wire and the Catenary wire. The goes enters a section where it should not go or
overhead contact line is divided by sectioning if there is an abnormality, such as equipment
devices with intent of limiting the affects of an failure, the ATC will stop the train using the
accident and providing sectional power cut for emergency brake.
maintenance work. C. Train Operation Management
(iii) Power Distribution System Train operation management is performed using
There are two power distribution lines for the CTC equipment. CTC does the one-to-one
three-phase 22 kV from the receiving power observation and control the train operation
substations supply the electric power for between Control Centre and each of the
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stations. The train operation information is This equipment is composed of a combination of

centrally and displayed in the Control Centre. the wire communication lines, carrier
This information is also used by the passenger communication equipment and the radio
guidance information display system and the communication equipment. The fiber optical
passenger guidance announcement system. cable is capable of transferring the data with
high speed and is unaffected by the electrical
D. Interlocking Device
noise created during the operation of the
The interlocking device is installed at the railway.
Table 2.11: Signalling System
Item Main Equipment

CTC The CTC is installed in CC.
ATC/Track Circuit The track circuit is used as a transmission line of ATC/TD (train detection)
data. The track circuit is installed to execute the train speed control and the
train location in all sections
Interlocking Device The interlocking device is installed at Liaquatabad, Wazir Mansion, Karachi
City, Drigh Road and Airport Station
Signalling Cable Installed in all sections
Rolling Stock Yard The interlocking device and a necessary track circuit are installed in the
rolling stock yard. All the train operations in the rolling stock yard are done
by manual operation.
following stations where the railway track

diverges: Liaquatabad, Wazir Mansion, Karachi
A. Optical Integrated Transmission Line
City, Drigh Road and Airport. The fibre optical cable is laid along both sides of
the double-track for the entire length of the line.
E. Track Circuit
This creates an integrated optical fiber network
The track circuit is installed along the entire line with the central equipment located the Control
for the purpose of the train location and the Centre, which is constructed at the station yard
transmission of ATC codes. of Wazir Mansion. Branches of the line extend to
F. Facilities in Rolling Stock Yard each station and the rolling stock yard. This
network is used also as the data transmission
The interlocking device is installed in the rolling
line for the CTC, CSC (Centralized Substation
stock yard and the track circuit is installed in the
Control) and CCTV (Closed Circuit Television)
rolling stock yard as needed.
systems.
2.3.5 TELECOMMUNICATION SYSTEM B. Private Branch Exchange
The railway telecommunication network
The private branch exchange is installed in the
installed along the wayside of railway serves as
Control Centre and this is used for creating a
the "central nervous system" of the system,
dedicated telephone network for KCR use only.
providing service for use in train operation,
The telephones of each business unit are a part
ensuring safety, administration, maintenance of
of this telephone network.
facilities and other such areas.
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C. Train Radio Equipment E. Dispatcher Telephone Line for Train

The train radio equipment provides
Operation, Power Facilities and Track
telecommunications between the Control Centre
Maintenance
and the trains in operation. This allows for daily Command communications directly related to train
operational reporting and provides a means of operation are performed at the dispatcher console
close communication for the prompt treatment of in the Control Centre and by cordless handset
abnormalities and emergencies. For this purpose, terminals set up in a star-like configuration with
a wireless base station is installed at each station. each station and the maintenance units. Recordings
are made of these communications by a recording
D. Closed Circuit Television System (CCTV)
device in the dispatcher console.
Fixed monitoring cameras are set up on the station
platforms. Images from these cameras are
F. Wayside Telephone Facilities
monitored in each station and in the Control Centre. These wireless telephone facilities installed at
The information transmission is done through the given intervals along the wayside. These
integrated optical cable referenced above. telephones can be used by a train driver to
Table 2.12: Telecommunication System
Item Main Equipment

Optical Integrated Transmission Line This line links the central office in the CC with each station and the
rolling stock yard.
The optical cable is laid along the railway track for the entire length
of the line.
Private Branch Exchange The private telephone exchange system is installed in CC.
Train Radio Equipment Base station: IN principle, installed at each station.
Radio equipment installed onboard the train
CCTV System Camera: Installed at each station.
Monitoring Device: At the CC and each station.
Dispatcher Telephone System Master Device: Installed in the CC
Slave Device: Station and maintenance organization
Wayside Telephone Facilities The wireless telephone is used
Station Guide Information Display
Equipment Master Device: Installed in the CC
Display Equipment: At platform and concourse of each station
Automatic Guide Announcing Device Master Device: Installed in the CC
Slave Device: At each station
Speaker: At platform and concourse of each station
Clock System Master Device: Installed in the CC
Slave Device: At each station and necessary part
Telecommunication Facilities in
Rolling Stock Yard Various kinds of telephones.
Two-way communication device including a paging function also used.
Interphone in inspection and repair shop
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communicate with the Control Centre in the event other necessary announcements about train service
of an emergency. They can also be used by the are transmitted from the automatic passenger
maintenance crews to communicate with the guidance announcement equipment installed in the
Control Centre when executing maintenance work. Control Centre to speakers set up at the platforms
and concourses in the stations. The Control Centre
G. Station Guide Information Display
can interrupt this system whenever necessary to
Equipment
make additional announcements.
The information of train arrival/departure and
other message transmitted from the central
I. Clock System
equipment in CC are displayed on the A master clock in the Control Centre sends a
equipment installed at the platform and signal to slave clocks in stations and offices, so
concourse of station. all displayed time is synchronized.
H. Automatic Passenger Guidance J. Telecommunication Facilities in Rolling
Announcement Equipment Stock Yard
Information about arrivals and departures and In addition to the telephones used for general
The Summary of main features of Karachi Circular Railway is once again given below:
Item Stage 1 Stage 2

Section Karachi City - Liaquatabad St. Liaquatabad St.-Drigh Road St.
(West Side of KCR Circular (East Side of KCR Circular
Section: 17.0 km) Section: 12.4 km)
Main Line: 7 km
Airport Access Line: 5.7 km
Railway Line Double Track and Electrified
Traction Power Supply DC 1,500 V System
Train Operation Safety System Cab signal type ATC
Transport Control System CTC
Frequency of Train Operations Provide one train or more Provide one train or more (one-
(one-way) every 10 minutes way) every 5 minutes during peak
during peak time time
Composition of a Train Set 2M2T (full complement of 2*2M2T (full complement of
passengers: 642) passengers: 1,276)
Required number of train-sets 14 (56 cars) 32 (256 cars)
Depot Wazir Mansion Wazir Mansion
Year to be opened 2010 2013
Operating Section Liaquatabad ~ Karachi City All lines
Demand Forecast 181,023 passengers per day,in 2010 648,117 passengers per day in 2013
Section of Maximum
Passengers Volume Shah Abdul Latif ~ Baldia Wazir Mansion ~ Tower
Maximum Passengers Volume
in Peak Hour (Passengers/Peak
Hour-Direction 8,766 20,289
Total Number of Trains Per Day 180 247
Costs 300 million USD 573 million USD
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business communications, two-way communication will connect the Drigh Road (Star Gate) to
systems (some equipped with a paging function) Jinnah Terminal. While it is not feasible to
are used for communication when an train is perform the entire construction at all the
entering or leaving the rolling stock yard and when stations at one time, it is suggested that it
performing shunting operations. Inter phones and would be better if the implementation is done in
paging equipment are provided in the inspection several stages as it would allow the project to
and repair shop and rolling stock yard. progress efficiently and would enable
investment on the project to be recovered more
2.4 PHASE-WISE DEVELOPMENT OF THE
effectively.
PROJECT
The total length of the Karachi Circular Railway
Project is approximately 50 km. this includes
the 30 km of the circular section, 14 km of the
Pakistan Railways' main line and the 6 km
extension to the Karachi Airport proposed which
Legend
Figure 2.10: stage wise construction of KCR
Phase Section
Phase-1 Circular-Line: Karachi Cantt-Proposed Station No.2
(28.3 Km)
Phase-2 Circular-Line: Gulistan-e-Jauhar-Proposed Station No.4
(14.8 Km)
Airport-Line: Drigh Road - Jinnah Airport
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SECTION 03
3. LEGISLATIVE CONSIDERATIONS, ENVIRONMENTAL

REGULATIONS AND GUIDELINES
3.1- INTRODUCTION conservation and preservation of cultural
heritage. It also recommends immediate
This chapter provides synopsis of policies, attention to the stated Core areas in order to
legislation, and guidelines that may have preserve the country's environment.
relevance to the proposed Karachi Circular
Railway (KCR) project. The proponent of this A mid-term review of the achievements of the
project will comprehensively follow the NCS in 2000 concluded that achievements
relevant requirements of the policy documents under the NCS have been primarily awareness
and legislative framework as well as those raising and institutional building rather than
recommendations as described in the national actual improvement to environment and
and international guidelines for the proposed natural resources and that the NCS was not
KCR project. Many of those guidelines have designed and is not adequately focused as a
been incorporated in the Environmental national sustainable development strategy
Management Plan (EMP) which has been (GOP, November 2002). Thus the need for a
developed for improved and consistent more focused National Environmental Action
implementation of mitigation measures. Plan (NEAP) emerged which can practically
improve the national environment with greater
3.2- NATIONAL POLICIES AND emphasis on poverty reduction and economic
STRATEGIES development in addition to sustainable
Pakistan has developed its own legislation, ecosystem.
policies and strategies for the protection of NEAP was approved by the Pakistan
environment which are to be followed in Environmental Protection Council under the
planning and approving development projects chairmanship of the President/Chief Executive
in different sectors. Those relevant to the KCR of Pakistan in February 2001. NEAP now
Project are discussed hereunder. constitutes the national environmental agenda
and its core objective is to initiate actions that
3.2.1- NATIONAL CONSERVATION STRATEGY safeguard public health, promote sustainable
livelihoods and enhance the quality of life of
The National Conservation Strategy (NCS) is
the people of Pakistan.
the primary policy document of the
Government of Pakistan (GOP) on national The GOP and United Nations Development
environmental issues. The policy was approved Programme (UNDP) have jointly initiated an
by the Federal Cabinet in March 1992. The umbrella support programme called the NEAP
strategy was also recognized by the Support Programme signed in October 2001 and
international donor agencies, principally, the implemented in 2002. The development objective
World Bank. The NCS identifies 14 core areas supported by NEAP-Support Programme is
including conservation of biodiversity, pollution environmental sustainability and poverty
prevention & abatement, soil & water reduction in the context of economic growth.
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3.2.2- BIODIVERSITY ACTION PLAN Resettlement of Affected Persons Ordinance"

(henceforth to be called "Resettlement
The key to protection of the biological heritage
Ordinance"), for enactment by the provincial
of Pakistan lies in the involvement of local
and local governments, after incorporating the
people and in the support provided by
local requirements.
competent institutions for conservation and
sustainable use. The Government of Pakistan The Ordinance although being a new law, shall
has recognized the importance of these not supercede other laws of Pakistan in regard
measures in the preparation of the National to the land acquisition and resettlement
Conservation Strategy and in becoming a issues, and shall be supplementary to the LAA
signatory to, and ratifying, the Convention on as well as the other laws.
Biological Diversity (CBD) in 1994. Developing
(See Annexure A for details)
the Biodiversity Action Plan for Pakistan, 2000
has been the most significant direct steps 3.3- NATIONAL LEGISLATIONS
towards addressing the biodiversity loss. It is imperative for every nation to have its
3.2.3- NATIONAL RESETTLEMENT POLICY environmental legislations. Pakistan
propounded its environmental legislations
National Resettlement Policy (draft) has, been
through enforcement of an act in 1997
formulated to not only cover the affected
through the constitutional move.
persons (APs) in existing systems but also to
ensure an equitable and uniform treatment of 3.3.1- PAKISTAN ENVIRONMENTAL
resettlement issues all over Pakistan. This PROTECTION ACT, 1997
policy applies to all development projects The Pakistan Environmental Protection Act,
involving adverse social impacts, including 1997 is the basic legislative tool empowering
land acquisition, loss of assets, income, the government to frame regulations for the
business etc. It has addressed those areas, protection of the environment. The Act is
which are not looked after at Land Acquisition broadly applicable to air, water, soil and noise
Act (LAA) and is applicable wherever the pollution, as well as handling of hazardous
people, families or communities are affected waste. Penalties have been prescribed for
by any public sector or private development those who contravene the provisions of the
project, even when there is no displacement. Act. The powers of the Federal and Provincial
The policy also aims to compensate for the Environmental Protection Agencies (EPAs)
loss of income to those who suffer due to loss were also considerably enhanced under this
of communal property including common legislation and they have been given the
assets, productive assets, structures, other power to conduct inquiries into possible
fixed assets, income and employment, loss of breaches of environmental laws either on their
community networks and services, pasture, own accord, or upon the registration of a
water rights, public infrastructure like complaint. Under section 12 of Act, no project
mosques, shrines, schools, graveyards etc. involving construction activities or any change
The policy is supplemented with Guidelines for in the physical environment can be
planning and implementation of resettlement, commenced unless the fulfillment of
which form an integral part of Policy. Also, the prerequisite i.e. to conduct IEE or EIA for the
Government has tabled an enabling law said activity and a report submitted to the
entitled "Project Implementation and Federal or Provincial EPA.
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3.3.2-PAKISTAN ENVIRONMENTAL 3.3.3- LAND ACQUISITION ACT

PROTECTION AGENCY REVIEW OF IEE AND EIA The land acquisition in Pakistan is regulated by
REGULATIONS 2000 the Land Acquisition Act, 1894 (LAA) with its
The PEPA review of IEE and EIA regulations, successive amendments is the main law
2000 (the regulations), prepared by the PEPA regulating land acquisition for public purpose.
under the powers conferred upon it by the The LAA has been variously interpreted by
Pakistan Environmental Protection Act, provide local governments, and some province has
the necessary details on the preparation, augmented the LAA by issuing provincial
submission and review of the IEE and the EIA. legislations. The LAA and its Implementation
The regulation classifies projects on the basis Rules require that following an impacts
of expected degree of adverse environmental assessment/valuation effort, land and crops
impacts and lists them in two separate are compensated in cash at market rate to
schedules. Schedule-I lists projects that may titled landowners and registered land
not have significant environmental impacts tenants/users, respectively. The LAA mandates
and therefore require an IEE. Schedule-II lists that land valuation is to be based on the latest
projects of potentially significant three years average registered land sale rates,
environmental impacts requiring preparation though, in several recent cases the median
of an EIA. rate over the past year, or even the current
rates, have been applied. Due to widespread
(See Annexure V for details)
land under-valuation by the Revenue
Department, current market rates are now
frequently used with an added 15%
Compulsory Acquisition Surcharge as provided
in the LAA.
Based on the LAA, only legal owners and
tenants registered with the Land Revenue
Department or possessing formal lease
agreements, are eligible for compensation or
livelihood support. The rights of the non-
titled are however addressed under the 1986
Punjab Jinnah Abadis for Non-proprietors in
Rural Areas Act which recognize to squatters
the right to receive rehabilitation in form of a
replacement plot. It is to be noted that this
right has been sometimes extended in
practice to include some form of
rehabilitation in cash or in forms different
from land.
It is also noted that the LAA does not
automatically mandate for specific
rehabilitation/assistance provisions benefiting
the poor, vulnerable groups, or severely
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affected AHs, nor it automatically provides for n In the police or any of the defense services
rehabilitation of income/livelihood losses or of Pakistan;
resettlement.
n By the Pakistan Security Printing
3.3.4- LAbor laws Corporation of the Security Papers Limited
There are three categories of laws, firstly, the or Pakistan Mint;
law that regulates the relations between
n In the administration of the State other
employer and employee; secondly those laws
than those employed as workmen by the
that provide for compulsory levies and thirdly
Railway, Post, Telegraph and Telephone
those that provide for minimum standards for
Departments
employees; the same are as follows:
n By the institutions working for the
n Labor Laws regulating the Relation of
rehabilitation of the disables except those
Employer and Employee
institutions running on commercial basis;
n Labor Laws Assigning Levies;
n By an institution established for payment
n Labor Laws Assigning Standards for of employees excluding those run on
Wages; Commercial Basis;
n Labor Laws Setting Standards for Work n By an institution established for employees
Place; old age pension or for workers welfare;
n As a member of The Watch and Wards,

1. Labor Laws regulating the relationship
between Employer & Employee Security or Fire Service Staff of an Oil
Refiner or of any establishment engaged in
There is only one labor law that regulates the
the production, transaction or distribution
relationship between employer and employee;
or natural gas or liquefied petroleum or
the same is:
gas products or of sea port or air port; and
n Industrial Relations Ordinance (IRO),
n By the Pakistan Army directly or indirectly;
2002
Important definitions under the
The law operates in following three areas:
Ordinance
n Regulation of formation of trade unions; For the purposes of this document following
definitions are important:
n Regulation and improvement of relations
between employer and workmen; n “Employer” Section 2 (x):- in relation to an
n Avoidance and settlement of any establishment any person or body of
differences or disputes arising between the persons, whether incorporated or not, who
employer and workmen or which employs workmen in an
establishment under a contract of
Applicability: The law is applicable to all
employment and includes “any person
persons employed in an establishment or
responsible for the direction,
group of establishments or industry except
those employed: administration, management and control
of the authority including every director,
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manager, secretary, agent or office bearer, required by registrar for the conduct of poll
a contractor who procures labor for use by for determination of the Collective
another person or establishment”. bargaining agent and not to interfere in
the polling for such determination. (section
n “Establishment” Section 2 (xi):- means any
20 (7))
office, firm, factory, society, undertaking
company, shop, premises or enterprise n After an application for determination of
which employs workmen directly or collective bargaining agent is made to the
through a contractor for the purposes of Registrar, no employer shall transfer,
carrying on any business or industry remove, retrench or terminate any worker
including all its departments and branches. who is office bearer of any contestant
trade union save with the permission of the
n “Industry” Sec. 2 (xvii) means any
Registrar. (section 20 (15))
business, trade manufacture, calling,
service, occupation or employment n To deduct amount of subscription to the
engaged in an organized economic activity funds of trade union on request of
of producing goods or services for sale collective bargaining agent and deposit the
excluding those set up for charitable same to the account of trade union.
purposes. (section 21)
n “Industrial dispute” Sec. 2 (xvi) means any n To provide for all the facilities as may be
dispute or difference between employers required for the holding of ballot for the
and workmen which is concerned with the election of shop steward (applicable only
employment or non-employment or the to establishment employing fifty or more
terms of employment or the conditions of workmen are employed. (Sec. 23)
work; and is not in respect of enforcement
n To set up a Joint Works Council consisting
of any right guaranteed or accrued to
of not more than ten members in which
workers by or under any law, other than
workers participation shall be to the extent
this Ordinance, or any award or settlement
of forty percent and the Convener of the
for the time being in force.
Council from the management. (applicable
Responsibilities of Employer under IRO where fifty or more workers are employed.
2002
(section 24)
n Not to transfer, dismiss, discharge or n To try to settle the dispute by bilateral
punish any office bearer of a trade union negotiations in case of complaint as to
during pendency of application for settlement of an industrial dispute from
registration of trade union. (section 10) the employees. (section 25)
n To provide list of employees working for n Not to declare a lock out while any
more than three months to the registrar conciliation proceedings or proceedings
within 15 days of the requirements. before an arbitrator or a Labor court is
(Section 20 (4a)) pending in respect of an industrial dispute.
n To provide for all the facilities as may be (section 36)
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n Not to discharge, dismiss or otherwise n Invalidity Pension

punish any workman or change his
n Widow’s Pension
conditions of service during pendency of
proceedings before an arbitrator, n (Provincial Employees Social Security
conciliator or the labor Court or a Court of Ordinance, 1965 (ESSO)
Competent Jurisdiction regarding an This law applies to all classes of person,
industrial dispute. (section 40) industries or establishments having five or
more employees. The purpose of the
n Not to remove any fixed assets of the
Ordinance is to provide benefit to certain
establishment during the currency of an
employees under the following circumstances:
illegal lock-out or a strike which is not
illegal. (section 41) n In the event of sickness
n To communicate his decision in writing n Maternity benefits

within fifteen days of a complaint being
n Employment injury or death
brought to his notice by a workman either
himself, through his shop steward or n All maters ancillary to the above.
through collective bargaining agent. The law is applicable on employees including
(section 46 (2)) permanent, daily wages, contract employees
n Not to indulge in unfair labor practices and contractor’s employees whose wages is up
such as restraining a workman from joining to PKR 5000/-
a trade union or to dismiss, discharge or n Workers Welfare Fund Ordinance, 1971
punish a workman by reason of his taking (WWF)
part in the activities of a trade union etc.
WWF is applicable to all industrial establishments
(Section 63)
whose total income is not less than Rs. 100,000/-
annually. Money in the fund shall be used to:
2. Labor Laws Assigning Levies
Following are the labor laws assigning levies n Establish housing estates
on the employers for the benefit of their
n For the welfare measures, including
employees or workers:
education, training, teaching new skills etc
n Employees’ Old Age Benefit Act, 1976 for the workers.
(EOBI)
n West Pakistan Maternity Benefits
EOBI applies to industry or establishment Ordinance, 1972
employing ten or more persons directly or
The law is applicable to female workers across
indirectly. The law continues to apply even if the
the board within all establishments. To require
number of persons employed is subsequently
establishment to grant mandatory benefits to
reduced to less than ten. The law provides
women workers.
benefit to employees in the following areas:
n Pension for old-age

n Workers Children (Education) Ordinance,
1972
n Old Age grant This law is applicable to establishments
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employing ten or more workers. The definition the time of payment of wages, mode of
of “worker” for applicability of this law is payment of wages and the deductions that can
limited to a worker whose monthly wages do be made while paying wages. The law is
not exceed PKR 3,000 per month or less. The applicable to all employees employed by an
purpose of the Ordinance is to raise funds for industry or establishment including the
the education of the children of the workers. executives.
The fund is required to provide educational
facilities to the workers’ children and assist n The minimum wages Ordinance, 1961
with the improvement of schools located in or This law provides machinery for the regulation
attached to the industrial undertakings. of minimum rates of wages that an
establishment must follow. Under the
n Companies Profit (Worker’s Ordinance a Minimum Wages Board has been
Participation) Act, 1968 constituted which recommends to the
This Act applies to all companies which are Provincial Government to fix the minimum
engaged in industrial undertaking, if they fall rates of wages for the workers in respect of
within any of the following categories: any particular industry. Upon
recommendations from the Board, the
n 50 or more workers Provincial Government by notification in the
n Have a paid up capital of not less than Rs. official gazette, declares the minimum rates of
wages for such workers.
2 million; or
n Value of fixed assets of the company are n In the Budget 2005-06 the minimum
not less than Rs 4 million wages of an employee has been fixed as
Rs. 3000/-
The purpose of the law is to share profits of
the company with its employees according to n Pakistan minimum wages for unskilled
their categories. workers Ordinance, 1969.
n Workers Compensation Act, 1923 The law prescribes minimum rate of wages
which must be paid by an establishment to
The law is applicable to persons employed for whose
worker and not less than that. The minimum
average wages do not exceed Rs. 3000/ in a
wages fixed by the Government at present is Rs.
manufacturing process. This Act provides
3000/-. This law is applicable to establishments
compensation to be paid by employer to the workers
wherein fifty or more persons are employed.
or their legal heirs who contract an injury, disease or
death during working in an establishment. Penalty
In case of violation of the provisions of the
3. Labor Laws Assigning Standards for Ordinance, imprisonment up to 6 months or
Wages fine up to Rs. 500 or both
There are three main laws dealing with
payment and fixation of minimum wages: 4. Labor Laws Setting Standards for Work
Place.
n The payment of wages Act, 1936
There are mainly eight labor laws setting
This law regulates the payment of wages to minimum standards to be maintained at the
persons employed in the industry. It provides work place by the employer:
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n The Shops and Establishments n The Employment (Record of Services) Act

Ordinance, 1965 1951
The purpose of this Ordinance is to provide The Act requires employers to maintain
basic standards relating to payment of wages, records of personnel employed in different
working hours, overtime, weekly holidays, sick classes of employment. It applies to all
leave, festival holidays, termination of employers and employees in areas specified by
employment and other ancillary matters. The provincial Government. Employers are
law applies to all the establishments. However, required to maintain a service book on each
the government may grant exemption to any employee. However, on termination of the
establishment from the operation of the employment, the service book is to be handed
provision of this Ordinance. over to the employee. Details of employment
record covered in the service book are:
n West Pakistan Industrial and
Commercial Employment (Standing n Scale of pay or rate of wages
Order) Ordinance 1968
n Any increment in wages
The purpose of the Ordinance is to provide
minimum service conditions for certain n Record Keeping for transfer of employment
establishments as specified by the Ordinance. n Grant of leave other than casual leave
This law also provides specification of terms
and conditions of service by employer like n Discharge, dismissed or has resigned or
issuance of tickets to a permanent workman, retired from employment
publication of working time, holidays, pay
n Any fine or punishment.
days, rate of wages, provision of terms and
conditions of service in writing etc. This law n The Employment of Children Act, 1991
applies to every industrial or commercial This Act imposes ban on employment of
establishment wherein twenty or more workers children in certain occupations and regulates
are employed. working conditions of children (aged 14 years)
where they are allowed to work. The law
n The Factories Act, 1934
applies to all the establishments throughout
The purpose of the Act is to regulate and
Pakistan.
standardize the condition in factories falling
under the Act. The categories regulated are, (a) n The Apprenticeship Ordinance, 1962
basic standards for health and safety (b) disposal To promote and regulate systematic
of waste (c) ventilation and temperature (d) dust apprenticeship programs in Pakistan and for
and fume (e) overcrowding (f) lighting (g) securing certain minimum standards of skill.
availability of drinking water (h) toilet facilities (I) The law is applicable to industrial
compulsory vaccination (j) provision of canteens establishments having fifty or more
(k) precaution in case of fire (l) fencing of employees. It requires that an industrial
machinery (m) working hours. This law is very establishment having more than fifty workers
comprehensive and covers almost all the aspect must train apprentices in a proportion not less
of a healthy working environment. The law than 20% of persons employed. The incentive
applies to all factories employing 10 or more is given in the form of income tax relief.
workers.
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3.4- NATIONAL ENVIRONMENTAL Those projects having potential environmental

GUIDELINES impacts are listed in Schedule-A. Projects which
have comparatively slightly narrow
Environmental guidelines are developed and environmental issues and can be managed by
provided by the environmental regulatory less extensive analysis are included in Schedule-
bodies to the general public and project B. The proposed Karachi Circular Railways (KCR)
proponents, consultants, planners and project is included in the Schedule-II under Sub-
designers who comply with the guidelines in section D of Transport.
various procedures of project materialization.
Guidelines for the preparation and
3.4.1- ENVIRONMENTAL ASSESSMENT review of environmental reports: It
PROCEDURES 2000 requires proponents to prepare terms of
The PEPA prepared the Pakistan Environmental reference for the environmental assessment
Assessment Procedures in 1997. The reports. It requires that all studies should
guidelines pertaining to the review process of contain baseline data on the area and must
impact assessments have been recently given contain an assessment of the potential
regulatory status in the Review of IEE and EIA environmental impacts and the recommended
Regulations 2000. The package of regulations mitigation measures.
prepared by PEPA with relevance to this EIA Guidelines for public consultation: These
includes: guidelines are a part of a package of regulations
and guidelines. It provides assistance
n Policy and Procedures for Filing, Review and
throughout the environmental assessment of
Approval of Environmental Assessments;
project by involving the public which can lead to
n Guidelines for the Preparation and Review better and more acceptable decision-making.
of Environmental Reports; Public involvement, undertaken in a positive
manner and supported by a real desire to use
n Guidelines for Public Consultation the information gained to improve the proposal,
Policy and procedures for filing, review will lead to better outcomes, and lay the basis
and approval of environmental for ongoing positive relationships between the
assessments: These guidelines define the participants.
policy context and the administrative procedures
3.4.2- NATIONAL ENVIRONMENTAL QUALITY
that will govern the environmental assessment
STANDARD (NEQS)
process, from the project pre-feasibility stage, to
the approval of the environmental report. The NEQS were first promulgated in 1993 and
According to the procedures laid out in the were last revised in 2000. These are the basic
policy guidelines, IEE's or EIA's are to be filed guidelines for liquid effluent and gaseous
with the EPA of the province where the project emissions of municipal and industrial origin to
is to be implemented. The PEPA has, however, comply with. These standards present the
been given the right to review any maximum allowable concentration for liquid
environmental report at any time and the power effluent before its discharge into sea, inland
to revoke the decision of the provincial EPA, if it water & sewage (total 32 parameters to comply
deems this to be necessary. Projects have been with) and gaseous emissions in the ambient air
classified in the policy guidelines by expected from industrial sources (total 16 parameters to
degree of adverse environmental impacts. comply with).
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(See Annexure VII for details) impact assessment of large-scale infrastructure

projects, it contains enormous information
3.5- INTERNATIONAL GUIDELINES
which is useful to environmentalists and project
Most of mega projects are internationally proponents.
funded i.e. the donor agencies are international
agencies and they do require international
3.5.2- EQUATOR PRINCIPLES
environmental guidelines and procedures to be Project financing, a method of funding in
followed in the materialization of the project. which the lender looks primarily to the revenue
generated by a single project both as the
3.5.1- WORLD BANK GUIDELINES ON source of repayment and as security for the
ENVIRONMENT exposure, plays an important role in financing
development throughout the world. Project
The principal World Bank publications that
financiers may encounter social and
contain environmental guidelines are listed
environmental issues that are both complex
below:
and challenging, particularly with respect to
n Environmental Assessment-Operational projects in the emerging markets.
Policy 4.01. Washington, DC, USA. World The Equator Principles Financial Institutions
Bank 1999 (EPFIs) have consequently adopted these
n Environmental Assessment Sourcebook, Principles in order to ensure that the projects
we finance are developed in a manner that is
Volume I: Policies, Procedures, and Cross-
socially responsible and reflect sound
Sectoral Issues. World Bank Technical
environmental management practices. By
Paper Number 139, Environment
doing so, negative impacts on project-affected
Department, the World Bank, 1991
ecosystems and communities should be
n Environmental Assessment Sourcebook, avoided where possible, and if these impacts
Volume III: Guidelines for Environmental are unavoidable, they should be reduced,
Assessment of Energy and Industry mitigated and / or compensated for
Projects. World Bank Technical Paper No. appropriately. It is believed that adoption of
154, Environment Department, the World and adherence to these principles offer
Bank, 1991 significant benefits to institutions, their
borrowers and local stakeholders through their
n Pollution Prevention and Abatement borrowers' engagement with locally affected
Handbook: Towards Cleaner Production, communities. It is therefore recognized that
Environment Department, the World Bank, the role of the institutions as financiers affords
United Nations Industrial Development them opportunities to promote responsible
Organization and the United Nations environmental stewardship and socially
Environment Program, 1998 responsible development. As such, EPFIs will
consider reviewing these principles from time-
The first two publications listed here provide
to-time based on implementation experience,
general guidelines for the conduct of an IEE,
and in order to reflect ongoing learning and
and address the IEE practitioners themselves as
emerging good practice. These principles are
well as project designers. While the Sourcebook
intended to serve as a common baseline and
in particular has been designed for the Bank
framework for the implementation by each EPFI
projects, and is especially relevant for the
Section 3
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of its own internal social and environmental eight Performance Standards establish
policies, procedures and standards related to its standards that the client is to meet throughout
project financing activities. The institutions will the life of an investment by IFC or other
not provide loans to projects where the relevant financial institution:
borrower will not or are unable to comply with
their respective social and environmental n Performance Standard-1: Social &
policies and procedures that implement the Environmental Assessment and Management
Equator Principles. System
There are nine (9) major principles which have n Performance Standard-2: Labor and Working
been defined in the Equator Principles given as Conditions
follow:
n Performance Standard-3: Pollution Prevention
n Principle-1: Review and Categorization and Abatement
n Principle-2: Social & Environmental n Performance Standard-4: Community Health,

Assessment Safety and Security
n Principle-3: Applicable Social & n Performance Standard-5: Land Acquisition and

Environmental Standards Involuntary Resettlement
n Principle-4: Action Plan and Management n Performance Standard-6: Biodiversity

System Conservation and Sustainable Natural Resource
Management
n Principle-5: Consultation and Disclosure
verify n Performance Standard-7: Indigenous Peoples
n Principle-6: Grievance Mechanism n Performance Standard-8: Cultural Heritage

objectives have been set in the IFC
n Principle-7: Independent Review
performance standards to achieve sustainable
n Principle-8: Covenants development.
n Principle-9: EPFI Reporting Those objectives are given below:
3.5.3- IFC PERFORMANCE STANDARDS ON n To identify and assess social and environment
SOCIAL AND ENVIRONMENTAL impacts, both adverse and beneficial, in the
SUSTAINABILITY project's area of influence
n To avoid, or where avoidance is not possible,

International Finance Corporation (IFC) applies
minimize, mitigate, or compensate for adverse
the Performance Standards to manage social
impacts on workers, affected communities ,
and environmental risks and impacts and to
and the environment
enhance development opportunities in its
private sector financing in its member countries n To ensure that affected communities are
eligible for financing. The Performance appropriately engaged on issues that could
Standards may also be applied by other potentially affect them
financial institutions electing to apply them to n To promote improved social and environment
projects in emerging markets. Together, the
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performance of companies through the The Guidelines have been formulated on the
effective use of management systems. basis of Japan's approach to international co-
operation in environmental conservation,
3.5.4- IFC- ENVIRONMENT, HEALTH & discussions about the international framework
SAFETY GUIDELINES FOR RAILWAYS on environmental and social considerations and
The IFC EHS Guidelines for Railways are human rights, and discussions held at the
applicable to activities typically conducted by Organisation for Economic Co-Operation and
rail infrastructure operators dedicated to Development (OECD) regarding common
passenger and freight transport. The approaches to the environment and public
document is organised into two main areas, export credits, which requires consistency
namely rail operations, covering construction between public export credit policies and
and maintenance of rail infrastructure as well environmental conservation policies, and also
as operation of rolling stock, such as regarding good environmental practices of the
locomotives and rail cars; and, locomotive Development Assistance Committee (DAC) and
maintenance activities, including engine other issues.
services, and other mechanical repair and
I) JBIC IS ALSO SUPPORTING PROJECTS THAT AIM
maintenance of locomotive and railcars.
DIRECTLY AT ENVIRONMENTAL IMPROVEMENT.
(See Annexure VI for Reference)
The Guidelines refer to projects that aim directly
3.5.5- JBIC GUIDELINES FOR at environmental improvement. In its preface,
CONFORMATION TO ENVIRONMENT AND there is an explicit statement: "… it is JBIC's
SOCIAL CONSIDERATIONS: policy to provide active support for projects that
Japan Bank for International Cooperation promote environmental conservation and to
(hereinafter referred to as "JBIC") establishes projects that contribute to the protection of the
and makes public "JBIC Guidelines for global environment such as projects to reduce
Confirmation of Environmental and Social greenhouse gas emissions." Specifically, JBIC is
Considerations" (hereinafter referred to as the considering active support for the projects that
"Guidelines") with the objective of contributing will contribute to reducing greenhouse gas
to efforts by the international community, emissions, make use of alternative energies and
particularly developing regions, towards contribute to reducing the air pollution that
sustainable development, through consideration causes acid rain. This reflects a thematic
of the environmental and social aspects in all strategy of providing "support for developing
projects (hereinafter referred to as "project" or countries to address global issues," as set forth
"projects") subject to lending or other financial in the Performance Measurement for Strategic
operations (hereinafter collectively referred to Management.
as "funding") by JBIC. Environmental and social II) JBIC GUIDELINES CONFIRM HUMAN RIGHTS
considerations refer not only to the natural ISSUES
environment, but also to social issues such as
JBIC will assess the social environment as an
involuntary resettlement and respect for the
indispensable factor in environmental and social
human rights of indigenous people (hereinafter
considerations. JBIC will thus consider human
collectively referred to as "environment"). The
rights as a constituting factor of the social
Guidelines apply commonly to JBIC's
environment.
International Financial Operations and Overseas
Economic Cooperation Operations. The concept of human rights is broad. There is
Section 3
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a full spectrum of human rights issues ranging rights means that if the project involving
from those at the national level to the project resettlement, JBIC will confirm whether there
level. The Guidelines aim at weighing are adequate preparations for schools and
environmental and social impacts caused by healthcare facilities for children at the relocated
individual projects and will address specific site. Confirming considerations for
issues at the individual project level. JBIC will communicable diseases such as HIV/AIDS
be able to address human rights issues to the means that if the project involves large civil
extent that there are clear standards. Thus, to works and needs to set up a camp for workers,
apply the Guidelines, it is necessary to make JBIC will confirm whether workers will receive
clear the issues to be examined. Since JBIC is adequate education on communicable diseases.
capable of confirming at the project level the The scope of impacts to be considered may vary
appropriateness of considerations for from project to project. Thus it is more
involuntary resettlement, the rights of appropriate to consider it for specific projects
indigenous peoples, and vulnerable social rather than applying a uniform rule.
groups, including women and children, the
As a government agency, JBIC will respect
Guidelines have incorporated human rights
charters on human rights under the policy of
issues in Section 1 of Part 2 under the heading
the Japanese government. In view of their
of Environmental and Social Considerations for
diverse provisions and varying ratification status
Funded Projects.
in different countries, the Guidelines touched on
Human rights issues that can be addressed them in the preface rather without making
most effectively at the national level are not specific reference to them in the main text.
covered by the environmental guidelines. It is
IV) HOW DOES JBIC DEFINE "ENVIRONMENT" IN
desirable that human rights issues that can be
THE GUIDELINES?
addressed most effectively at the national level
are addressed through diplomacy and at the The Guidelines divide environmental issues into
national policy level, for example, in the three categories: those involving pollution
provisions of the ODA Charter, and not covered prevention/abatement, the natural environment
by the Guidelines. and the social environment. The social
environment is an important component in
III) JBIC UNDER THE GUIDELINES CONSIDERED considering environmental and social impacts.
SUCH ISSUES AS GENDER, CHILDREN'S RIGHTS, The term "environmental guidelines" is
HIV/AIDS AND OTHER COMMUNICATIVE DISEASES internationally taken to include the social aspect
As the Guidelines are designed to assess in addition to the natural environment. Thus the
environmental and social impacts of individual term "environmental guidelines" is in wider
projects, JBIC will confirm considerations for circulation than the "environmental and social
issues including children's rights, HIV/AIDS and guidelines." The common approach of OECD
gender appropriate for individual projects. also includes the social aspect of "resettlement"
in considering the "environment." The
For example, confirming gender consideration
Guidelines of JBIC recognizes the importance of
means that if the project involves resettlement,
considerations for resettlement, indigenous
JBIC will confirm whether a mechanism is in
peoples and socially vulnerable groups. To
place for providing adequate respect for
make this point explicit, JBIC deemed it more
women's opinions and views--and not excluding
appropriate to use "environmental and social
them. Confirming considerations for children's
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considerations" rather than "environmental projects. JBIC confirms the appropriateness of

considerations" and adopted this expression. environmental and social considerations in
accordance with the Guidelines. When
V) HOW DID JBIC DISSEMINATE INFORMATION ON
appropriate considerations have not been
THE PREPARATIONS AND CONTENT OF THE
made, JBIC will ask for action to address this
GUIDELINES TO THE DOMESTIC PUBLIC?
deficiency, and if appropriate environmental
To draw up the Guidelines in a transparent and and social considerations are not assured, JBIC
open process, JBIC solicited public comments may decide not to provide financing as an
for 2 months and held public consultation official financial institution. After the loan
forums 6 times in Tokyo and Osaka. The agreement is signed, monitoring takes place. If
Guidelines are also available on the JBIC JBIC determines that there is a need for
website. improvement in environmental and social
In confirming the appropriateness of considerations, it may ask for appropriate
environmental and social considerations for action. Further, if the response of the project
individual projects, the following information is proponent is unsatisfactory, JBIC may consider
provided at the time of screening: project the suspension of disbursement. In this way,
name, country, place, project outline, sector, JBIC will address environmental and social
category classification and its rationale. After considerations in a responsible manner.
signing the loan agreement, the results of If the project proponent is to undertake the
environmental review are made available at the project in a sustainable and responsible
JBIC website. In this way, JBIC will actively manner, the international common recognition
disclose information. is that it should address environmental and
VI) GUIDELINES SET FORTH REGARDING JBIC'S social considerations. The details of
RESPONSIBILITY AS A LENDER IN INDIVIDUAL environmental and social considerations JBIC
PROJECTS wants the project proponent to make are
described in Section 1-2 of Part 2.
As a government agency, JBIC provides support
for the international community, especially the
VII) WHO WILL CONDUCT ENVIRONMENTAL
developing world, in their efforts toward
REVIEWS AND MONITORING UNDER THE
sustainable development. In all the JBIC-
GUIDELINES?
financed projects, JBIC will confirm the
appropriateness of environmental and social Environmental reviews and monitoring must
considerations in accordance with the be conducted first by the project proponent
Guidelines. At the same time, JBIC extends who has close knowledge of and owns the
positive support to projects contributing to project.
environmental conservation, including global Meanwhile, to ensure its transparency and
environmental conservation, and environmental objectivity, the following obligation of the
improvement. project proponent were set forth in the
The Guidelines set forth procedures and Guidelines:
evaluation criteria for environmental reviews for
n 1) "When assessment procedures already
JBIC-financed projects as well as requirements
exist in the host country, and the project is
regarding environmental and social
subject to such procedures, the borrower
considerations for project proponents who own
must officially complete those procedures
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and obtain the approval of the host country ("monitoring").

government." (Part 2, Section 2)
IX) SCOPE OF STAKEHOLDERS DESCRIBED IN THE JBIC
n 2) "EIA report is required to be made GUIDELINES
available in the country and to the local
Stakeholders are defined in Section 1 of Part 1 as
community where the project is to be
"all stakeholders in the project concerned,
implemented." (Part 2, Section 2)
including local residents and local NGOs affected
n 3) "Sufficient consultations with stakeholders, by the project." In the Guidelines, those living in
such as local residents, must be conducted …. the area where there is a risk of being adversely
The outcome of such consultations must be affected by the project may become stakeholders,
incorporated into the content of the project and they are not limited to those living at the
project site. Such area may extend into
plan." (Part 2, Section 1)
neighbouring countries. The Guidelines considers
n 4) "It is desirable that the project proponent it unnecessary to exclude from stakeholders the
makes the results of the monitoring process people living in the vicinity of the project site only
available to project stakeholders." (Part 2, because they reside in different countries.
Section 1) Environmental assessment is conducted based on
the procedures in the project-dwelling country.
VIII) IN THE GUIDELINES, "CONFIRMATION OF (THE And consultations with the stakeholders will take
APPROPRIATENESS OF) ENVIRONMENTAL AND place under this procedural framework. Thus how
SOCIAL CONSIDERATIONS" AND "ENVIRONMENTAL to hold consultations will be considered on a case-
REVIEW" APPEAR FREQUENTLY. by-case basis by taking into account individual
JBIC confirms the appropriateness of projects and conditions in the surrounding areas.
environmental and social considerations in 3
stages: screening, environmental review and X) WHAT KINDS OF INTERNATIONAL STANDARDS
monitoring. "Environmental review" is a AND GOOD PRACTICES ARE USED AS A REFERENCE
component of the process of confirming IN THE GUIDELINES?
environmental and social considerations. JBIC recognizes that at present, there is no
international standard that embrace all issues
The Guidelines gave the following explanation.
necessary for confirming environmental and social
n JBIC does the following to confirm considerations and may be applicable throughout
environmental and social considerations: the world. JBIC will make a general reference to
international treaties, the World Bank's Pollution
n (a) Classify the project into one of the Prevention and Abatement Handbook (PPAH),
categories listed in Section 4-(2) of Part 1 standards of other international organizations,
("screening"); standards and regulations in Japan as well as
those in other advanced countries such as the U.S.
n (b)Conduct a review of environmental and
and European countries.
social considerations when making a decision
on funding, to confirm that the requirements Although there are many standards and good
are duly satisfied ("environmental review"); practices JBIC may turn to, specific examples
and are shown below.
n (c) Conduct monitoring and follow-up after Pollution prevention/abatement

the decision has been made on funding
Section 3
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n PPAH of the World Bank such as local residents, must be conduced …. The
outcome of such consultations must be
n Regulation standards in Japan and in the
incorporated into the content of the project plan"
U.S.
and "Appropriate consideration must be given to
n Malpol Convention vulnerable social groups, such as women,
children, the elderly, the poor and ethnic
Natural environment minorities … who may have little access to the
decision-making process within society." JBIC
n World Heritage Convention
considers it important to collect information
n Ramsar Convention broadly in confirming environmental and social
considerations. Section 5-(1) of Part 1 stated,
n Washington Treaty "JBIC makes available, important information on
n The Red List of IUCN environmental reviews" and "JBIC welcomes
information provided by concerned organizations
Social environment and stakeholders."
n World Heritage Convention XII) JBIC GUIDELINES REQUIRE COMPLIANCE WITH

n Operational Policy 4.12 concerning INTERNATIONAL STANDARDS IN ADDITION TO LAWS
involuntary resettlement of the World Bank AND REGULATIONS ON SOCIAL AND
ENVIRONMENTAL CONSIDERATIONS ESTABLISHED
n Operational Directive 4.20 concerning BY THE (NATIONAL AND LOCAL) GOVERNMENT
indigenous peoples of the World Bank HAVING JURISDICTION OVER THE PROJECT SITE
n Guidelines on resettlement of DAC JBIC examines compliance with environmental
laws and regulations laid down by the national
As a perfect list is not possible, the Guidelines
and local governments in confirming
states broadly in Part 1.3.(4) that "JBIC also
environmental and social considerations. It will
uses, as reference points or benchmarks,
also make references to international treaties,
examples of standards and good practices
PPAH of the World Bank, standards of other
regarding environmental and social
international organizations, standards and
considerations established by international and regulations in Japan as well as those in other
regional organizations and developed countries advanced countries such as the U.S. and
such as Japan." If new standards are European countries.
internationally established in the future, JBIC
will use them as reference points as well. However, since the natural environment and the
social and cultural background vary depending
XI) JBIC GUIDELINES DO TO TAKE INTO ACCOUNT on countries and regions, it is not appropriate
to apply a rigid, uniform rule to all the projects.
OPINIONS OF LOCAL RESIDENTS AFFECTED BY THE
PROJECT
XIII) WHEN THE PROJECT INVOLVES
JBIC considers it necessary; to take into account
RESETTLEMENT, HOW DOES JBIC CONFIRM THE
opinions of the people likely to be affected by the
CONSENT OF THE LOCAL INHABITANTS WHO HAVE
project, including such socially vulnerable groups
TO BE RELOCATED?
as women, children, the aged, the poor and ethnic
minorities. The Guidelines stated in Section 1 of As set forth in Section 2 of Part 2, the Guidelines
Part 1, "Sufficient consultations with stakeholders, place a premium on consultations with local
Section 3
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residents to ensure appropriate environmental

and social considerations. JBIC will confirm, on
the basis of the information provided by the
borrower, whether the consensus has been
reached among the residents by going through
appropriate procedures. Acknowledging the
importance of the information provided not only
by the borrower but also by the host
government and its agencies, co-financing
financial institutions, and other stakeholders,
JBIC will make use of such information. As
stipulated in Section 3-(3) of Part 1, "JBIC may,
when necessary, conduct surveys of proposed
project sites by dispatching environmental
experts to confirm environmental and social
considerations" and confirm whether
consultations with residents have been
conducted properly.
(See annexure IV for details)
Section 3
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ENVIRONMENTAL IMPACT ASSESSMENT (EIA) - REVIVAL OF KARACHI CIRCULAR RAILWAY,
SECTION 04
4. ENVIRONMENTAL and social BASELINE &

Consultation process
4.1 identification of (1) METEOROLOGY
environmental aspects Karachi is located on the coast and as a result
has a relatively mild climate. It can be
characterised by dry, hot and humid conditions
This section identifies the environmental aspects and in general it is moderate, sunny and
along the KCR route to help in selection of the humid. There is minor seasonal intervention of
environmentally least sensitive preferred a mild winter from mid-December to mid-
alternative. The environmental aspects have been February into a long hot and humid summer
identified by describing (i) the environmental extending from April to September.
profile of the macroenvironment, which is the City
District Karachi, and (ii) the microenvironment or A. TEMPERATURE:
the immediate neighbourhood of the KCR track The air temperature prevailing at Karachi city and
and stations. its adjoining coastal areas are generally high
throughout the year. During winter the range of
4.2 the macroenvironment variation of temperature is large for Karachi coast
especially in respect of maximum and minimum
temperatures. The air temperature rang of
4.2.1 environmental profile of
Karachi has an average annual range of about
district KARACHI ~6 to ~42 °C. The highest temperature (40°C or
The prevailing environmental conditions need to above) occurs in May, June and October. During
be assessed before the preliminary stages of SW monsoon in July and August due to cloud
planning and execution of the project. cover, the temperature is relatively moderate in
Identification of physical environmental Karachi but humidity is high (about more than
parameters and collection of relevant data is 70%). The mean monthly maximum and
important for the evaluation of impacts as well as minimum temperatures recorded at Karachi
for the suggestion of adequate mitigation Airport Meteorological Station of Pakistan
measures which forms the basis of the EIA Meteorological Department are given in Tables
exercise. 4.1 and 4.2, respectively.
4.3 PHYSICAL ENVIRONMENT
4.3.1 METEOROLOGY AND AIR QUALITY B. RAINFALL:
The rainfall in Karachi is extremely low. The
Meteorology is an important parameter in
rainfall data shows that 156.8 mm rainfall was
environmental impact assessment exercise. All
recorded during first six months of 2007.The
air pollutants emitted by point and non-point
records for the last over six years are presented
sources are transported, dispersed or
in Table 4.3.
concentrated by meteorological and
topographical conditions.
Section 4
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Table 4.1: Mean Monthly Maximum Temperature oC

Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Annual
2001 27.2 29.6 33.1 34.6 35.1 34.8 32.1 32.3 33.1 36.0 33.5 30.4 32.6
2002 27.0 28.1 33.3 35.4 35.6 35.1 32.2 31.0 31.3 36.5 32.7 28.1 32.2
2003 27.6 28.5 32.3 36.6 35.7 34.8 34.1 33.5 32.5 37.0 32.2 28.3 32.8
2004 26.6 29.9 36.2 35.4 36.8 35.6 33.5 32.6 32.8 33.7 30.7 29.4 32.8
2005 24.9 26.2 31.4 35.3 35.4 36.1 33.2 33.2 34.2 35.2 33.1 28.2 32.1
2006 26.0 31.3 31.8 34.0 34.6 35.3 33.8 31.0 34.2 35.0 33.4 26.3 32.2
2007 26.9 29.4 31.4 37.7 36.0 36.4
Source: Pakistan Meteorological Department
Table 4.2: Mean Monthly Minimum Temperature oC

2001 11.5 17.9 19.7 23.8 28.1 29.8 27.1 26.5 25.9 24.4 18.5 15.9 22.2
2002 12.6 13.8 19.5 23.9 27.0 28.1 26.9 25.6 24.7 22.2 17.6 14.8 21.4
2003 12.7 16.9 19.8 24.1 25.6 28.1 27.6 26.0 25.3 20.9 15.2 12.0 21.2
2004 12.9 14.5 19.1 24.8 27.3 28.7 27.7 26.3 25.3 22.4 17.9 15.4 21.9
2005 12.3 14.8 20.3 22.9 26.4 28.4 27.4 26.6 26.5 22.9 18.9 12.9 21.7
2006 11.7 18.1 19.6 24.5 27.5 28.5 28.3 26.3 26.8 25.7 19.4 14.0 22.5
2007 13.0 17.3 19.7 24.7 27.6 28.6 21.8
Table 4.3: Monthly Amount of Precipitation (mm) at Karachi Air Port

2001 0.0 0.0 0.0 0.0 0.0 10.5 73.6 16.2 Trace 0.0 0.0 0.0 100.3
2002 0.0 2.4 0.0 0.0 0.0 Trace 0.3 52.2 Trace 0.0 0.5 0.4 55.8
2003 6.4 21.8 0.0 0.0 0.0 16.3 240.4 9.8 Trace 0.0 0.2 0.0 294.9
2004 13.7 0.0 0.0 0.0 0.0 Trace 3.0 5.6 Trace 39.3 0.0 4.3 65.9
2005 10.8 12.8 Trace 0.0 0.0 Trace 1.3 0.3 54.9 0.0 0.0 17.1 97.2
2006 Trace 0.0 Trace 0.0 0.0 0.0 66.2 148.6 21.9 0.0 3.1 61.3 301.1
2007 0.0 13.2 33.4 0.0 0.0 110.2 156.8
C. WIND SPEED & DIRECTION viz. summer and winter are rather unsettled or
large variations are noted both with respect to
The wind blows throughout the year with highest
speed and direction. The wind speed and
velocities, during summer it has direction from
direction are given in Table 4.4 and 4.5.
south-west to west. During winter, wind blows
from north to northeast and shift southwest to D. STORMS
west in the evening hours. This high velocity
The tropical cyclones generally develop over
wind usually carries sand and salt, resulting in
Arabian Sea in low latitude i.e. 5-20 degrees
severe corrosion and erosion. The wind velocity
north and dissipate after they move over land.
varies between 3-15 m/s. The wind direction
The maximum frequency of tropical cyclone
and speed between the two monsoon seasons
formation occurs in April, May & June and in the
Section 4
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Table 4.4: Wind Speed (knots) at 12:00 UTS

2000 6.4 6.7 8.4 10.9 11.0 13.0 12.4 10.3 10.5 7.5 4.9 4.1 8.8
2001 4.5 5.7 7.9 9.5 12.2 12.3 8.5 9.8 8.2 5.7 4.2 4.3 7.7
2002 6.0 7.0 8.6 10.9 12.6 9.1 14.1 9.7 11.0 5.8 5.8 5.2 8.8
2003 7.1 8.3 9.2 10.1 11.2 10.5 7.9 9.6 7.3 6.2 4.7 4.1 8.0
2004 6.3 7.2 7.2 10.1 11.9 12.2 12.5 11.9 9.4 6.7 3.8 4.9 8.7
Table 4.5: Wind Direction at 12:00 UTS

Year Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec
2001 S54W S43W S42W S45W S46W S45W N52W S59W S44W N56W S45W S06W
2002 S67W S52W S51W S55W S51W S42W S54W S45W S48W S56W N54W S41W
2003 S60W N50W S45W S48W S45W S68W S60W S47W S43W S54W S50W S27W
2004 N27E S46W S53W S49W S52W S54W S54W S62W S56W S47W S45W N86E
2005 N63E S51W S50W S52W S63W S48W S54W S49W S87W S54W S52W N23W
October & November. The month of June E. HUMIDITY
receives least tropical cyclones in the region.
Due to the city's proximity to the sea, humidity
About 76% of tropical cyclones in Karachi levels usually remain high throughout the year.
approach from the south through east. Annual range is from 50% (December, driest
month) to 85 % (August, most moist month).
Tropical cyclones that come near the proximity of
The table 4.6 gives month wise relative humidity
Karachi are generally weakened. The one that
data for District Karachi. Table 4.6 shows
came near the coastal area on May 12, 1999
monthly relative humidity data of district Karachi.
changed their direction and hit the coastal area
of Badin, however Karachi was safe from this Table 4.6: Karachi Climatological
Information
cyclone as it is located in the peripheral area and
only rain showers of moderate intensity were Month Relative Humidity (%)
recorded. am Pm
Jan 63 45
In September 2006, one more cyclone
Feb 72 49
proceeded towards coastal belt of Badin;
Mar 79 57
however it did not hit the area and changed its
Apr 87 62
direction. Although some cyclones have passed
near the coastal belt of Badin but still it is May 88 68
classified outside the zone of cyclone activity for Jun 86 69
the Arabian Sea. Jul 28 73
Aug 90 74
Sep 89 71
Oct 83 57
Nov 68 49
Dec 64 45
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2. AMBIENT AIR QUALITY quality survey was to determine the baseline of

ambient air quality in and around the KCR route.
Although innumerable sources contribute to air
Five primary air pollutants / parameters viz.
pollution, but motor vehicles have been singled
particulate matter, NOx, CO, CO2, SO2 were
out as the dominant source of air pollution in
monitored for their concentrations to be checked
Karachi. Atmospheric pollutants commonly
against the NEQS. The locations of these
associated with motor vehicles are carbon
monitoring stations are as follows:
monoxide (CO), oxides of nitrogen (NOx), oxides
of sulphur and particulates (PM10). Though 1. Site No - 1 (Baldia near Gulbai)
there are emissions from stationary sources from 2. Site No - 2 (Chaniser Halt)
residential and business district areas associated
3. Site No - 3 (Depot Hill near Drigh Road)
to burning of fuel for power generation (through
electrical generators) but are of limited extent. 4. Site No - 4 (North Nazimabad)
5. Site No - 5 (Wazir Mansion)
(i) ambient air quality standards Following considerations were made for site
Table 4.7 shows ambient air quality standards: selection;
TABLE 4.7 : AIR QUALITY STANDARDS

Pollutants USEPA WHO World Bank NEQS (Proposed)
SO2 TIME Standard AVG. TIME Standard AVG. TIME Standard AVG. TIME Standard
24 HRS 365 µg/m3 24 HRS 90 µg/m3 ANNUAL 100 µg/m3 ANNUAL 100 µg/m3
(140 ppb) 1 HR (34 ppb) MEAN (38 ppb) MEAN (38 ppb)
350 µg/m3 24 HRS 500 µg/m3 24 HRS 400 µg/m3
CO 8 HRS 10 mg/ m3 8 HRS 10 mg/ m3 - - - -

1 HR (9 ppm) (8.7 ppm) 100 µg/m3
40 mg/m3 (53 ppb)
NOx ANNUAL MEAN 100 µg/m3 1 HR 190-320 ANNUAL 100 µg/m3 ANNUAL -
(53 ppb) µg/m3 MEAN (50 ppb) MEAN
O3 1 HRS 235 µg/m3 8 HRS 120 µg/m3 - - -

1 HR 200 µg/m3
TSP 24 HRS 260 µg/m3 24 HRS 150-230 ANNUAL 100 µg/m3 - -

µg/m3 MEAN 500 µg/m3
24 HRS
PM10 24 HRS 150 µg/m3 - - - - - -
n Site is critically important from the aspect of

A. SAMPLING SITES: providing an interface between the vehicular
Ambient air quality monitoring was carried out at and rail as well as human receptor
4 different locations along the KCR route. The interception.
various sources of air pollution in the project area
n The potential of selected site for future
are industrial emissions, vehicular traffic, and
development and projected activity.
dust arising from field road side and construction
activities. The prime objective of baseline air
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Map showing ambient air quality monitoring locations

Figure 4.1:
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B. RESULTS OF MONITORING: (auto three wheelers) and stable sources of

pollutants from a range of factories appears to
Though there is no stipulated environmental
have surpassed international standard.
standard in Pakistan, dust concentration in the
air in general appears to more than that of in During the construction works of the Project,
Japan. Emission of pollutants from mobile dust emanation would contribute, worsening
sources such as diesel vehicles, auto rickshaw the ambient air, especially during dry seasons.
1- SUMMARY OF AMBIENT AIR QUALITY RESULTS AT BALDIA NEAR GULBAI.
CO (ppm) CO2 (ppm) NOx (ppb) SO2 (ppb) PM10 (µg/m3) w/s (m/s) w/d (degree) Temp (0C) RH (%)
Avg. 3.9 353 35 24 181 4.5 279 30 62
Max 5.3 375 45 34 241 6.4 299 34 66
Min 2.5 336 21 12 123 2.4 242 25 56
2- SUMMARY OF AMBIENT AIR QUALITY RESULTS AT CHANISER HALT.
Avg. 2.9 351 36 19 170 3 271 29 46
Max 4.1 372 48 31 230 4 292 35 82
Min 1.3 337 18 6 130 1 230 25 28
3- SUMMARY OF AMBIENT AIR QUALITY RESULTS AT DRIGH ROAD.
Avg. 5.9 360 38 26 167 3 285 26 46
Max 7.3 379 52 39 240 5 308 33 76
Min 4.5 342 19 12 126 2 255 21 26
4- SUMMARY OF AMBIENT AIR QUALITY RESULTS AT NORTH NAZIMABAD.
Avg. 2.9 346 34 19 163 3 267 28 64
Max 4.3 365 47 34 236 5 290 32 69
Min 1.5 328 14 7 122 1 237 23 56
5- SUMMARY OF AMBIENT AIR QUALITY RESULTS AT WAZIR MENSION
Avg. 1.0 324.6 15.3 12.2 221 1 13 12 31
Max 6.0 349.9 39.7 27.5 287 4.5 169 15.8 89
Min 3.2 337.9 27.0 19.6 155 2.9 131.5 19.4 63.4
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4.3.2 NOISE AND VIBRATION that steady noise is not as annoying as one, which is
continuously varying in loudness and intensity.
(1) NOISE b. Time of day at which noise is produced, for
The impact of noise can lead to effects such as example high noise levels at night in residential
hearing loss and annoyance depending upon the areas are annoying because of sleep disturbances.
persistence, loudness and intensity of noise levels. c. Location and distance of noise source from
The environmental impacts of noise on human noise sensitive areas, its frequency,
and ecological receptors from transportation intensity, loudness and period of exposure.
projects can be perceived by considering various
Noise level survey was conducted at the project site
factors in the design of the project providing
with the objective to establish the baseline noise
necessary mitigation measures for reduction in levels and assess the impacts of total noise
noise generations using improved technology and expected due to the proposed project.
operation techniques. The assessment of noise
impact on the receptors in and around the project A. MONITORING SITES:
affected area would depend upon:
The noise data was monitored at various locations
a. Characteristics of noise sources (instantaneous, along the whole corridor. The monitoring locations
intermittent or continuous in nature). It can be observed can be seen in the map figure 4.2
Figure 4.2: Map showing noise monitoring locations
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Noise levels were measured along the project The bar graph representing the noise
alignment at 7.5 m away from source as per monitoring data is shown in figure 4.3.
standard practice. The noise levels so
obtained are summarized in Table 4.8.
Table 4.8: Noise monitoring data at mentioned locations

1 Star Gate Halt Station 24 hour 43.25 53.73 30.03
2 Drigh Colony Station 24 hour 53.63 80.61 30.23
3 Drigh Road Station 24 hour 59.42 79.92 35.22
4 Air Force Halt Station 24 hour 46.98 68.16 43.57
5 Karsaz Station 24 hour 31.19 32.09 30.64
6 Chanesar Station 24 hour 50.61 57.60 41.79
7 Karachi Cantt Station 24 hour 74.17 80.70 62.50
8 Karachi City Station 24 hour 41.65 75.98 31.00
10 Shershah 24 hour 72.50 88.12 60.15
11 Nipa 24 hour 61.16 159.64 10.37
(Source: Data Recorded by SUPARCO)
Figure 4.3: Bar Graph showing Noise Monitoring Data
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(2) VIBRATION distributed along the entire project and should

be representative of the types of vibration
I. The Detailed Vibration Analysis consists environments found in the corridor. This
of three parts: would commonly include:
a. Measurements in quiet residential areas
A. Survey Existing Vibration. removed from major traffic arterials to
Although knowledge of the existing levels of characterize low-ambient vibrations;
ground-borne vibration is not usually required b. Measurements along major traffic arterials
for the assessment of vibration impact, there and highways or freeways to characterize
are times when a survey of the existing high-vibration areas;
vibration is valuable. Examples include
documenting existing background vibration at c. Measurements in any area with vibration-
sensitive buildings, measuring the vibration sensitive activities; and
levels created by sources such as existing rail d. Measurements at any significant existing
lines, and, in some cases, characterizing the source of vibration such as railroad lines.
general background vibration in the project
The transducers should be located near the
corridor.
building setback line for background vibration
measurements. Ambient measurements along
B. Predict Future Vibration and Vibration railroad lines ideally will include: multiple
Impact. sites; several distances from the rail line at
All of the available tools should be applied in each site; and 4 to 10 train passbys for each
a Detailed Analysis to develop the best test. Because of the irregular schedule for
possible estimates of the potential for freight trains and the low number of
vibration impact. operations each day, it is often impractical to
perform tests at more than two or three sites
C. Develop Mitigation Measures. along the rail line or to measure more than
two or three passbys at each site. Rail type
Controlling the impact from ground-borne
and condition strongly affect the vibration
vibration requires developing cost effective
levels. Consequently, it is important to inspect
measures to reduce the vibration levels. The
the track at each measurement site to locate
Detailed Analysis helps to select practical
any switches, bad rail joints, corrugations, or
vibration control measures that will be
other factors that could be responsible for
effective at the dominant vibration
higher than normal vibration-levels.
frequencies and compatible with the given
transit structure and track support system.
III. Methods of characterizing
vibration
II. Site Selection Criteria for Vibration
The appropriate methods of characterizing
Selecting sites for an ambient vibration survey ambient vibration are dependent on the type
requires good common sense. Sites selected of information required for the analysis.
to characterize a transit corridor should be Following are some examples:
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a. Ambient Vibration: vibration is required. An example would be if
Ambient vibration is usually characterized with vibration transmission of the ground is

a continuous 10- to 30-minute measurement suspected of having particular frequency
of vibration. The Leq of the vibration velocity characteristics. For many analyses, 1/3-octave
level over the measurement period gives an band charts are best for describing vibration
indication of the average vibration energy. Leq behavior. Narrowband spectra also can be
is equivalent to a long averaging time rms valuable, particularly for identifying pure
level. Specific events can be characterized by tones and designing specific mitigation
the maximum rms level (Lmax) of the event or measures.
by performing a statistical analysis of rms D. Vibration Monitoring Locations:
levels over the measurement period. An rms
averaging time of 1 second should be used for The Vibration data was recorded at following
statistical analysis of the vibration level. locations:
b. Specific Events: a. Near Shershah
Specific events such as train passbys should b. Near Abbasi Shaheed Hospital
be characterized by the rms level during the c. Near Nipa
time that the train passes by. If the
The vibration data so obtained is summarized
locomotives have vibration levels more than 5
in table 4.9 below
Table 4.9: Vibration Monitoring Data

1 Shershah 24 hour 31.89 39.60 21.30
2 Nipa 24 hour 18.22 29.60 9.20
dB higher than the passenger or freight cars, 4.3.3. TERRESTRIAL ENVIRONMENT

a separate rms level for the locomotives
should be obtained. The locomotives can (1) PHYSIOGRAPHY
usually be characterized by the Lmax during Karachi is located in the southern region of
the train passby. The rms averaging time or Sindh on the coast of the Arabian Sea. The city
time constant should be 1 second when covers an area of approximately 3,530 square
determining Lmax. Sometimes it is adequate kilometers, comprised largely of flat or rolling
to use Lmax to characterize the train passby, plains, with hills on the western and northern
which is simpler to obtain than the rms boundaries of the urban sprawl. Two rivers pass
averaged over the entire train passby. through the city; the Malir River which flows
from the east towards the south and centre,
c. Spectral Analysis: and the Lyari River stretching from north to the
When the vibration data will be used to south west ending in the Arabian Sea. The
characterize vibration propagation or for other Karachi Harbour is a sheltered bay to the south-
special analysis, a spectral analysis of the west of the city, protected from storms by the
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Sandspit Beach, the Manora Island and the form of synclines and anticlines with low dips of
Oyster Rocks. The Arabian Sea beach lines the 2 to 6 degrees (rarely up to 10 degrees). These
southern coastline of Karachi. Dense mangroves folds have a general southward plunge
and creeks of the Indus delta can be found direction.
towards the south east side of the coast.
These structural features clearly indicate that
Towards the west and the north is Cape Monze,
the structure of the Gaj basin (Khadeji basin) is
an area marked with projecting sea cliffs and
more suitable for the accumulation and storage
rocky sandstone promontories. Some excellent
of ground water by virtue of more extensive
beaches can also be found in this area including
recharge zones, locations of probable
sensitive locations for green turtles breeding
groundwater aquifers at shallower depths and
grounds like Hawkesbay.
several shallow synclinal structures.
(2) GEOLOGY (3) GEOLOGY OF THE MICROENVIRONMENT-KCR

Karachi and adjoining areas have plains, hills, ROUTE AND STATIONS
rivers, valleys and coasts as diversified physical
The Karachi Circular Railway route plan passes
features. Rocks ranging in age from Eocene to
through 18 towns of Karachi. The detailed
recent, deposited under shallow marine to
description of geology of the Karachi towns is
deltaic conditions are exposed. Karachi is a part
described below:
of major synclinorium stretching from
Ranpathani River in the east to Cape Monze in
the west. Mehar and Mol mountains lie in the
A. KEMARI TOWN
north. Within the synclinorium a number of Soil Type:
structures such as Pipri, Gulistan-e-Jauhar, Pir In the western flank of Kemari Town mostly the
Mangho and Cape Monze are exposed. The soil comprises of sand bars & costal sand dune
presence of concealed structures under the deposits with some traces of mangroves swamp
Malir River Valley, Gadap and Mauripur plains deposits in the western flank. On the western
can fairly be deduced (GSP, 2001). flank of Kemari town mostly soil comprises of
Various rock units described above have been alluvial deposits with some piedmont & sub
folded to form anticlinal hills and synclinal piedmont deposits.
valleys, with moderate to gentle dips. The fold Lithology:
axes run approximately north-south.
Structurally the area may be divided into two Mangroves swamp deposits cover natural
zones. First zone is to the east and northeast mangroves forest in low tidal region which
and it is characterized by relatively more contain silt & clay with some organic
intense folding and faulting. Rocks ranging in components although costal sand dune & sand
age from Paleocene to Oligocene are also bar deposit consist of medium to coarse grain
exposed in this zone. The second zone is sand with some influence of mica with shifting
located in the centre and to the west and of sand dunes.
southwest and comprises the large area, which Piedmont deposit basically consist of recent to
opens out towards the south and largely sub recent deposit which comprises of loosely
consists of horizontal or near horizontal strata packed boundless, cobbles, pebbles, coarse to
which form gentle structural undulations in the fine grained sand with the deposit of alluvial
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form in the western side of Kemari town which places the soil is coarse grained with pebbles
contains large amount of pebbles,gravel, sand, with broken shells. In extreme north east some
silt & clay with fan shaped structure. part of Gulistan-e-Juhar member is also
exposed in interbeded siltstone & clay of Gaj
B. SITE TOWN
formation of Miocene.
Soil Type:
Lithology:
Mainly consist of interbeded yellow & grey silt
Basically consist of alluvial deposits with some
stone with sand stone, limestone and clay are
areas dominant by Mangroves swap deposits
exposed at different locations.
but the North West area of Clifton is mainly
Lithology: underlies with costal sand dune deposits.
Consist of Gulistan-e- Jauhar and Mol member Geological Structure:
of Gaj formation of Miocene.
Basically the area is synclinal in structure, but in
C. ORANGI TOWN some areas these alluvial deposit have
Soil Type: unconformable contact with Gulistan-e-Jauhar
member of Gaj formation.
Soil basically consists of predominantly sand stone &
clay with minor traces of limestone interbeded with E. JAMSHED TOWN
clay in northern part of town. The sandstone varies Soil Type:
in structures at some places it is hard rigid and else
The soil mainly consist of yellow to light brown
where it is friable. While the clay found is grey to
silt stone & sand stone, greyish clay & yellow
greenish grey in the mole pleatue. While the Mundro
sandstone in different areas of Jamshed Town.
member it is mostly brown to grey or greenish grey.
Lithology:
Lithology:
Mainly consist of siltstone, clay, sandstone &
The soil of Orangi town mainly composed of
limestone of Gulistan-e-Jauhar member of Gaj
two major formation of Oligocene & Miocene
formation of Miocene.
i.e. Gaj & Nari formation. Which falls into
different member i.e. Mol, Mundro, Orangi & Pir Geological Structure:
Mangho member.
The area is anticlinal in structure which dips
Geological Structure: towards NE & NW. A fault line also passes
through the region from south to NE towards
Mostly the area in anticlinal in structure. A fault
Gulshan-e-Iqbal town.
running across from north east of Gulistan-e-Juhar
member which encompasses the whole area towards
Gound Bas in the north west on the regional basis. F. GULSHAN-E-IQBAL TOWN
Some local faults are also present in N & NE direction. Soil Type:
D. SADDAR TOWN Consist of siltstone, sandstone& clay interbeded
Soil Type: with limestone with alternate bands of clay with
siltstone. Grey sandstone of Manchar formation
The soil comprises of poorly sorted, is also exposed in the area overlaying by
unconsolidated, loose gravel, sand and silt alluvium deposit.
which is of fine grained texture but at some
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Lithology: which is lenticular, and are three types which is

based on the different depositional
Mainly consist of yellow and grey siltstone,
environment.
sandstone and clay which are interbeded with
limestone of Gulistan-e-Juhar member of Gaj Lithology:
formation of Miocene. Some area is also
Lithology of Landhi town comprises of grey
overlain by the rocks of Manchar formation of
sandstone of Manchar formation of Pleistocene,
Pleistocene in NE direction while some part is
alluvium deposits and Korangi conglomerates in
also covered by recent alluvium deposits.
the NW side of recent to sub recent age.
Geological Structure:
Mainly the area is anticlinal in structure but in
The area is mostly synclinal in structure with
the NE direction some plain area covered by
some alluvium planes in the NE direction. Grey
alluvium. The fault line which arises from
sandstones of Manchar formation of Pleistocene
Jamshed town end at the boundary of Gulshan-
has unconformable contact with the alluvial
e-Iqbal town.
deposit in NE. mostly the deposits are river
dominated deposits but at some places near
G. SHAH FAISAL TOWN Korangi conglomerates are beach deposits.
Soil Type:
The soil consists of unsorted gravel, pebbles, I. KORANGI TOWN
sand, silt and clay. Which bears a fan shaped Soil Type:
structure due to predominance of river derived
The conglomerate beds are mainly lenticular.
deposit in the past i.e. Malir River.
These beds differ in deposition environment in
Lithology: NW direction where beach deposits are found
but near Wagodr village stream bed deposits
Mainly consist of recent deposits which
are present which shows cut and fill structure.
comprises of alluvium deposit of Quaternary
The Korangi plane area contains irregular,
age.
poorly consolidated deposits of gravel.
Lithology:
The recent alluvium deposit of Quaternary age
Mainly composed of Korangi conglomerates of
has an unconformable contact with Gulistan-e-
recent to sub recent of quarternancy age.
Juhar member of Gaj formation of Miocene.
H. LANDHI TOWN Mostly the area is plain in structure. Right flank
Soil Type: of Malir River encompasses the whole formation
in NE direction.
The soil basically consists of grey to greyish
sandstone of Manchar formation of Pleistocene
with brown clay and some traces of J. NORTH NAZIMABAD TOWN
conglomerates. Some alluvium deposits are Soil Type:
found in NE direction which comprises of poorly
The alluvium soil mainly consists of unsorted
sorted loose gravel, sand, and silt. In the NE
pebbles, gravel, sand, silt and clay. Although
direction it is overlain by Korangi conglomerates
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Gulistan-e-Juhar member contain interbeded sorted, unconsolidated loose gravel, sand and
yellow & grey silt stone and sand stone, clay silt.
and lime stone.
Lithology:
Lithology:
Mostly area is covered with alluvial deposit of
Mainly dominated by alluvial deposits but in NW quarternancy age.
direction Gulistan-e-Juhar member of Gaj formation
of Miocene are also present at some places grey sand
stone of manchar formation of Pleistocene are also The area is synclinal in structure. The recent
exposed. alluvial deposit has unconformable contact with
Gulistan-e-Juhar member of Gaj formation in NE
and NW direction.
The area is anticlinal in structure in NW side but in NE
direction it is synclinal. A major fault arises from the M. LIAQUATABAD TOWN
NW of Gulistan-e Juhar formation in area which
Soil Type:
covers about 280 km area in further NW towards
orangi sand stone. The alluvial covers mainly composed of poorly
sorted, unconsolidated loose gravel, sand and
K. NEW KARACHI TOWN silt.
Soil Type: Lithology:
Mostly contains alluvial deposits derived from flood The area is totally uncovered with recent
basin and streams which consist of poorly sorted, alluvial deposit of quarternancy age.
loose gravel, sand and silt. In some areas interbeded Geological Structure:
yellow and grey silt and sand stones with interbeding
The area is synclinal in structure. The recent
of clay are also found in the NE direction grey sand
alluvial deposit has unconformable contact with
stone.
Gulistan-e-Juhar member of Gaj formation in NE
Lithology: and NW direction.
Mostly covered with alluvial deposit of recent of
quarternancy age with some deposit of Manchar N. MALIR TOWN
formation of Pleistocene age and at some places Soil Type:
Gulistan-e- Juhar formation is exposed in NW
direction. The alluvial covers mainly composed of poorly
sorted, unconsolidated loose gravel, sand and
Geological Structure: silt.
Generally the area is plain in NE direction but in the Lithology:
NW a fault line passes through Mol & Gulistan-e-Juhar
member of Gaj formation in further NW direction. Mainly composed of alluvial deposit of
quarternancy age, which is derived from Malir
River in the NE direction.
L. GULBERG TOWN
Soil Type:
The area is synclinal in structure. The recent
The alluvial covers mainly composed of poorly
alluvial deposit has unconformable contact with
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Gulistan-e-Juhar member of Gaj formation in NE Geological Structure:

and NW direction.
Basically the area contains plain topography but
in NE & NW direction there are some anticlinal
O. BINQASIM TOWN bodies are also found. In the NE direction the
Soil Type: Thaddo area contains two local faults which
have only lateral movement.
Alluvium deposit are mainly composed of
unconsolidated, poorly sorted, gravel, sand and
silt with gravel sand stone in the north which is Q. LIYARI TOWN
interbeded with brown clay and minor Soil Type:
conglomerates.
Soil consist of unconsolidated, poorly sorted,
Lithology: gravel, sand and silt with grey sand stone
interbeded with brownish clay and
Mostly consist of recent alluvium deposit of
conglomerates & minor traces of interbeded
Quarternancy age but in extreme north
yellow & grey silt and sand stone with clay &
direction grey sand stone of Manchar formation
lime stone.
of Pleistocene and Gulistan-e-Juhar member of
Gaj formation are also found. Lithology:
Geological Structure: Mainly composed of recent alluvium deposits of
Quarternancy age & partially contains grey sand
Mostly the area is anticlinal in structure, but in
stone of Pleistocene of Manchar formation with
NE the alluvium deposits are basically low
some traces of Gulistan-e-Juhar member of Gaj
laying area. The overlaying Gulistan-e-Juhar
formation found in NW direction.
member has conformable with grey sand stone
of Manchar Formation. Geological Structure:
Mostly the area is plain in structure but in the
P. GADAP TOWN NW direction it is partly anticlinal. The alluvial
Soil Type: deposit derived from Layari river which flows SE
to north direction.
Consist of unconsolidated, loose, poorly sorted
sand, gravel sand silt in the NE direction green
to greyish sand stone with brown clay & minor R. BALDIA TOWN
traces of conglomerates are found. In the NW Soil Type:
direction interbeded yellow and grey silt and
It comprises of number of formation i.e.
sand stone with clay and lime stone are
Mundro and Mol member of Gaj formation of
dominate.
Miocene, Orangi and Pir Mangho member of
Lithology: Nari formation of Oligocene with some alluvium
deposit in N.W towards Lalji syncline
Mostly consist of alluvium deposit of
Quarternancy age. At some places in the NE & Lithology:
NW direction Manchar formation of Pleistocene
Soil type differs due to change in Lithology but
and Gulistan-e-Juhar member of Gaj formation
mostly composed of sand stone and limestone
are also found.
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with subordinate clay at some places some experienced in the past from 1970 to 2005, four
alluvium are also found near Lalji syncline seismic zones have been identified in and
which comprises of unconsolidated, loose sand, around Karachi. One seismic zone lies to the
silt and clay. west of Karachi, passing across the Sonmiani
area. It extends south-westwards into the
Arabian Sea having alignment with the
The area is mainly anticlinal in structure which submarine Murray Ridge and seems to extend
contains number of local faults arising from towards Uthal-Bela areas in the north.
North towards SW in Mundro and Mol member.
The second seismic zone seems to follow the
south-eastern margin of Kirthar Range from
S. KARACHI CANTT the north to the south, swinging ultimately
Soil Type: towards the southwest. This zone includes
Soil mainly composed of flood basin & stream Karchat, Thano Bula Khan, Lakhra, Jhimpir,
deposits which are poorly sorted Jungshahi, Thatta and areas further south.
unconsolidated loose gravel, sand & silt. At The third zone passes across the eastern
some places grey to greyish grey sand stone is vicinity of Badin in the northeast-southwest
found with interbeding of brown clay. direction along the eastern margin of the
Indus Delta. The fourth seismic zone lies
Lithology: across the Pakistan-India border. Earthquakes
Mostly covered with recent alluvium deposit of of low to moderate magnitudes - 3.1 to 4.0M
Quarternancy age with overlaying Gulistan-e- and 4.1 to 5.0M - dominate in these zones.
Jauhar formation. Quakes of higher magnitudes (above 5.0M)
take place only in the Rann of Kutch, which is
a known high-risk area.
The area is anticlinal in structure but in the NW
Records show that earthquakes of low to
it also shows synclinal behaviour. The alluvium
moderate magnitudes occurred in the zones -
deposit has unconformable contact with
Murray Ridge-Sonmiani-Uthal, south-eastern
Gulistan-e-Jauhar member of Gaj formation.
Kirthar, and NE-SW Badin areas. Moderate
magnitude earthquakes in Jangshahi, Thatta,
(4) SEISMICITY
Jhimpir and Thano Bula Khan Area which
Karachi Building Control Authority has placed produced low to moderate intensity shocks in
Karachi in Zone 2 Based on the actual events, Karachi as experienced in 1985.
the past observance of fault movement and
other geological activities. It has been inferred Interestingly, some earthquakes of more than
that Karachi is situated in a region where 4M that took place to the west of Karachi in the
moderate earthquakes of magnitude 5.0 to 6.0 Arabian Sea at about the same distance as that
equivalents to intensity between VII and VII on of the 1985 earthquakes were not felt in
Modified Mercallis Scale may occur. On the basis Karachi. Similarly, the great Bhuj earthquake of
of correlation of different scales and zoning, 2001 - which measured 8.0 on the Richter scale
Karachi has been established as being situated and which caused enormous damage in
in a noticeably moderate earthquake zone. Ahmedabad and its surrounding areas - did
not cause much damage in Karachi or
On the basis of magnitude of earthquake
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Figure 4.4: Seismic Zones of Pakistan
Hyderabad even though these two Pakistani (A)Surjan Fault:

cities are situated as far away from the
Along the Kirthar Range front, there is N-S
epicentre as Ahmedabad. Much like the
trending active faults. They are dip-slip or
tremors resulting from the micro-quakes
bedding-plane faults. North of Karachi and
occurring from July to October of 2005, jolts
west of Lakhra, the north-south Surjan Fault
were felt as well between August and
cuts across the Quaternary deposits. West of
September of 1998. During the two-month
Jhimpir, the southern end of this fault is
period, some 11 micro-earthquakes, with
intersected by the northwest trending Jhimpir
magnitudes ranging from 2 to 3.9M, took
Fault. The interaction of these two faults is
place in addition to numerous smaller ones.
characterized by at least four tele seismic
These events were only recorded at PMD's
events of shallow focal depth and magnitude
Karachi Seismic Station.
3-6. The maximum magnitude of the
Major active faults around Karachi Metropolis are: earthquake associated with the Surjan Fault is
(1) Surjan Fault (2) Jhimpir Fault (3) Pab Fault of the order of M ~ 6-1.
(4) Hab Fault and (5) Rann of Kutch Fault are (B)Jhimpir Fault:
discussed below
N-W trending. A number of epicenters are
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located on this fault. The fault has produced and test drilling indicate good and uniform
an earthquake of M ~ 5.6 on Richter scale. hydrologic conditions in Karachi area because
of intraformational permeability, transmissivity
(C) Pab Fault:
and suitability of geologic structures. Usually
NNW-SSE trending and located in the eastern suitable characteristics of groundwater are
part of Pab Range. The maximum magnitude experienced in the urban regions of Karachi
of the earthquake associated with this fault is area which do not pose any major problems
of the order M ~ 7.0 on Richter scale. The Pab for development projects in domestic,
fault has dislocated vertically the Quaternary commercial and industrial sectors.
alluvial fans.
From the view point of groundwater
(D) Hab Fault: availability, the rock formations of the area
The Hab valley is traversed by this fault. may be divided into three main groups. The
first group comprises the unconsolidated
(E) Rann of Kutch Fault: quaternary sediments. This group is relatively
This E-W trending fault has produced more homogeneous in its hydrogeologic
earthquake of the order of M ~ 7.6 on Richter properties and most of the good quality
scale. In 1819 and 1956, this fault has been groundwater of the region is located in this
responsible for sever earthquakes in Gujrat, group. However, it is very limited in thickness
Tharparkar and Indus delta. Previous studies and lateral extent. The second group has
have revealed that this fault traverses the relatively lower water holding and yielding
Karachi Metropolitan area and possibly passes capacity than the first group (with some
through D.H.A. buildings in Karachi (Mirza et exceptions), but is important owing to its wide
al., 1984). extent and the possibilities of storing large
quantities of ground water. It comprises the
(5) TSUNAMI Oligocene to Pleistocene semi-consolidated to
Due to presence of active fault system present consolidated sediments of the alluvial
in the Arabian Sea in the region close to terraces, Manchar, Gaj and Nari formations.
Karachi, the likelihood of occurrence of
tsunami is higher than experiencing an (7) RECENT AND SUB-RECENT
earthquake of a disastrous magnitude. The UNCONSOLIDATED SEDIMENTS
past seismic activity and records of the coastal These sediments form an extensive cover in
region studies on disaster management the Thano Bula Khan basin. Kalu Khuhar,
suggests that Karachi is prone to tsunami and Upper Malir and Gadap basins. These
a warning system and monitoring station sediments are distributed in Sari-Khadeji Nadi
needs to be established for the warning and in drainage area, in Upper Malir basin and
time information of the occurrence of the Layari-Wattenwari Nadi drainage area in
natural disaster in order to minimise its Gadap basin. The unconsolidated sediments
impacts and curtail the loss of life. form a thin cover only and at most places it is
less than 15 m thick.
(6) HYDROLOGIC PROPERTIES OF THE In Karachi and surrounding areas four types of
GEOLOGIC FORMATIONS unconsolidated sediments, namely stream bed
The results of the resistivity measurements
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deposit, piedmont and sub-piedmont deposits extensively tapped through shallow wells.
are found. The quality of water in the stream bed
deposits is good (500 ppm or less) but the
(a) Stream bed deposits: In this area the
quality of water deteriorates from 400 to
stream bed deposit comprises fine to coarse,
3000 ppm or higher as the distance from the
gravelly sands and constitutes shallow
river bed increases. In Malir basin one
aquifers which are extensively e x p l o i t e d
aquifer in gravels may be encountered at a
through a large number of shallow wells.
depth ranging from 30 to 45 meters and
(b) Piedmont deposit: It comprises gravel and three aquifers in sandstone of Manchar and
sand which crop out along the valley margins. upper Gaj formations may be encountered at
These deposits underlie the finer sub- depth ranging from 6 to 40 meters, 25 to 90
piedmont and stream bed deposits and may meters and 45 to 106 meters respectively.
contain ground water under artesian The quality and yield of the groundwater in
conditions. However, at present no where Malir basin is good. These rocks units
ground water is being tapped from this underlie the unconsolidated sediments in the
source. areas described above and form extensive
(c) Sub-piedmont deposit: The sub-piedmont outcrops in the western part of the
deposit largely comprises sand and silt with investigated area. The rocks largely comprise
some gravel and forms a narrow zone interbedded limestone, marl, mudstone,
between the piedmont deposit and the stream sandstone and conglomerate. These beds are
bed deposit. It forms a good shallow aquifer gently folded and form alternating low,
zone and a number of wells have been dug in undulating anticlinal hills and shallow
this zone. The groundwater is however, saline synclinal basins. At many places ground
and commonly contains about 1400 to 3000 water is found in these rocks and is located
ppm salts content. in the fractured, fissured or cavernous
limestone or the coarse porous sandstone of
(d) Sand bar deposits: The sand bar deposits
the Nari and Gaj or in the conglomerates and
comprise medium to coarse sand, micaceous
coarse sand of the Manchar and Early
and shifting sand dunes. The Aeolian sand
Pleistocene sediments. The thick bedded,
forms a thin scattered cover of sand in the
cavernous limestone of the lower Gaj may
area. This deposit also acts as a groundwater
prove to be a good source of water. A few
recharge zone.
wells located in this limestone are producing
In the Upper Malir basin, the unconsolidated large quantities of slightly brackish water
sediments form a cover of blown sand (600 to 900 ppm) in the Mol and Khadeji
(largely in the form of stabilized sand dunes), valleys. Gulistan-e-Jauhar member of the Gaj
underlain by coarse gravelly sand and gravel, formation offers groundwater potential for
which contain water and are likely to be 60m limited use. Sub-surface investigations have
thick or more. This silt is underlain by coarse revealed that Manchar sandstone, Gaj
gravelly sand and gravel, which contains limestone and Nari sandstone are capable of
water and is likely to occur in the central part yielding moderate to large quantities of
of the Khadeji-Malir River valley which water.
constitute shallow aquifer that is being
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4.3.4 AQUATIC ENVIRONMENT falls and gains flow as it travels across the
Malir Basin.
Water environment consists of water resources
and their quality. Its study is important from The Malir and Khadeji River basins include dry
the point of view to assessing the sufficiency hill torrents and flow depends upon
of water resources for needs of the project in precipitation during rains.
its various stages and the impact of project on
Groundwater resources in Karachi area are
water environment.
limited. The aquifers close to the coastal belt
(1) WATER RESOURCES AND WATER SUPPLY IN are mostly saline and unusable for domestic
KARACHI purposes. The aquifers near the Hub River bed
are well developed and are source of water for
There was a continuous supply of freshwater
agriculture and other domestic purposes. The
(150 million acre feet) and silt (400 million
aquifers are estimated to lie at depths of 50-
tones) into the entire Indus Delta from Indus
100 m.
River up to about 50 to 70 years ago. The
Indus River discharge has now been reduced The total estimated water supply to Karachi is
progressively from 35 MAF water and 100 about 2.27 million m3/d (500 mgd).
million tones silt about 10 years back to 10 Approximately 2.02 million m3/d (445 mgd),
MAF down the Kotri Barrage. In winter months which amounts to 89% of the total supply to
there is virtually no discharge from Indus Karachi, is transported to the city from the
River. According to an estimate there is need Kotri Barrage on the Indus River through a
of minimum 10 Million acre feet (MAF) of water system of canals and conduits. The second
to support the growth of mangrove vegetation source of surface water to Karachi is the dam
and the mangrove system as a whole. The on the Hub River located north of Karachi,
requirement of about 10 MAF water is only met which supplies about 0.13 million m3/d (29
during flash floods due to snow melting and mgd) of water to the city. In addition to these
upstream heavy rainfall during the Southwest surface water sources, an estimated 0.09
Monsoon period (June to August). million m3/d (20 mgd) is supplied from private
and public groundwater wells in and around
There is no significant natural freshwater
Karachi. Except for a few Karachi Water and
source in the project area. The Indus River
Sewerage Board's (KWSB) wells, all of which
about 120 km to the east of Karachi city and
are connected to the piped supply system, the
the Hub River, a perennial stream that
water from the groundwater wells is
originates in Balochistan and marks the
distributed through water tankers to various
boundary between Karachi Division and
parts of the city.
Balochistan are the sources of water in
Karachi. (2) QUALITY OF WATER IN VARIOUS GEOLOGIC
The Lyari and Malir Rivers that passes through
FORMATIONS OF KARACHI
the area (Karachi City) do not have any natural The available data is not adequate enough to
flow, except during the monsoons. Malir River make it possible to attribute a certain quality
is ephemeral and is constituted from two to the ground water from a specific geologic
major tributaries, i.e. Mol and Khadeji as well formation. The available water quality data
as some minor tributaries. Khadeji is a based on the water samples from open wells,
perennial stream that originates at Khadeji springs and seepages in the stream beds,
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clearly shows that within each formation the in the sweet water zones, thickness of the
total soluble salts vary appreciably. alluvium is 15 to 25 meters, and the brackish
and saline water zones are delineated in areas
The good quality water (TDS below 500 ppm)
of this solid cover ranging from 5 to 12 meters.
is confined to the stream bed deposits. As one
moves away from the stream bed, the quality (3) WATER QUALITY OF PROJECT AREA
of water deteriorates. The salinity of ground
KCR Project's railway line crosses over Lyari
water in these aquifers generally ranges from
River, Orangi drainage channel, Gujar drainage
700 to 1800 ppm. Where the water contains
channel and other small canals or drainages.
less than 500 ppm salts, it is commonly Na-Ca
The volume of water flow in these water
water. Where the TDS range is higher, the
courses is limited and variable, depending on
water is basically sodium water, with relatively
the season.
low amounts of Ca and Mg. Chloride and
sulphate are the dominant anions. However, Waters in the rivers and channels are polluted
the water is basically alkaline with pH range of by the wastewater discharged from factories
7.8 and the SAR is low ranges between 4 and or general households. The lack of drainage
18. net works, appropriate sewerage system and
sewage treatment system contributes to the
Salt content in water from the Gaj formation
deterioration of water quality.
varies from about 700 to 1000 ppm. At a few
places in the Gadap and Upper Malir basins, There is no environmental standard regarding
water with TDS 350 to 600 ppm has also been water quality while there is Draft Drinking
found. Highly brackish water with more than Water Standards for Pakistan (2007) and
3000 ppm soluble salts has been located at a National Surface Water Classification Criteria
few places in the Gadap basin. (2007).
The water from the Nari formation is Water quality can be assessed in terms of
commonly brackish. In lower part of this physical, chemical and biological characterization
formation away from stream, ground water of water. Water characteristics like pH, Hardness,
contains 2000 to 10,000 ppm soluble salts. Chlorides, TDS, Suspended Solids, Turbidity etc.
The upper part of the formation, comprising are analyzed in order to collect baseline data on
soft sandstones and mud stones contains the existing water quality. To understand the
relatively better quality water at some places. water quality along the project corridor, surface
water samples were collected from five locations
The water quality in the area all along Lyari is
i.e. Site Avenue area, Wazir Mension area,
saline probably due to its influent nature. As
Orangi Nala, Gujjar Nala, Lyari River near
for the area between Konkar and Thaddo
Gharibabad area. Groundwater samples were
streams in the east, the resistivity data is
also collected from four locations i.e. Landhi
insufficient for inferring the distribution.
area, Lyari area, Malir town and Buffer Zone
Nevertheless, the quality of water in the
area. Table 4.10 and Table 4.11 show the Surface
vicinity of these streams changes from sweet
water and Groundwater analysis respectively. In
in the northern part to saline towards the
figure 4.5, the blue color and green color dots
south.
show the surface water and ground water
In is also observed from the isopach map of sampling locations respectively.
the alluvium and the water quality maps that
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Figure 4.5: Map Showing sampling locations for surface and ground water
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Table 4.10 Surface Water Analysis

Location of Sampling
S.No. Parameter Unit Near Site Avenue Near Wazir Orangi Nala Gujjar Nala Lyari River
Mension near HinoPak nearMusa near
Motors Colony Ghariabad
1 pH No unit 7.8 8.5 9 8.5 9.5
2 Alkalinity mg/l 80 88 98 85 108
3 Dissolved ppm BDL BDL BDL BDL BDL
Oxygen
4 BOD 173 230 254 240 250
5 COD 208 200 230 210 230
6 TSS mg/l 410 474 535 425 630
7 Turbidity NTU >5 >5 >5 >5 >5
8 TDS ppm/mgl 908 1128 1278 1264 1462
9 Oil & Grease mg/l 0.98 1.0 0.76 0.88 1.2
(Tests Performed and Reported by: SUPARCO)
Figure 4.6 : Lyari River Figure 4.7 : Orangi Nala
Table 4.11 Ground Water Analysis

Location of Sampling
S.No. Parameter Unit LandhiArea Lyari MalirTown Buffer Zone WHO Guidelines
Area Area
1 pH No unit 7.9 7.9 7.4 7.5 6.5-8.5

2 Dissolved Oxygen ppm 250-300 230-330 250-300 200-225
3 Arsenic mg/l Absent Absent Absent Absent 0.01
4 Chlorides mg/l 40 690 617 166 250.0
5 Total Hardness mg/l 120 90 125 72 500.0
6 Nitrate mg/l 8.26 9.4 8.39 7.9 50.0
7 Sodium mg/l 80 607 85 90 200.0
8 TDS mg/l 880 3387 825 500 1,000.0
9 Turbidity NTU 2.5 4 6.0 3.5 5.0
10 E-Coli Cfu/100ml +ve +ve +ve +ve 0
(Tests Performed and Reported by: SUPARCO)
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4.4 BIOLOGICAL ENVIRONMENT OF Zizyphus nummularia, Salvadora oleoides, and

Capparis decidua, and shrubs Grewia tenax,
KARACHI CITY DISTRICT Seddera latifolia, and Rhazya stricta that are the
Condition of the physical environment most commonly found species, together with the
described above suggests that it would be grasses Ochthochloa compressa, Cymbopogon
difficult for natural vegetation to survive under jawarancusaand Aristida funiculata. With
harsh climatic conditions, accentuated by Prosopis cineraria, Indigofera oblongifolia and
drought, and multiplied by land clearance Euphorbia caducifolia, the above combination of
activities demanded by the forces of species makes up most of the total vegetation
urbanization. Natural vegetation is restricted all coverage of Karachi City District.
over the urban area to depression areas where
Tables 4.12, 4.13, 4.14 and 4.15 show list of
moisture would be available for greater part of
vegetation, including varieties of trees, shrubs, herbs,
the year and longer period of time. The native
and grasses reported for the Karachi City District.
vegetation is of the desert scrub type
comprising a wide variety of bushes and Table 4.12: Trees
shrubs, including capris aphylia (karir), Acacia Local Name Botanical Name Family
nilotica (babul), Acacia senegal (khor), Khor Acacia Senegal Mimosaceae
Salvadora oleoides (khabar) and Prosopsis Kandi Prosopis Cineraria Mimosaceae
senegal (kandi), Acacia arabica (kikar), Tamarix
Babul Acacia nilotica Mimosaceae
gallica (lai), tamarix aphylla, willo or bahan
Vilayati Kikar Acacia farnesiana Mimosaceae
(populus euphratica), Aerua javanica, Maerva
Lai Tamarix dioica Tamaricaceae
arenaria, Abutilou sp, Amaranthus viridis,
Ghaz Tamarix aphylla Tamaricaceae
Cordia gharaf, Rhazya sticta, karil (capparis
Willo/bahan Populus euphratica
aphyila), acacia or siris (acacia lebbek), pipal
(ficus religiosa) and tamarind (tamarindus Yar, Peelu Salvadora oleoides
indica). Jhile Indigofera oblongifolia
4.4.1 VEGETATION OF KARACHI CITY Table 4.13: Shrubs

DISTRICT Local Name Botanical Name Family
The biodiversity of vegetation on the sandy Booi Aerva javanica Malvaceae
plains and low hills of urban Karachi is Maerva arenaria
characterised by ephemeral species plus trees Abutilon sp. Malvaceae
and shrubs, including Prosopis cineraria, Acacia Amaranthus virdis
nilotica, Tamarix aphylla, Lycium shawii, Thuhar Euphorbia caducifolia
Salvadora oleoides, Zizyphus sp., Calligonum Liar Cordia gharaf Boraginaceae
polygonoides and Leptadenia pyrotechnica. Wena, Shahnar Rhazya stricta Apocynaceae
Species on calcareous hills in Gulistane Jauhar, Khabar Salvadora persica
for example include Vernonia cinerascens, Salvadoraceae
Commiphora wightii, Grewia tenax and
Karer Capparis decidua
Euphorbia caducifolia. The shallow slopes with
Capparidaceae
varied soils on recent and subrecent substrates
Dahi Prosopis juliflora Mimosaceae
at low altitudes chiefly on plains have the trees
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Table 4.14: Herbs make room for growing vegetables, for

Local Name Botanical Name Family construction of poultry sheds, poultry estate
Ak Calotropis procera Asclepiad-
and dairy farms and above all for urban
aceae construction. The density of vegetation is
Lussan Medicago lupulina Papilionaceae consequently low to very low.
Calotropis procera (akk) that used to be
Table 4.15: Grasses common on generally poor sandy soil is barely
Local Name Botanical Name surviving. Only one species of the vegetation
Sar Saccharum griffithii community, Tamarix pakistanica, is endemic to
Dab Desmostachya bipinnata Pakistan. It is salt-tolerant, and often a
dominant species in saline areas. There are no
Ecological risk of high order has been induced areas in the three zones where water table is
by land clearance and removal of natural high, and hence the vegetation that grows best
vegetation from the plains during the urban and forms dense patches of good height is not
sprawl to make room for agriculture and found.
urbanization. These zones include extensive
Wide distribution of vegetation ensures survival
flat alluvial plains, covered by relatively similar
of botanical species. Promotion of vegetation
vegetation, mostly small trees and dwarf
was neither an objective of any development
shrubs. Tall, clump-forming desert grasses are
activity in the Towns, nor was an ecological risk
common. Signs of extensive drought damages
assessment carried out to identify the long
done by land clearing activities are apparent
term and short term risks involved in tree
and hence the natural vegetation that has
felling activities. Furthermore mitigation
survived in these areas has adapted to harsh
measures that need to be taken to minimize
conditions.
the risks were neither recommended nor
The two principal habitat types on the course adopted. Accordingly no organized replantation
of Lyari and Malir Rivers to central areas of of the earlier trees or shrubs has been noticed.
Karachi City District are arid hills, and low-lying
sandy areas. Vegetation of the hill slopes and 4.4.2 Fauna of Karachi City District
hillsides comprise mainly camelthorn (Prosopis The impoverished as well as degraded
spicigera), wild caper (Capparis decidua) and environment resulting from non-availability of
large succulents such as Euphorbia caudicifolia. surface as well as groundwater and discharge
The sandy areas are typically vegetated with a of untreated wastewater into Lyari and Malir
sparse cover of small trees such as Acacia Rivers has irreversibly reduced the biodiversity
senegal, Zizyphus nummularia and Prosopis of the indigenous as well as introduced
cineraria, and shrubs and shrublets such as vegetation and hence it offers very little chance
Leptadenia pyrotechnica, Calotropis procera, for the survival/growth of fauna in the
Rhazya stricta, Inula grantioides, Zygophyllum macroenvironment of Karachi City District.
simplex and Sueda fruticosa. There are even otherwise no habitats of large
In the upper sections of Keamari Town, Orangi and small animals, birds or reptiles within
Town, North Karachi Town, Gadap Town and Karachi City District. Domestic livestock,
Bin Qasim Town the land has been cleared to particularly goats, sheep and camels, are found
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grazing in the suburban towns. Water As such there is no ecological concern on

availability is the main constraint for the aquatic ecosystem. Green turtles with their
distribution of many animal species. habitat on the sandy beaches of Hawkes Bay
and Sands Pit are among the endangered
Large wild mammals are virtually absent in the
species.
areas within Karachi City District. There are a
number of characteristic bird species that have
adapted to the agricultural environment in the 4.4.4 Biodiversity
outskirts and suburban areas. These include Growth of settlements and construction activity
Indian Roller, common mynah, pigeon, and all around Karachi City District has greatly
house sparrow. The areas are characterised by altered the biodiversity of its ecosystem. There
shrubs that are heavily browsed and by a has been constant loss of biodiversity as a
network of livestock trails that provide ready result of fragmentation and degradation of
access to practically all wildlife habitats. Some natural environment of the Hub, Lyari and Malir
herders are observed being accompanied by River valleys and their catchment areas during
dogs, which are likely to increase disturbance the last 45 years. This has given rise to
to resident wildlife. considerable decline in a number of native
species of animals, birds, reptiles, fisheries and
The following is a list of mammals and birds
plants. Diversity of wildlife seems to have been
found in Keamari Town, Baldia Town, Orangi
reduced substantially while many plant species
Town, North Karachi Town, Gadap Town and
have either become scarce or have been lost as
Bin Qasim Town that fall in the Ecological
a result of urbanization of the land. However, it
Zones 1, 2 & 3 of Karachi City District. The list
seems to be preserved to a certain extent in
contains common and zoological names as well
the core habitat of Kirthar National Park (KNP)
as their status of occurrence/distribution.
which is adjacent to Hub Dam and the
northeast edge of Gadap Town of the Karachi
4.4.3 FISHERIES AND AQUATIC ECOLOGY City District.
Karachi City District does not have seasonal
It is being realized now that the serious loss of
rivers, nalas and nadis, which carry freshwater.
Biodiversity in Karachi City District is due to:
Table 4.16: Critically Threatened Ecosystems in Karachi
Ecosystem Characteristics Significance Threats
1. Coastal area extending over a Extensive mangroves and Rich avian and marine Reduced freshwater flow
9 metre contour from Cape mudflats inadequate protected fauna Diverse mangrove from diversions upstream
Monze to Manora Channel- area coverage habitat Marine turtle Cutting mangroves for
Bundal Island and beyond habitat fuel wood Drainage
Gizri-Korangi Creek system to of coastal wetlands
Gharo Creek - and coastal
wetlands
2. Hub, Lyari & Malir River Valleys Extensive Drainage Basins Migratory flyway of Water diversion/
global importance drainage Agricultural
intensification Toxic
pollutants
3. Lyari & Malir Catchment areas Region of great antiquity Many endemic and Hunting parties from the
unique species Gulf
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n Widespread historic conversion of natural track, Rashid Minhas Road), NHA’s Mosque.
ecosystems to agriculture followed by
urbanization., and b. Shrines
The important shrines along the KCR route
n Rapidly accelerating depletion of habitats
include the following:
and the continuing diminution of species
and their populations as well as the natural Qalandar Shah behind Chief Secretary Office
or modified ecosystems. Ziarat Pir Jumman Shah near Karsaz Hindu
The incidence of the two factors has critically Basti & Temple in Maula Ram Compound,
threatened the following three ecosystems that Opposite Malir City Railway Station
have lost their value for species-richness Sanctity of the architectural heritage would not
and/or unique communities of flora and fauna, be impaired by the revival of KCR. Suitable
besides being continuously threatened with streetscaping would be in place to identify the
habitat loss and degradation. heritage and to give regard to the sanctity that
is due.
4.4.5 Fauna, Endangered Species,
Protected Areas
Much of the natural fauna has succumbed to
the process of urbanization. There are no
habitats of plants, small animals, birds and
reptiles close to KCR microenvironment
including the nallas, Lyari River, Hub River and
Malir River. Also there is no Wildlife Protected
area in the vicinity of the CoI.
4.4.6 Archeological, Historical and

Cultural Sites
There are no archaeological sites in the
microenvironment of KCR route.
4.4.7 Mosques and Shrines
a. mosques
The important mosques in the

microenvironment of the KCR route are
Ghousia Mosque, Muhammadi Mosque (near
West Wharf Road), Imam Zain-ul-Abidin
Mosque (near Machar Colony), Faisal Mosque,
Baloch Mosque (near the track passing over
lyari river), Gulzar e Madina Mosque (near the
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Table 4.17 : Rare species in Karachi City District

Common name Zoological name Status
Mammals
Indian Hedgehog Paraechinus micropus very rare
Asiatic Jackal Canis aureus Rare
Chinkara Gazella bennettii Very rare
Indian Fox Vulpes bengalensis Rare
Small Indian Mongoose Herpestes javanicus Common
Indian Pangolin Manis crassicaudata Rare
Indian Desert cat Felis silvestris ornata Rare
Indian crested porcupine Hystrix indica Rare
Ratel or Honey Badger Mellivora capensis Vulnerable
Hog Deer Axis porcinus Very Rare
Cairo Spiny Mouse Acomys cahirinus Rare
Grey spiny mouse or Rock mouse Mus saxicola Rare
Desert Cat Felis libyca ornate Rare
Bovidae: antelope, gazelle,
cattle, sheep & goats
Domestic Sheep Ovis aries
Domestic Cattle Bos Taurus
Domestic Goat Capra hircus
Indian Water Buffalo Bubalus arnee
Arabian Camel Camelus dromedaries
Domestic Horse Equus caballus
Leporidae: Hares & rabbits
Hares rabbits Common
Reptilia
Spiny tailed lizard Uromastyx hardwickii Common
Krait Bangarus caerulus Vulnerable
Indian Python Python molurus Very Rare/Endangered
Mugger Crocodylus palustri Vulnerable
Gharial Gavialis gangeticus Endangered
Marsh crocodile Crocodulus palustris Endangered
Aves
Dalmatian pelican Pelicabus crispus Vulnerable
Marbled teal Marmaronetta angus tirostris Vulnerable
Pallid harrier Circus macrourus Lower risk
White backed vulture Gyps bengalensis Lower risk
Pallas' fish eagle Haliaeetus leucoryphus Rare/Vulnerable
Houbara Bustard Chlamydotis undulata macqueenii Endangered
Chukor Atectoris chukar chukar Endangered
Closed-Barred Sand grouse Pterocles indicus Endangered
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4.5 KARACHI TRANSPORTATION transport" is 31%, "private car" is 15%,

"motorcycle" is 10%, and "para-transit" is 5%.
SYSTEM
The majority of Karachi people are compelled 4.5.1 ROADS AND TRAFFIC
to use road transports such as private cars,
The road length of the Karachi city is about
buses, and para-transit, etc. though KCR
10,000 km at present, but the length of the
partly re-started its operation in 2005.
arterial road is only 5% or less. The arterial
According to the result of the person trip
roads are constructed with carriage way of 3-
survey conducted in 2008, 40% of the whole
4 lanes/side with the width of 40-50m, median
traveling mode is "walking", while "public
and sidewalk. The improvement of ring roads
is slower than that of radial roads, so that
traffic trends to concentrate on radial arterial
roads and generates congestion.
In the vicinity of Nazimabad, on the N.Siddique road
that connects the city center and northern Karachi,
the traffic volume exceeded 170,000 veh./day,
which is the largest number of traffic volume in
Karachi according to the traffic survey conducted in
Figure 4.8: Persons Trip Distribution by traveling mode
January, 2007. On the other roads, traffic volume of
"Source: The Study on Future Traffic Demand Forecast of more than 100,000 veh./day was observed on the
Karachi City, August 2008, JICA"
radial arterial roads such as Shahrah-e-Faisal road,
Figure 4.9: Existing Road Network (No. of Lanes)
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Table 4.18: Top 20 Road Section of Traffic Volume
Rank Road Name Section Traffic Volume (Veh./day)
1 Nawab Siddiq Ali Khan Road Nazimabad Petrol Pump to Nazimabad 1st Chorangi 172,294
2 Shahra e Faisal Korangi Rd. (FTC) to Regent Plaza 170661
3 Shahra e Faisal Shaheed-e-Millat Rd. to Tipu Sultan Rd. 168514
4 Shahra e Faisal H.I.R Road to Shaheed-e-Millat Rd. 156886
5 Shahra e Pakistan Ayesha Manzil to Karimabad 155721
6 Nawab Siddiq Ali Khan Road Nazimabad 1st Chorangi to Lasbella 152445
7 M.A.Jinnah Road Numaish to Garden Road 151674
8 Shahra e Faisal Tipu Sultan Rd. to Sh-e-Quaideen 147648
9 Shahra e Faisal Star Gate Intersection to Rashid Minhas Rd. 141217
10 University Road NIPA Intersection to Civic Centre 136052
11 Kh-e-Sher Shah Sakhi Hassan to Five Star Intersection 134184
12 Rasid Minhas Road Gulshan Chorangi to NIPA 131146
13 Sh-e-Pakistan Water Pump to Ayesha Manzil 129760
14 S.M.S. Road Gharibabad to Civic Centre 127060
15 Jehangir Road Daak Khana to Teen Hatti 126545
16 University Road Civic Centre to S.S.S. Pir Pagara Rd. (New Town) 126391
17 Kh-e-Sher Road Nagan Chorangi to Sakhi Hassan Interasection 122535
18 Rasid Minhas Road Fazal Mill to Gulshan Chorangi 121997
19 S.M. Tanfiq Road Liaqatbad No.10 to Daak Khana 119132
20 Rasid Minhas Road Jauhar Morr to Drive-in-Cinema 116395
Source: Karachi Master Plan 2020
Figure 4.10: Road Sections Indicate more than 100,000 Vehicles/Day
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University road, Shahrah-e-Pakistan, and 4.5.2 PUBLIC TRANSPORT

M.A.Jinnah road, etc., as well as the ring roads such
There are three kinds of public transportation
as Rashid Minhas roads and S.M.S road.
modes in Karachi City, that is, the railway, the
The traffic of these roads is increasing every bus, and the para-transit. Because the railway
year along with the increase in the number of hardly has the function as urban
registered vehicles, and causes serious transportation, the Karachi citizens have to
congestion mainly in the morning and evening take a bus or a para-transit. Since a large-
peak hour. The project to promote grade scale vehicle is few and the amount of the unit
separation to alleviate congestion is transportation capacity is small, those become
progressing in the city. a cause of the traffic congestion. The bus is
divided into three types which are "Bus",
The number of registered vehicles is
"Minibus", and "Coach" according to the size,
and it is divided into three kinds namely
"General", "KPTS", and "UTS" according to the
management form. The number of bus routes
as of 2008 and the number of registration are
shown in Table 4.19. "Minibus" makes up the
majorities in the number of routes and
registered buses with 57% of the route and
59% of the bus fleet.
The distance-rate system is adopted as fare
Figure 4.11: Composition of Registered Motor Vehicles system of public transport. The fee is cheaper
when it is nearer, larger and without A/C. Table
increasing every year and that of 2005 attains 4.20 shows comparison of the charges of
to 1.432 million vehicles, of which 48% are buses by the ride distance up to 10km, and the
"Cars/Jeeps", while 38% is "Motorcycle". cheapest fare is Rs.12 by buses.
These 2 kinds account 86% of the total.
Moreover, the rate of para-transit such as taxis
Figure 4.11 shows a transition of the number and Rickshaws is rather expensive compared
of registered vehicles by each year. A very high with buses, but it is considerably cheaper than
increase rate is seen in fiscal year 2004-2005, the value of this table by negotiation because
so that attention should be paid to the trend in they seldom put up the meter.
the future.
Table 4.19 Registered Routes by Transit Category (2008)
Transit Category Total Registered Routes No. of Permit
Bus 60 1,840
Mini Bus 145 6,760
Coach 35 2,780
UTS 7 103
KPTS 8 0
Total 255 11,483
Source: Government of Sindh
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Figure 4.12: Growth of Motor Vehicle Registration
4.5.3 TRAFFIC DEMAND FORECAST STUDIES Table 4.20: Maximum Rate for Public
The population explosion due to rapid Transport (2008)
urbanisation in the Karachi city is the key Transit Category Fare up to 10 KMs
element in causing the traffic problems and
Buses Rs. 12.00
transportation issues which need urgent
Mini Buses Rs. 13.00
planning and designing to meet the future
Coaches Rs. 16.00
requirements.
UTS (A/C) Rs. 14.00
Karachi is now among the ten top ranking UTS (Non A/C) Rs. 12.00
largest cities in the world. Karachi's reported KPTS Rs. 12.00
population in 1940 was 387,000, in 1960 it was Black / Yellow Taxis Rs. 10.00/km
1,913,000, in 1981 it was 5,208,000 and in Yellow Cab Up to 800 CC Rs. 11.00
1998 it was 9,957,726. In 2005, the population Above 800 CC Rs. 12.00
of Karachi was estimated at 15.1 million which Rickshaws Rs. 9.00
is expected to reach 27.5 million marks by
2020. The number of households in 2005 was Source: Government of Sindh
about 2.1 million and by 2020 it would physical, infrastructure, financial and
increase to 3.9 million, which means an institutional systems of the city. The urban
increase of 1.77 million households, at an population growth rate also increased after
average size of 7 persons per household. Even 1998 from 3% to 6% till the year 2005.
at decreasing average annual growth rate
(from 4.15 percent in 2005 to 3.5 percent in
2020), the increase in absolute terms is
staggering and will put heavy pressure on the
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generation comes out to be 48.5 million trips per

day for the year 2020.
The comparison of the Origin and Destination (OD)
matrix between the existing and future marked as
"Desired Line" or "Desire Line"; the width of which
precisely corresponds to the travel demand
between the zones.
It seems that the travel demand becomes higher
and their destination, or origin, spreads in all
Figure 4.13: Bus Route Network direction within the study area in the future while
Source: Government of Sindh the existing demand is remains low and limited
between CBD and northern part of Karachi City.
The past and projected population growth
estimates of all towns of Karachi City are presented The change of the modal share between the
in table 4.21 existing and future can be summarized as follows:
4.5.4 FUTURE TRAVEL DEMAND a. The share of motorized trips considerably
increases from 60.4% to 65.3%.
The population of Karachi city in 2020 is estimated
to be 27.5 million and the vehicle ownership, the b. The share of the trips by private car in the future
ratio of families who own motorcycles or private indicates 17.6%: motorcycle and private car trips
cars, is estimated to be 61.6%. Therefore, the occupy more than one third of the total trips.
future trip generation can be estimated by
c. Though the share of public transport has no big
multiplying the trip rate with the number of
change, approximately 31%, the number of trips
vehicles owned by household and vehicle owning
in the future is roughly twice as many in the
household members, respectively. The trip
existing.
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Table 4.21: Population estimates and projection for towns of Karachi City
Town No. Town Name Population (1,000)

2005 2010 2015 2020
1 Kimari Town 583.6 1,030.4 1,477.2 1,923.9
2 Site Town 709.9 771.5 833.0 894.5
3 Baldia Town 616.7 781.2 945.6 1,110.1
4 Orangi Town 1,098.9 1,208.9 1,318.9 1,428.9
5 Lyari Town 923.2 938.6 953.9 969.3
6 Saddar Town 935.6 997.9 1,060.3 1,122.7
7 Jamsheed Town 1,114.2 1,262.8 1,411.4 1,559.9
8 Gulshan-e-Iqbal Town 949.4 1,424.0 1g,898.7 2,373.4
9 Shah Faisal Town 509.9 543.9 577.9 611.9
10 Landhi Town 1,012.4 1,282.4 1,552.3 1,822.3
11 Korangi Town 829.8 1,161.7 1,493.7 1,825.6
12 North Nazimabad Town 753.4 828.8 904.1 979.5
13 New Karachi Town 1,038.9 1,108.1 1,177.4 1,246.6
14 Gulberg Town 688.6 757.4 826.3 895.2
15 Liaquatabad Town 985.6 1,002.0 1,018.4 1,034.9
16 Malir Town 604.8 705.6 806.4 907.1
17 Bin Qasim Town 480.9 1,038.4 1,596.0 2,153.6
18 Gadap Town 439.7 1,319.0 2,198.4 3,077.7
19 Cantonment Areas 844.5 1,100.7 1,356.9 1,613.0
Total 15,119.8 19,263.3 23,406.7 27,550.1
Growth Rate 1.27 1.22 1.18
Yearly Growth Rate (%) 5.0 4.0 3.3
Source: The Study on Future Traffic Demand Forecast of Karachi City, August 2008, JICA
Figure 4.14: Trend of Population in Karachi

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4.5.5 AIR AND NOISE QUALITY The health costs associated with air pollution are
DETERIORATION equivalent to 1% of GDP.
Particularly at health risk are those living within a
a. air quality deterioration quarter of a mile of high-volume roads (those carrying
10,000 -20,000 vehicles per day) and those living near
Karachi City's air is deteriorating due to uncontrolled
roads with a large amount of truck traffic.
vehicular growth and exhaust emissions. A major
contributor to this pollution and generation of
greenhouse gases (GHS) are the heavy transport B. NOISE POLLUTION FROM TRANSPORTATION
vehicles and two stroke engines, especially from an Noise pollution from vehicles, especially in
aging fleet of vehicles in poor mechanical condition residential areas, is above recommended levels.
and low levels of fuel efficiency. The high levels of Major contributors to noise pollution are frequent
sulphur in an automotive diesel (0.5% - 1%) is seen and indiscriminate use of vehicle horns, removal of
as a major contributor to sulphur dioxide (SO2) and silencers from rickshaws and other 2-stroke
particulate (PM10) matter in ambient air. vehicles, high volumes of traffic especially heavy
vehicles.
According to Pakistan Environmental Protection
Agency (PEPA), major share of emission from motor
vehicles is from urban areas. Although not quantified, C. TOTAL EMISSIONS FROM DIFFERENT FUEL USAGE
it can be attributed to a relatively small number of The emissions from the operation of vehicular
smoky diesel and 2-stroke (rickshaw) vehicles. traffic on gasoline during the year 2004-2005 are
presented in Table 4.22.
Traffic congestion affects average speed of vehicles
and consequently fuel consumption and pollution The emissions from vehicular traffic using diesel as
(greenhouse gases). fuel during the year 2004-2005 are presented in
table 4.23:
Table 4.22: Emissions from Vehicles using Gasoline during the year 2004-2005

CO2 2106.48 768865.2
Total Emission 2128.269 776818.2
Table 4.23: Emissions from Vehicles using Diesel during the year 2004-2005

CO2 5585.12 2038569
Carbon monoxide 90.654 33088.71
Total Emission 5736.835 2093945
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The total emission from gasoline and diesel oil proposing different types of transportation
during the year 2004-2005 was 2.870763 systems to be integrated into the existing road
million tons at the rate of 7865.104 tons/day. transportation system in order to ease off load
It may be seen that there has been an and congestion as well as to meet the future
increase from 2,503,791.52 tons/year at a rate demand of the growing traffic needs of
of 166 tons/day during 2000-2001 to 2.870763 Karachi.
million tons at the rate of 7865.104 tons/day
during the last four years. This is in conformity a. PROPOSAL OF BRT SYSTEM
with the increase in the number of vehicles A study was carried out to investigate into
operating on the city roads over the years. development of a comprehensive transit
reform system. It proposed a sustainable
d. ENVIRONMENTAL IMPACT solution for transit development based on
Due to population growth, economic logical framework, which describes the
development, and other factors, essential elements and their working in
environmental problems are rapidly increasing harmony so as to build a solid platform of
in Karachi. About 30% of motorcycles and all understanding and consensus supporting the
rickshaws in Karachi are powered by two recommendations and improving prospects for
stroke engines (which have been largely implementation. Hence, the study evaluated
phased off in most of the countries which emit the feasibility of a Bus Rapid Transit (BRT)
as much as ten times more hydrocarbon and system for Karachi as a mass transit option
smoke per kilometre than motorcycles and due to:
rickshaws running on four stroke engines.
a. High level of network accessibility to be built
Diesel vehicles (trucks, buses and, in some quickly and at low cost,
cases, taxis) represent a higher proportion of
b. Cost efficiency, and therefore less subsidy
the vehicle fleet and of total kilometres driven
dependent,
than in most highly industrialized countries.
The population of these vehicles is c. Flexible services,
exacerbated by generally poor (and, in some d. They are the first form of implementation of
cases, exceedingly poor) vehicle maintenance a mass transit system, and
characteristics.
e. Bus Priority Concepts.
4.5.6 RECOMMENDATIONS OF EARLIER The report recommended that the BRT system
STUDIES be introduced that would need a network over
140 km of trunk corridors which would operate
The following are some of the extracts taken
an exclusive bus-way with high quality median
from the earlier studies recommending and
Table 4.24: Future Trip Generation
No vehicle owner Vehicle owner Total

Trip Rate 1.59 2.42 -
Population aged over 4 years (1,000) 8,859.5 14,212.9 23,072.4
No. of Trip Generation (1,000) 14,089.8 34,415.4 48,505.2
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Table 4.25: Town wise break-up of person trip

S. No. Town Name Town Population No. of Persons No. of Daily Daily Person
Interviewed Tripsby Trips (million)
Individuals
1 Kimari Town 469,905 2,585 5,143 0.935
2 Site Town 573,087 3,453 6,876 1.141
3 Baldia Town 497,835 2,172 4,315 0.989
4 Orangi Town 887,029 3,741 7,468 1.771
5 Lyari Town 745,214 3,139 6,266 1.488
6 Saddar Town 755,214 4,047 8,211 1.532
7 Jamsheed Town 899,790 3,851 7,703 1.800
8 Gulshan-e-Iqbal Town 766,342 3,994 8,066 1.548
9 Shah Faisal Town 411,617 1,944 3,875 0.820
10 Landhi Town 817,231 3,399 6,791 1.633
11 Korangi Town 669,848 4,333 8,658 1.338
12 North Nazimabad Town 608,183 3,055 6,212 1.237
13 New Karachi Town 838,601 3,922 7,820 1.672
14 Gulberg Town 555,841 3,306 6,775 1.139
15 Liquatabad Town 795,589 4,351 8,722 1.595
16 Malir Town 488,184 2,308 4,602 0.973
17 Bin Qasim Town 390,610 2,156 4,332 0.785
18 Gadap Town 354,918 1,615 3,168 0.696
19 Cantonment Areas 569,592 887 1,768 1.135
Total 12,094,629 58,258 116,771 24.227
Table 4.26: Most travelled destinations in Karachi
S. No. Place Description Town Name Total Daily Person Trips

1 Laiqat Abad No-10 Liquatabad Town 1,290,678
2 Banaras Chowk Site Town 1,194,016
3 Nagan Chowrangi New Karachi Town 899,511
4 Quaidabad Bin Qasim Town 822,321
5 Tower Saddar Town 729,831
6 Nipa Chowrangi Gulshan-e-Iqbal Town 713,837
7 Korangi 1 1/2 Korangi Town 690,541
8 Baloch Colony Jamsheed Town 686,716
9 Garden Saddar Town 611,959
10 Numaish Saddar Town 605,701
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bus stations operating buses under a central by constructing flyovers, improving the train
control. Therefore, a level 3 BRT is considered signal system, fencing of the railway system,
to be the only viable option for the high modifying the Karachi Cantt Station to serve as
passenger demand of Karachi. These buses terminal for intercity trains, operate semi-
would be large articulated buses operating in express train services, installing air brakes on
the median lane servicing median bus stations. trains to reduce travel time between stations
These buses would have wide entry doors at and a few other general improvements.
level boarding and alighting onto station
The existing railway system in Karachi was
platforms. It is suggested that the bus fleet be
evaluated and deficiencies were noted down. It
grouped into 3 major categories:
was evaluated that in order to attract
a. 18 meter articulated BRT buses, passengers, the railway must provide a fast
comfortable service. To achieve that, the
b. 12 meter city buses, and
railway should provide a level of service of at
c. 8 meter mini buses. least six trains per hour during peak periods.
The report also recommended that BRT This could be done by raising the top speeds of
corridor be integrated with the Karachi Circular the trains such that an average speed of 35
railway (KCR) rail line. The BRT and KCR km/h is achieved. The dwell time at stations be
integration will save considerable time and reduced, which due to the current turn back
inconvenience to passengers as the need for procedure is not adequate. In addition, the use
modal transfer is eliminated. In addition, BRT of 2,000 hp locomotives is required to provide
would be highly flexible and could be tailored acceptable train acceleration rates. The use of
to suit travel demand thereby saving operation skip stop or semi-fast trains is proposed in
cost wherever the KCR expansion cost addition to other infrastructure improvements.
becomes high. This also included providing a high level of
service attractive to commuters to use KCR.
The BRT system may either use diesel fleet or
a CNG fleet. The modelling indicates that both
c. KARACHI CIRCULAR RAILWAY
CNG and diesel fleet system would reduce the
operation costs. However, the CNG fleet model The analysis of mass transit extends possibility of
was evaluated in detail due to the clean / reviving and promoting the Karachi Circular
green fuel option, despite relatively higher Railway. This 50-km railway line links the
operating costs as compared to the diesel downtown with other dense central parts of
option. Karachi with 16 major stations. The KCR system
may be extended to cover suburban areas to
acquire maximum coverage and utility.
b. IMPROVED COMMUTER RAIL
Bus services and fares were the same in the According to the study conducted under JETRO,
second alternative, except that bus routes KCR was envisaged not only considered as a mere
would provide feeder services to improved rail transportation project but also as a comprehensive
passenger services. The main improvements urban development plan over the medium and the
that were proposed included starting a new long term period that will assure the sustainable
circulation pattern to eliminate the need to economic growth of the City of Karachi. This was
change trains for travel between points on the to be achieved through the integration with all the
main line and on the KCR, double tracking of development projects integration around the KCR
KCR route, eliminating all major level crossings line station areas.
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4.6 CURRENT SOCIO-ECONOMIC following five places apart from the central area.
CONSIDERATIONS IN KARACHI CITY 1. Sindh Industrial Trade Estate (on Manghopir

Road)
AND RELATED AREA ALONG KCR
2. Landhi Industrial Area (in Landhi Town)
4.6.1 PAKISTAN’s ECONOMY 3. Korangi Industrial Area (in Korangi Town)
GDP of Pakistan has increased steadily every
4. North Karachi Industrial Area
year during this half century. Figure 4.15 shows
the growth rate of GDP for recent ten years. 5. Port Qasim Industrial Complex and Karachi
The growth rate after fiscal year 2002/2003 Export Processing Zone
(July 2002-June 2003) maintains the high b. Road network forming skeleton of the city
growth rate because of steady economic policy
The following four routes are improved by the
Government of Sindh as arterial roads which connect
Karachi metropolitan area and the other regions.
1) Lyari Expressway - Super Highway
2) National Highway
3) RCD Highway
4) Northern Bypass
Figure 4.15: Sectoral Share in GDP Furthermore, the road network in Karachi city is
formed with six radial trunk roads.
4.6.2 URBAN STRUCTURE and LAND USE
Karachi has historically developed as a port, and
Karachi's development into present appearance
originated in the British colony age which
started in the 19th century. It became the
capital of Pakistan, and a lot of Muslims
migrated from India to Karachi when Pakistan
won the independence in 1947. The population
in Karachi increased rapidly by the migration
Figure 4.16: Growth Rate of GDP
immediately after the independence, and came
of the Government of Pakistan. to function as a political and economic centre of
Pakistan.
The services sector occupies 53.3% of the
whole GDP (fiscal year 2006-07). It can be seen The formation of the city started from the port
that agricultural sector has decreased greatly function located in the southwest of the city, and
compared with the fiscal year 1969-70, and the majority of the urban area was inside KCR in
shifted to the urban-type industrial composition. 1964 when KCR was opened. However, the urban
area expanded in shape to swallow KCR now, and
a. Industrial areas of Karachi the required travel distance and the travel time
The economy of Karachi City is supported by for the citizens are increasing every year.
large-scale manufacturing, and most of the
manufacturing has been accumulated in the
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Figure 4.17: Urban Structure of Karachi City
Figure 4.18: Sprawl of Karachi City

Source: Karachi Strategic Development Plan 2020,
August 2007, CDGK
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Figure 4.19 shows population distribution by A. Characteristics of the Population along the
Union Council (UC). It shows that the Railway Line
continuous built-up area is formed from Karachi
Low-income households are generally located
port towards the northern part. It shows that a
in the Trans-Lyari sections of Golimar,
large number of population in Shah Faisal Town,
Liaquatabad, from Nazimabad northward to
Malir Town, Korangi Town, and Landhi Town,
Liaquatabad, Federal Area, North Karachi,
etc. in the eastern part of the city. Moreover, as
Baldia, Orangi and Sindh Industrial Estate
for the area along KCR line, it shows much
and eastward to Drigh Colony, Malir Colony,
population around the areas such as from
Landhi Colony and Landhi Industrial Estate,
Orangi ST. to Gilani ST., from Karachi Cantt. ST.
and Korangi Colony and Korangi Industrial
to Lyari ST. in the circular section and Chanesar
Area.
ST., from Drigh Colony ST. to Star Gate ST. in
parallel with PR line. Low-income residences are clustered in the area
Figure 4.19: Population Distribution
along KCR railway and these areas are close to

Figure 4.20 shows employment distribution by UC.
industrial and commercial centre of Karachi city.
It has a feature that the number of distribution
In the past, economic growth sequential to
largely differs by UC, and it shows a large number
industrial and commercial activities attracted
of employment in the surrounding area of Karachi
low-income households to the area.
Port, the Sindh Industrial Trade Estate district,
Landhi Industrial Area, and Korangi Industrial Extremely low-income households are
Area, etc. As for the area along KCR line, it shows encroaching on to railway property of
a high concentration around area such as from unoccupied plots as well as amenity plots. Such
SITE ST. to Manghopir ST. in the circular section encroachments are called as "Katchi Abadis"
and Karachi City ST., from Chanesar ST. to Karsaz throughout the city.
Halt ST. in parallel with PR line.
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Figure 4.20: : Employment Distribution
B. Waste Management (1) SAMPLING TECHNIQUE AND SURVEY

There are some areas where garbage is illegally METHODOLOGY
dumped along KCR Project's ROW. This is A. SAMPLE DESIGN
caused by not only near-by residents or
There was no sampling frame determined or set
encroachers but also by solid waste collection
for the population residing along the railway
vehicles of CDGK in Karachi city. Karachi city's
track therefore no specific sample size nor
solid waste management system is not fully
number could be estimated / calculated. The
functional at present due to long transportation
sample was characterized by parameters
distance from collection areas to landfill sites.
including; households, types of businesses,
4.6.3 PRELIMINARY SOCIO-ECONOMIC SURVEY industries / factories, shops and any other
encroachment around the area in order to
Construction activities of the proposed project
provide maximum coverage of entire Project
will affect the socioeconomic activities of the
Affected Population (PAP). The populations
people within / near project area. Therefore
around 21 stations were identified as the main
before executing the project the adverse impacts
sampling domain and the sample was selected
of the project must be taken into consideration so
in two stages.
that the socioeconomic justifications should be
made having those disturbances and losses B. SAMPLING METHODOLOGY
minimized or mitigated. A study specifically for
As probability sampling was not possible in this
the purpose has been carried out for KCR corridor
situation therefore non-probabilistic sampling
which undertook the demographic and
technique was used. The surveyors identified
socioeconomic investigation / survey by carrying
key places for the survey prior going to field
out field visit and performing subsequent
hence the adopted methodology was purposive
analyses.
sampling technique.
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The sampling process started from the first a. A household questionnaire which was used
station, which was City Station. A random to collect information from the household;
number was selected for picking up the count in
b. A business questionnaire which was used to
the row of households / businesses for collecting
collect information from the business
data and filling of the survey forms. In
owners/shop keepers;
progression another random number was
selected as a kth number to select the Some of the areas were inaccessible due to
households / business as in a systematic restriction of entry to households placed by the
sampling for proper coverage of the area. Those people living in the area experienced during the
households / businesses of kth number were survey. In such scenarios qualitative approach
then taken as a representative samples. This kth was used. So group discussions were conducted
number started from one station till another, so in those areas. The total group discussions
the sample was stratified into 19 strata / zones. conducted during the fieldwork session was 8 in
This procedure was repeated 19 times for each different selected zones of study.
zone separately, in order to have unbiased A comprehensive physiographic and
sample set. photographic mapping of the area was done
along the 43 km KCR track / route with the help
C. SIZE AND CONFIGURATION OF COLLECTED of GIS and conventional imaging techniques.
SAMPLES The surveyors used an open-ended observation
The sample for the survey was the actual form that helped in highlighting important areas
proportional number of total population found around the stations, encroachments areas, and
living and working along the Karachi Circular sensitive archaeological religious heritage,
Railways track. recreational and vocational industries,
population pockets, community organizations /
1. Household respondents found in areas
NGOs and significant landmarks. Rail track
along the tracks: 336 respondents.
intersecting roads at intersections along the KCR
2. Business owners found in areas along route were identified on the survey map with
the tracks: 173 respondents. the marking of underpasses and flyovers. These
details were observed and noted along the track
3. Total direct observations noticed every
at every 400 ft intervals and in case of
400ft: = 168 observations.
inaccessible stretches at 800 ft from the starting
4. Focus Group Discussion conducted at point of the survey i.e. the first station (Karachi
areas where it was not possible to collect City Station) on the KCR loop and ending at the
data due to unrest situation: = 8. Karachi City Station.
D. INSTRUMENTS & METHODS FOR DATA COLLECTION E. MAJORITY RESPONDENT SURVEY AREAS
The data was collected by triangulation method. The KCR route mainly comprises of the two
Three methods were selected for that purpose: segments; one i.e. presently active and is a part
a. Structured Questionnaires of the Pakistan Railways (PR) main line
connecting Karachi region to the north and rest
b. Group Discussions and of the up-country (Landhi-Karachi City straight
c. Direct Observations track) and the other is the loop which is the
main KCR route needing revival and restoration.
Two sets of questionnaires were used in the
As far as the socioeconomic considerations for
survey:
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43 OF 62
the KCR project are concerned, they are mostly data being received / input and compiled and
associated to the loop segment as major subsequently analyzed. There were altogether
encroachment and resettlement issues are 19 zones. The zonal map of the KCR route is
belonging to this route. Hence the populated shown in figure 4.21.
areas of the two segments need to be consulted
for their concerns and opinion regarding the A. ZONE TABLE
revival and expansion of the KCR track as it will The distribution of findings and data collected
increase the operations and frequency of the has been variable over the zones of the entire
trains in the project area. However the impact study area. It is important to know the frequency
will be more in comparison to project affected of distribution and the data representation in
population (PAP) living in the loop segment of order to correlate the weightings of data of
the project. individual data obtained within the entire set of
The land use around the KCR route is mixed the data / information collected.
comprising of industrial as well as residential The above table represents the collective results
which was identified on the basis of preliminary of the number of household found from 19 zones.
survey carried out and maps available from A number of zones especially 4, 5, 7, 9 and 16
KUTC. The following areas had the majority either did not have any household respondents or
respondents contributing to the socioeconomic represent areas where data could not be collected
survey conducted. due to security / social reasons hence focus group
techniques were applied instead. Though these
(2) SOCIO-ECONOMIC FINDINGS: zones might have some physical encroachments
The loop and the main line segment surveyed and businesses for which respondents might turn
was divided into number of zones for the up in later phase of surveys to be considered for
purpose of coordination and management of resettlement action plan.
Figure 4.21 : Zonal Map of KCR route
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Zone Frequency Percent Valid Percent Cumulative Percent

1 5 1.5 1.5 1.5
2 2 0.6 0.6 2.1
3 6 1.8 1.8 4.0
6 1 0.3 0.3 4.3
8 4 1.2 1.2 5.5
10 52 15.8 15.8 21.3
11 85 25.8 25.8 47.1
13 55 16.7 16.7 63.8
12 22 6.7 6.7 70.5
14 7 2.1 2.1 72.6
15 33 10.0 10.0 82.7
17 39 11.9 11.9 94.5
18 6 1.8 1.8 96.4
19 12 3.6 3.6 100.0
Total 329 100.0 100.0
B. FINDINGS:
Table 1: Gender
Gender Frequency Percent
Male 302 91.8
Female 27 8.2
Total 329 100
TABLE 2: AGE IN YEARS

Age in Years Frequency Percent
Less than 20 years 22 6.7
21-30 years 57 17.3
31-40 years 85 25.8
41-50 years 78 23.7
51 & above years 87 26.4
Total 329 100.0
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TABLE 3: MARITAL STATUS
Marital Status Frequency Percent
Married 283 86.0
Unmarried 39 11.9
Widow/Widower 7 2.1
Total 329 100.0
TABLE 4: TYPE OF FAMILY
Type of Family system Frequency Percent
Nuclear 154 46.8
Joint 172 52.3
Madrassah/School 3 0.9
Total 329 100.0
TABLE 5: TOTAL NUMBER OF FAMILY MEMBERS (MALE)
Family Members (Male) Frequency Percent

0-none 1 0.3
1-3 163 49.5
4-6 120 36.5
7-9 28 8.5
10-12 9 2.7
13 & above 8 2.4
Total 329 100.0
TABLE 6: TOTAL NUMBER OF FAMILY MEMBERS (FEMALE)
Family Members (Male) Frequency Percent

0-none 10 3.0
1-3 150 45.6
4-6 131 39.8
7-9 26 7.9
10-12 11 3.3
13 & above 81 0.3
Total 329 100.0
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TABLE 7: NUMBER OF MALE CHILDREN
Male Children Frequency Percent

None 113 34.3
1-2 130 39.5
3-4 57 17.3
5 & Above 29 8.8
Total 329 100.0
TABLE 8: NUMBER OF FEMALE CHILDREN
Female Children Frequency Percent

0-none 97 29.5
1-2 143 43.5
3-4 55 16.7
5 & above 34 10.3
Total 329 100.0
TABLE 9: EDUCATIONAL LEVEL
Educational Level Frequency Percent

Illiterate 170 51.7
Primary 23 7.0
Middle 28 8.5
Matriculate 42 12.8
Intermediate 27 8.2
Graduate & Above 39 11.9
Total 329 100.0
TABLE 10: EDUCATIONAL FACILTIES FOR PAP

ALONG RAILWAY TRACK
Type of Educational Facility Frequency Percent
Don't know 84 25.5
Government (Govt) School 54 16.4
Govt + Private (school) 32 9.7
Govt + Private (School + College) 5 1.5
Govt + Private +
(School + College) + Vocational 5 1.5
Private only (School) 140 42.6
Private + College 5 1.5
College 2 .6
Vocational 2 .6
Total 329 100.0
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TABLE 11: ETHNIC ORIGIN

Ethnic Origin Frequency Percent
Rural Areas of Sindh 44 13.4
Rural Areas of Punjab 99 30.1
Rural Areas of NWFP 57 17.3
Rural Areas of Balochistan 8 2.4
Migrated from India 83 25.2
Other place of Karachi 22 6.7
Azad Kashmir 7 2.1
Afghanistan 2 0.6
Bangladesh 4 1.2
India 3 0.9
Total 329 100.0
TABLE 12: AGE OF RESIDENCE & CITIZENSHIP
Age Group Frequency Percent

1-5years 77 23.4
6-10years 42 12.8
11-15years 31 9.4
16-20years 35 10.6
21years & Above 144 43.8
Total 329 100.0
TABLE 13: LINGUISTIC BACKGROUND
Languages Frequency Percent

Sindhi 48 14.6
Punjabi 81 24.6
Balouchi/Makrani 6 1.8
Pakhtoon 49 14.9
Urdu 98 29.8
Total 282 85.7
Others 47 14.3
Total 329 100
TABLE 14: RELIGIOUS BACKGROUND
Religious Background Frequency Percent
Muslim 309 93.9
Christian 3 0.9
Hindu 17 5.2
Total 329 100
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TABLE 15: PLACES OF WORSHIP ALONG THE RAILWAY TRACKS
Places of Worship Frequency Percent

no response 55 16.7
Mosque / Madarsa /
Imam bargah 266 80.9
Temple 3 .9
Others 5 1.5
Total 329 100.0
TABLE 16: SIGNIFICANT PLACE OF BURIAL / HERITAGE

ALONG THE RAILWAY TRACK
Response Frequency Percent
0-No Response 47 14.3
Yes 42 12.8
No 211 64.1
I don't know 29 8.8
Total 329 100.0
TABLE 17: EMPLOYMENT STATUS (HEAD OF HH)

Employed 276 83.9
Unemployed 53 16.1
Total 329 100.0
TABLE 18: NATURE OF EMPLOYMENT STATUS (HEAD OF HH)

Nature of Employment Frequency Percent
Seasonal 3 .9
Irregular 52 15.8
Part-Time 11 3.3
Full-Time 209 63.5
Other (Specify) 1 0.3
Total 276 83.9
*Unemployed 53 16.1
Over all Total 329 100
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TABLE 19: REASON FOR UNEMPLOYMENT

Reason For Unemployment Frequency Percent
Less of education 2 .6
Lack of opportunity 2 .6
No skills 25 7.6
Others 24 7.3
Total 53 16.1
*Employed 276 83.9
Total 329 100
TABLE 20: OCCUPATION (HEAD OF HH)

Occupation Frequency Percent
No Response 11 3.3
Government Job 30 9.1
Private Job 66 20.1
Own Business 47 14.3
Skilled Labour 56 17.0
Unskilled Labour 65 19.8
Other (Specify) 1 .3
Total 276 83.9
TABLE 21: HOUSEHOLD INCOME

Household Income Frequency Percent
No-Response 3 .9
Below-6000 163 49.5
6001-7000 43 13.1
7001-8000 18 5.5
9001-10000 20 6.1
10001-11000 5 1.5
11001-12000 7 2.1
12001 & Above 70 21.3
Total 329 100.0
TABLE 22: ADDITIONAL HOUSEHOLD INCOME

Additional Income Frequency Percent
No-Response 19 5.8
Yes 37 11.2
No 273 83.0
Total 329 100.0
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TABLE 23: SOURCE OF ADDITIONAL INCOME

Status Frequency Percent
Rent 21 6.4
Pensions 7 2.1
Zakat/NGOs Aid 1 .3
Total 31 9.4
No response/No 298 90.6
Overall Total 329 100.0
TABLE 24: OCCUPANCY STATUS OF HOUSE

Status Frequency Percent
Rented 94 28.6
Rent Free 66 20.1
Ownership (Own Lease) 156 47.4
Total 319 97.0
Hut/Railway Colony 10 3.0
Total 329 100
TABLE 25: LETTING AND SUB-LETTING OF PROPERTY

No-Response 60 18.2
Yes 12 3.6
No 256 77.8
Sometimes 1 .3
Total 329 100.0
TABLE 26: TYPE OF HOUSE

Type Of House Frequency Percent
Pucca (Baked Bricks) 117 35.6
Kuccha & Pucca
(Cement/Clay/Wood) 121 36.8
Kuccha (Clay/Wood/Grass) 91 27.7
Total 329 100..0
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TABLE 27: EXTENT OF ENCROACHMENT ON THE ROW

Extent Of Encroachment Frequency Percent
1-10 ft 69 21.0
11-20 ft 59 17.9
21-30 ft 39 11.9
31-40 ft 23 7.0
Total 329 100.0
TABLE 28: WATER SUPPLY

Water Supply Frequency Percent
no response 29 8.8
Private connection 50 15.2
Conduit water connection
(Municipal) 145 44.1
Tanker 22 6.7
Boring 27 8.2
Donkey cart 8 2.4
No Facility / Neighbour /
Self Service 48 14.6
Total 329 100.0
TABLE 27: EXTENT OF ENCROACHMENT ON THE ROW

Extent Of Encroachment Frequency Percent
1-10 ft 69 21.0
11-20 ft 59 17.9
21-30 ft 39 11.9
31-40 ft 23 7.0
Total 329 100.0
TABLE 29: ELECTRICITY

Yes (Pay to KESC) 252 76.6
Yes (Pay to Landlord) 11 3.3
Yes (Share with Neighbors) 9 2.7
No Facility 22 6.7
Total 329 100.0
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TABLE 30: TRANSPORT

Transport Frequency Percent
Yes 73 22.2
No 234 71.1
Total 329 100.0
TABLE 31: LOCAL TRANSPORTATION NETWORK

No-Response 26 7.9
Yes 223 67.8
No 80 24.3
Total 329 100.0
TABLE 32: PUBLIC UTILITY SERVICES

Public Utility Services Frequency Percent
No facility 53 16.1
Electricity 32 9.7
Electricity + Water 9 2.7
Electricity + Water+
Sewerage 11 3.3
Electricity + Water+ Gas 12 3.6
Electricity + Sewerage 3 .9
Electricity + Sewerage +Gas 22 6.7
Electricity + Gas 8 2.4
Water 1 .3
Water + Sewerage 4 1.2
Water+ Sewerage +Gas 5 1.5
Water+ Gas 1 .3
Sewerage 1 .3
Gas 3 .9
Electricity +Water +
Sewerage + Gas 164 49.8
Total 329 100.0
Section 4
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TABLE 33: FAMILY HEALTH CONDITION

Family Health Condition Frequency Percent
Perfect (Healthy) 253 76.9
Occasionally Sick 42 12.8
Often Get Sick 11 3.3
Suffering from and Disease 21 6.4
Mental Illness/Disability 2 .6
Total 329 100.0
TABLE 34: BASIC HEALTH FACILITIES EXISTING

ALONG THE KCR ROUTE
No response 173 52.6
Government 28 8.5
Govt + Pvt 24 7.3
Govt + Pvt+ MCH 1 .3
Pvt 96 29.2
Others 7 2.1
Total 329 100.0
TABLE 35: SATISFACTORY ENVIRONMENTAL

CONDITIONS
No Response 23 7.0
Yes 139 42.2
No 61 18.5
To Some Extent 106 32.2
Total 329 100.0
TABLE 36: RELOCATION UPON COMPENSATION

Yes 183 55.6
No 50 15.2
Don't Know 47 14.3
Total 329 100.0
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TABLE 37: EFFECT OF RELOCATION ON LIVELIHOOD

Yes 129 39.2
No 112 34.0
Total 329 100.0
TABLE 38: KCR REVIVAL

Yes 217 66.0
No 63 19.1
Total 329 100.0
TABLE 39: TYPE OF BUSINESS

Type Of Business Frequency Percent
Shop 123 71.1
Factory / cottage industry 12 6.9
Warehouse 7 4.0
Transport company 3 1.7
Cafe/restaurant 16 9.2
any others 12 6.9
Total 173 100.0
TABLE 40: INCOME FROM BUSINESS

Income From Business Frequency Percent
Below 6000 95 54.9
6001-7000 16 9.2
7001-8000 17 9.8
9001-10000 18 10.4
10001-11000 6 3.5
12001 & above 21 12.1
Total 173 100.0
Section 4
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TABLE 41: ETHNIC BACKGROUND OF BUSINESS COMMUNITIES

Ethnic Background Frequency Percent
Sindhi 10 5.8
Punjabi 44 25.4
Balochi / Makrani 5 2.9
Pakhtoon 35 20.2
Urdu Speaking 60 34.7
Other 19 11.0
Total 173 100.0
TABLE 42: RELIGIOUS BACKGROUND

Religious Background Frequency Percent
Muslim 171 98.8
Christian 1 .6
Hindus 1 .6
Total 173 100.0
TABLE 43: NUMBER OF EMPLOYEES

Number Of Employees Frequency Percent
None 56 32.4
1-2 67 38.7
3-4 27 15.6
5-6 14 8.1
7 & above 9 5.2
Total 173 100.0
TABLE 44: NATURE OF EMPLOYMENT

Number Of Employees Frequency Percent
Irregular 5 2.9
Part-time 11 6.4
Full-time 157 90.8
Total 173 100.0
Section 4
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TABLE 45: NUMBER OF YEAR DOING

BUSSINESS ALONG THE TRACK
Number of Years Frequency Percent
1-5 year 73 42.2
6-10 year 31 17.9
11-15 year 19 11.0
16-20 13 7.5
21 & above 37 21.4
Total 173 100.0
TABLE 46: RELOCATION AGAINST

COMPENSATION
Yes 91 52.6
No 23 13.3
To some extent 41 23.7
Don't know 18 10.4
Total 173 100.0
TABLE 47: EFFECT OF RELOCATION ON

LIVELIHOOD
Yes 105 60.7
No 35 20.2
Total 173 100.0
TABLE 48: FAVOUR OF KCR REVIVAL

Yes 120 69.4
No 24 13.9
Total 173 100.0
Section 4
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4.7 consultation with through creating awareness among the communities

on potential benefits of the project. Public Hearing on
communities and stakeholders EIA report was conducted by Sindh Environmental
Public Consultation and Public Participation are two Protection Agency (SEPA) in the Month of May 2009
effective tools of social interaction. Public which is a regulatory requirement under the
Consultation is an important tool to build up provisions of Pakistan Environmental Protection Act,
confidence between the stakeholders and the project 1997 and rules and regulations framed there under.
formulators to minimize the risk of delay of project In order to have adequate participation of the
implementation. It also counters erroneous communities and stakeholders at Public Hearing on
information, if any, about the project. It helps the the ESIA, a public notice was also be given in news
project proponent (Karachi Urban Transport papers for wide coverage and invitation letters will be
Corporation) make informed assessments of public distributed through EPA to major stakeholders
opinion about the project, and the nature and extent including NGOs, relevant Government Departments
of opposition likely to occur during the and Institutions.
implementation stage.
The comments expressed by the participants at
Public Participation, on the other hand, helps project public consultation and focus group discussions were
implementation to a great extent. The purpose of noted. Similarly, the comments made by stakeholders
involving the public in general and project affected at scoping meeting were noted.
persons, in the decision making process is to have a
These comments have been analyzed as socio-
fair interaction with all community groups and
economically viable statements of the participants
ensuring them that every attempt would be made to
and will be reflected in the detailed engineering
minimize negative impacts of the project, and that
design as much as possible.
adequate mitigation measures would be taken to
compensate the loss of the affected persons, if any. Since these consultation meetings/FGDs were an
Thus, it ensures partnering between the community open forum for all, there was a representation from
and the project proponent leading to timely all groups by language, gender, age and income
completion of the project with least social cost and levels. This is a continuous process and will be
disruption. Moreover, experience indicates that continued until the issues pertaining to
unexpected project effects on the local community preconstruction, construction & operational phases of
generally give rise to significant issues and concerns project are settled to the reasonable satisfaction of
among Project Affected Persons (PAPs). These stakeholders, especially the affected local
problems get reduced when people are properly communities if any.
informed and consulted about the project and given The result of the consultation was a clear identification
the opportunity of being heard. Similarly, Non of the issues perceived to be important by the
Governmental Organizations (NGOs) will frequently community and stakeholders and the need to respond
come forward to advocate on behalf of the to those issues in the ESIA. Mitigation of potential
stakeholders, including PAPs. By making NGO’s party environmental effects of concern to the community
to the decision making process, future litigation at and other stakeholders will be incorporated into the
later stages can be avoided. project planning and will occur throughout the
Initially public consultation in form of group construction and operational phases of the project.
discussions was carried out at different locations of Following are the major concerns raised by
the project area (KCR-RoW) during the preparation of communities and stakeholders at FGDs and Public
the Environmental Impact Assessment (EIA) with a Hearing on EIA report.
view to minimize adverse impact of the project
Section 4
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Table: Minutes of Public Consultation
S. No. Concerns Raised S. No. Responses (Actions Taken by KUTC))
1 RoW should be disclosed to the communities living in the 1 RoW has been disclosed to PAPs during public
neighborhood of KCR track well in advance in order to /communities consultation for preparation of Resettlement
avoid any misunderstanding about project. Action Plan (RAP). PAPs were shared with maps of
proposed KCR-RoW.
2 Project affected persons should be compensated 2 Entitlement Matrix (EM) has been prepared in
according to the Laws of Pakistan and Japan. consultation with Project Affected Persons (PAPs).
Applicable laws and regulations of Pakistan as well as
guidelines of World Bank and JICA have been
consulted during the formulation of EM.
Compensation shall be paid to each project affected
family as per the laws and regulations of the
Government of Pakistan, JICA and World Bank.
3 Consultation meetings should be continued during the 3 Public Consultation shall be continued as a continual
project planning to maximize the participation of the process during the pre-construction, construction
residents of Karachi and to maintain transparency. and operation stages of project to disseminate as
much information about project in order to maintain
transparency.
4 A third party should be involved during the 4 Resettlement Action Plan (RAP) shall be
consultation process. prepared by KUTC in consultation with KCR-
PAPs through a third party consultant.
5 Land acquisition issues must be resolved before initiating 5 All issues pertaining to land acquisition and
the project. resettlement shall be settled at the planning stage of
project.
6 RoW should be kept minimum as much as possible. 6 Minimum RoW has been considered keeping in view
the minimum involuntary resettlement policy. Expert
Railway Engineers have been involved for this task.
7 A well defined and transparent “Resettlement Action Plan” 7 Resettlement Action Plan (RAP) is being prepared
should be prepared through a third party consultant. through a qualified third party consultant.
8 Preference should be given in KCR related jobs to KCR 8 Preference shall be given to PAPs in all KCR related
affected persons. jobs.
9 Environmental Monitoring should be conducted through 9 An Independent Monitoring Consultant (IMC) shall be
a third party consultant during the construction and engaged during the construction and operation stage
operation of KCR. of KCR project for environmental monitoring against
Environmental Management Plan (EMP).
10 KCR operation may cause increase in noise levels. 10 Mitigation measures in form of engineering controls
Therefore special techniques should be adopted to as proposed in EIA shall be strictly adhered to KUTC for
control noise and vibration due to KCR. control of noise and vibration due to KCR.
11 KCR affected persons should be provided with land, 11 Entitlement Matrix has been prepared in consultation
house, basic amenities and facilities to live a happy life. with KCR-PAPs. PAPs will be provided with plot of
land with infrastructure, amenities and cash compensation.
12 Promises made by Proponent (KUTC) must be fulfilled in 12 KUTC shall be liable to fulfill commitments made with KCR-
letter and spirit and the same be monitored by third party -PAPs. Monitoring shall be conducted by IMC. NGOs will
with NGOs to maintain transparency. also be involved in monitoring activities of KCR
Resettlement Project.
Section 4
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Table: Minutes of Public Consultation
S. No. Concerns Raised S. No. Responses (Actions Taken by KUTC))
13 Karachi is facing looming shortage of electricity. 13 Independent Power Producer (IPP) will be engaged
KCR dependency on electric power may worsen the for running KCR.
situation. Special arrangements should be made for
availability of power instead of depending on K.E.S.C.
14 KCR revival has been a long awaited solution for 14 KCR project shall be implemented with full
transportation problems of Karachi. It should be determination and sincerity with cooperation of all
implemented with determination, sincerity and honesty stakeholders especially the people of Karachi.
for the betterment of Karachi Citizens as soon as possible.
15 Operation and Maintenance of KCR should be managed 15 O&M issues will be looked into by KUTC with JICA
by Japanese experts who are well aware with experts.
technicalities of mass transit systems.
16 KCR transport fare rates should be compatible to the 16 KCR transport fare rates will be compatible to the bus
“bus” transport rates. transport rates.
17 Stations should be placed at locations where demand 17 Station locations shall be finalized in light of travel
of travel is high. demand data gathered by consultants.
18 Involuntary resettlement should be avoided as much 18 Policy of “Minimum Involuntary Resettlement” has
as possible. KCR PAPs will be highly grateful to been adopted.
Government of Pakistan for this consideration.
19 Social issues should be given priority on environmental 19 Social issues will be given due consideration and
issues in this project. priority in this project. All relevant laws, regulations
and guidelines will be followed in letter and spirit.
20 KCR-PAPs and CBOs will monitor the implementation 20 KCR-PAPs and CBOs will be the part of resettlement
of KCR and the sub-projects. project implementation committee of KCR project.
Section 4
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Sample of Information Brochure Distributed During Consultation on KCR (Page 1 of 2)
Section 4
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Sample of Information Brochure Distributed During Consultation on KCR (Page 2 of 2)
Section 4
62 OF 62
SECTION 05
5. ENVIRONMENTAL IMPACT ASSESSMENT AND proposed

MITIGATION MEASURES FOR NEGATIVE Impacts
5.1 POTENTIAL OF KCR FOR URBAN free movement of vehicular traffic on the
arterials. KCR offers huge potential for use for
TRANSPORT public transport, an alternate mode for road
The necessity of the urban transport system has transport, in a more sustainable and
long been recognized and desired as much by environment friendly manner. This aspect of the
the commuter citizens of Karachi as the project has been described at length in an
planners. One example of such a proposed earlier chapter on project description. Table 5.1
project is the corridors plan designed for the summarizes the potential of KCR.
Table 5.1: Potential of KCR for Urban Transport
Overview Role of KCR

Current Situation Growth of population and urban area is expanding. Presently KCR is not active to
and Problems l Increased trip length and trip time resolve these issues.
l Economical loss (time value, etc), Increase of
environmental load and traffic accidents
l Increased health issues
Short Term Revival of KCR

l Constructing a road and railway integrated l Laying of double track.
system downtown area and suburbs. l Clearing of right of way.
l Reinstating stations and
serviceability.
l Construction of flyovers and
Measures
underpasses at intersections.
Middle Term Improvement through O&M It will serve as "the nucleus of

l Prohibiting traffic from passing through down town. public transport" and will become a
l Networking of railway systems. dignified mode of transportation
l Providing integrated urban transport, multi- for the nation.
modal system by constructing intermodal station
(R&R, P&R, K&R, and a connecting line
to the airport).
Long Term Extension of KCR Project into City Development Plan The areas along KCR have the
l Providing a priority service of public transport potential for development and
system to realize sustainable vitality in the city. thereby withdrawing activity from
l Implementing a city facilities relocating plan. the centre of the city.
l Utilization of the land along KCR based on the
features of the station providing basic amenities
and utilities to the residents and commuters.
Section 5
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5.2 ANALYSIS OF ALTERNATIVES B. Alternative 2: Consideration of

Revival of KCR
a. Alternative 1: consideration of Utilization of the existing railway line by KCR is one
“without project” of urban mass transit system options. Hence Revival
This alternative assumes no substantive changes in of KCR would be the preferred alternative to alleviate
policies or actions related to the provision of public the transportation problems of Karachi provided the
transit services. It represents a continuation of deficiencies in its past performance are removed and
current public transit operations, without any major reforms in the management system are effectively
programme for improvement or investment to introduced to strengthen the existing KCR
remove deficiencies. This option, however, includes a infrastructure. Only then this alternative would
gradual expansion of route structures and diversion of restore the status of KCR as a viable system that
vehicular traffic to other corridors in response to travel would relieve the congestion on roads specially on
demand. The local suburban rail services of Pakistan corridors within the KCR loop where the process of
Railways and activation of the Circular Railways are urbanization has had its adverse impact on land use.
assumed here to offer no help in facilitating safe, An additional advantage of this alternative would be
secure and speedy approach to the CBD, the Karachi the use of electricity for energy which is more
Ports or Port Qasim and the Air Port or in enhancing environment-friendly.
the capacity of the Corridor. C. Consideration of Alternative
Deficiencies in the public transport services together Alignment
with the enormous increase in private vehicle Horizontal alignment of KCR cannot be changed
ownerships during the 2005-07period have because the RoW of KCR land is fixed along the
aggravated the road transportation problems, existing KCR and Main Railway track. The RoW is
however. The road capacity has been far exceeded by owned by Pakistan Railways and the same will be
the volume of traffic on the roads. The City District transferred to KCR when the latter is revived. Land
Government has constructed flyovers and widened outside RoW of KCR has been encroached and has
several roads to make the main corridors signal free. been put to unalterable land use. The existing route
The problems with regard to traffic jam, of the KCR is ideally suited to the demand forecast
inconvenience caused and environmental health and would on its revival be an integral part of the
problems due to vehicular exhaust emissions, existing urban transport system. Land available
however persists at the cost of several billion rupees. along the KCR is adequate for future expansion and
The role of Railways as an effective mass transit development envisaged in the project.
system in resolving the transportation problems in In terms of vertical alignment, the use of viaduct,
Karachi has on the other hand been marginalised by embankment, tunnel at certain sections has been
lack of professionalism in the management of affairs proposed in view of the need of the land use. A
of KCR as part of Pakistan Railways e.g. lack of single feature such as viaduct a preferred structure
discipline with respect to observation of time table, for the rail track route for the entire KCR could be
corruption in ticketing and checking, inattention to the preferred alternative but for other options that
maintenance of locomotives and coaches besides are preferable in terms of financial aspects. The
deficiencies such as single track, location of stations features including the environmental and financial
farther from transportation network, and lack of aspects of viaduct, embankment, ground and
seriousness on the part of Federal Government in culvert are summarized in Table 5.2.
promoting the rapid growth of Karachi at the cost of
other regional areas. D. Consideration of Alternative Power
Supply Traction System
The existing transportation system without the role
KCR is therefore not acceptable. There are three options including DC 1,500V, AC 25kV
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Table 5.2: Environmental and Financial aspects of viaduct, embankment, ground and culvert
Item Viaduct Embankment Ground level Culvert
Specific Feature Viaduct is Embankment does not Ground level need Culvert requires
concrete structure require land so much the level-crossing bridge for crossing.
and not require and will be constructed and fence for The area
land so much. It by earth material. This protection of inflow substantially require
will eliminate will eliminate level- from outside. culvert.
level-crossing crossing with a certain
without community segregation
community
segregation.
Environmental Noise will be Noise will be mitigated Noise will cause the Noise will be
mitigated due to due to far from the impact on mitigated due to the
far from the source. However, the surrounding areas, if role of culvert as
source. The community segregation soundproof wall is soundproof wall.
community will occur, if tunnel for not provided.
segregation will crossing is prepared.
occur rarely.
Financial High Slightly high Low Slightly high
and AC 2 x 25 kV as alternative options for power MW, which would be higher than the deficit in 2008 of
supply to the traction system. Environmental 370MW. The power supply capacity of KESC is not
safeguards would be needed to mitigate sufficient and will not improve even 8 years later. It is
electromagnetic interference (inductive communicative therefore essential to take due consideration on how to
interference) caused by AC system, and electric ensure the electric power supply for KCR operation
corrosion of water supply and sewerage systems expected to start operations in the beginning of 2016.
caused by DC system. DC mode would be preferred
despite the requirement of heavy cabling, while AC E. SELECTION OF PREFERRED alternative for
mode is preferred where load is light and cabling alignment and power supply
requirements and mechanical equipment / machines
A multi-configured system option perhaps provides the
are not heavy. Selection of different modes of
optimum solution for the entire railway system on the
electrification (AC or DC) will need further elaboration,
urban network. It is a hybrid or combination of on-ground,
if not investigation.
underground and elevated structures. The following major
The comparison of three systems is summarized as points are noted:
table 5.3:
1) There are a number of railway crossings inevitable to
The power supply capacity of KESC including purchase create at sections of ground development of the railway.
electricity and the peak demand in Karachi City for the However, the number is minimised.
year 2008 is estimated as 2130MW and 2,500MW
2) Expensive sub- and super- structures are constructed
respectively. Therefore, the current deficit is estimated
at 370MW in 2008. The demand for 2016 is forecasted in places where necessary and the sections of expensive
at 4,220 MW, when KCR operation is expected to construction method would be reflected in the cost of
commence, with annual average growth rate of 7% travelling / passenger fee to certain extent.
until 2015, and 5.2% after 2015 respectively based on 3) Noise and vibration are significantly reduced at the
the Karachi Strategic Development Plan 2020. The sections of sub- and super structures of railway are
power deficit in 2016 is calculated to be more than 490
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Table 5.3: Comparison of Power supply system
Item DC 1,500 AC 25kV AC 2x25kV

Specific Feature DC electrification Traction In this system, the As the direction of the
power supply system is most railway substations current through the
widely used for urban receive commercial overhead catenary wire
railways in the world. three-phase with 25kV higher than rail
Railway substations receive alternating current and that of AT Feeder
commercial three-phase and with 50Hz or 60Hz with 25kV lower than rail
drop voltage to 1500V, and drop the voltage are opposite to each
change single-phase AC, to 25kV and change other, the inductive
convert into 1500V DC and single-phase AC and effects by both currents
feed to the feeder wire. feed the overhead counteract each other and
catenaries with them. this system causes little
inductive communication
interference.
Environmental There is no inductive In this system, This system mitigates

communication interference inductive inductive communication
but the electric corrosion communication interference.
may occur. interference will occur
Financial Cost comparison depends on the passenger demand
constructed. However noise and vibration might be felt landscape along the KCR Project's ROW, have been the
where track is on ground. prime considerations in selecting the most adaptive
4) In places where the geological and geographical solution of laying out the profile of the KCR track and rail
conditions do not allow, ground development of railway is system the combination of elevated, underground and on-
not possible from the engineering viewpoints. ground development (multi-configured system) has been
preferred as and where necessary in order not to disrupt
Keeping in view the above options the relocation of settled
existing infrastructure and road networks.
population in the RoW of KCR Project was deemed
necessary. Thus physical distribution of population, 5) It is envisaged that adoption of this option will
geological conditions, and conglomeration of the urban approximately affect 2400-2500 structures.
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Table 5.4: Screening of prferred alternative for Power Supply
Aspect DC 1500V (Prefferred Alternative) AC 2x25kV (AT feeding system)
Safety consideration by 1500V traction line should not always be In every maintenance work 25 kV traction
high voltage shut off. In light maintenance, it is not line should always be shut off to protect
necessary to shut traction power. This labour from the electric shock this will
needs longer maintenance time during possibly make an impact on usual
night for usual operation. operation
Good Fair
Energy consumption & Energy consumption in DC electrification Heavier AC EMU need more electricity
Environmental is lower than AC because of lighter supply compared with lighter DC EMU.
Friendliness weight of DC EMU. This policy meets This cost increase is already considered in
worldwide environmental friendliness to the above comparison.
keep more energy conservation. This higher energy consumption regresses
against environmental trend. Furthermore,
this will become concern in consideration
of recent tight electricity supply situation
in Karachi.
Good Fair
Future purchase of EMU Although future purchase of EMU is When it is raising up of passenger
uncertain factor, DC option may have demand needs 2.5 minutes operation by
advantage in consideration of future around 2030 and necessary for increasing
increasing of trains sets and renewal of of the rolling stock, the KUTC may bear
rolling stock. If it is assumed that KCR the higher rolling stock cost than DC
headway become 2.5 minutes by
rolling stock.
around 2030 and 20 years’ renewal
period is considered, the cost difference
in Table 6.10 become equal to AC
lifecycle cost.
Good Fair
Rate of regenerative Generally, if there’s no accelerating In AC, regenerated electricity can be
brake railcar nearby regenerative railcar, this returned back to KESC grid and loss of
regenerative electricity may not be regenerative electricity never happens.
effective as this electricity can be used Therefore, there’s possibility to ensure
only for station E & M facilities. higher rate of regeneration system than DC.
Fair Good
Ease of ditection incase It is generally difficult to detect and Higher traction voltage enables to
of trouble specify abnormal voltage in case of discriminate abnormal voltage and
trouble because lower traction voltage specified accidents causation.
obscure abnormal voltage.
Fair Good
5.3 SUMMARY OF IMPACTS Project area i.e. the Union Councils of the Towns on
which the Railway track has been laid and the
This section identifies the overall impacts of This microenvironment i.e. its immediate surrounding.
section identifies the potential impacts of the Project
during preconstruction, construction and operation Screening of potential environmental impacts due to
stages on the physical environment including air siting of the KCR on the existing route and
quality, water quality, noise and vibration; ecology construction as well operation of the system has
including flora and fauna, and socio-economic been carried out by the checklist method and
environment of the macroenvironment of KCR described in Table 5.5.
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TABLE 5.5: SCREENING OF POTENTIAL ENVIRONMENTAL IMPACTS

SCREENING QUESTIONS Yes No REMARKS
A. Project Siting
Is the project area…
l Densely populated? X
l Heavy with development activities? X
l Adjacent to or within any environmentally sensitive areas? X
l Cultural heritage site X
l Protected Area X
l Wetland X
l Mangrove X
l Estuarine X
l Buffer zone of protected area X
l Special area for protecting biodiversity X
l Bay X
B. Potential Environmental Impacts
Will the Project cause…
l Impacts on the sustainability of associated sanitation
and solid waste disposal systems and their interactions
with other urban services. X Not envisaged
l Deterioration of surrounding environmental X Not envisaged, better
conditions due to rapid urban population growth, management & conservation
commercial and industrial activity, and increased practices will be
waste generation to the point that both manmade followed nevertheless
and natural systems are overloaded and the capacities
to manage these systems are overwhelmed?
l Degradation of land and ecosystems (e.g. loss of X Not envisaged
wetlands and wild lands, coastal zones,
watersheds and forests)?
l Dislocation or involuntary resettlement of people X Encroachments on RoW
being totally unauthorized
will have to be removed
l Dislocation of indigenous communities and X Not envisaged
Disadvantaged population
l Degradation of cultural property, and loss of cultural X Not envisaged
heritage and tourism revenues?
l Occupation of low-lying lands, floodplains and steep X Encroachments on and
hillsides by squatters and low-income groups, and under RoW being totally
due to polluting industries? unauthorized will have
to be removed
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l Water resource problems (e.g. depletion/ degradation of X practices will be
available water supply, deterioration for surface and followed nevertheless
Not envisaged, better management & conservation
ground water quality, and pollution of receiving waters?
l Air pollution due to urban emissions? X Minor
l Social conflicts between construction workers from other X Not expected
areas and local workers?
l Road blocking and temporary flooding due to land X Possible but will be
excavation during rainy season? mitigated if some
such situation emerges
through better
management practices
l Noise and dust from construction activities? X Minor but will be
minimized through
better management
practices
l Traffic disturbances due to construction material transport x This is a medium size
and wastes? construction activity.
Construction material
transportation to the site
will be managed through
good management
practices
l Temporary silt runoff due to construction? X Not envisaged but will
be mitigated if some
through better
l Hazards to public health due to ambient, household and X Not envisaged but will
occupational pollution, thermal inversion, and smog formation? be mitigated if some
through better
and implementation of
Environmental
Management Plan
l Water depletion and/or degradation? X Not envisaged, better
and conservation
practices will be followed
nevertheless
l Overplaying of ground water, leading to land subsidence, X Conservation practices
lowered ground water table, and salinization? will be followed and
excessive use will be
avoided
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l Contamination of surface and ground waters due to X Solid and Liquid waste
improper waste disposal? Disposal system will be
in place to prevent
possible contamination
of water resources
l Pollution of receiving waters resulting in amenity losses, X Solid and Liquid waste
fisheries and marine resource depletion, and health problems? Disposal system will be
in place to prevent
possible contamination
of receiving waters.
5.4 PRE-CONSTRUCTION PHASE be changed from the baseline survey described

in this EIA report. Therefore, the baseline
The pre-construction stage would commence environmental survey including air quality,
after approval of this EIA study. It will water quality, noise and vibration should be
comprise preparation of the detailed design implemented to reflect the detail design.
and will take more than 2 years. Changes that
may occur in the mean time in the 5.4.2 SOCIOECONOMIC CONSIDERATIONS
microenvironment would be recorded and the At the pre-construction stage, RAP including actual
consequential impact would be reviewed and inventory of project affected persons will be
updated to introduce appropriate mitigation prepared to identify by inventory survey with cut-off
measures and reflect the same in the detailed date through public hearing or public consultation
design. At the detailed design stage, RAP shall meetings with different stakeholders. At this stage,
be finalized and implemented to commence there are different significant impacts regarding
the construction after the completion of the resettlement. The impacts will be mitigated by the
resettlement plan and compensation plan, if reducing the number of project affected persons,
needed. infrastructure development in the resettlement sites
Screening of potential environmental impacts for project affected persons, income restoration
at the pre-construction stage, their weightage and supporting after the resettlement, internal and
and mitigation measures are summarized in external monitoring for the resettled project
Table 5.6. affected persons and grievance redress system.
The impacts on job opportunities such as for the
5.4.1 PHYSICAL IMPACTS drivers of bus or rickshaws or on construction
workers or residents by infectious disease will be
During pre-construction stage after this EIA
considered and it will be mitigated for the train
study, the detail design will be implemented.
operation plan or construction.
There is no physical impact for at detail design
stage. During this period, the ambient physical
environment will be changed due to industrial
development or population increase or other
urban development. The baseline condition will
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TABLE 5.6: ENVIRONMENTAL IMPACTS OF KCR PROJECT (Cont....)

Physical During construction phase, During construction
Environment Air Quality N M Impact on air quality phase,
caused by exhaust gases
of vehicles and
construction equipment.
Dust emissions due to
construction activity.
P H During operation phase, Not negative impact
air quality will be
significantly reduced due
to electric train operation.
The dust emission and NOx
which is emitted by cars or
buses are also reduced due
to improved traffic conditions
on the road.
Noise and vibration N M During construction The advance railway
Construction phase phase, noise and vibration construction techniques
caused by construction provide adequate
activity, machinery and vehicle measures to control
movement in and around the noise and vibration
site will affect the local limiting its nuisance
residents. effects.
Noise and vibration N H During operation phase, Sound barrier wall is to
Operational phase noise will occur due to train be erected all along the
movement though the track which will also
maximum noise level is act as safety wall. For
lower than electrical type vibration control
locomotive. Special design special dampeners
consideration in braking system are provided in the
and turning speed and radius sleepers and control
/ traction. with ballast.
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TABLE 5.6: ENVIRONMENTAL IMPACTS OF KCR PROJECT (Cont......)

Surface water N L During construction phase, Construction methods
pollution and construction activities in and techniques and
operation phases. proximity to water body disposal of used water
sources and run off may need to be designed for
cause impact on water proper drainage and
quality control of discharge.
N M Wastewater discharges Wastewater treatment at
depots will be installed
to mitigate the impact.
Solid waste and N L During construction, Proper solid waste
soil contamination disposal of excavated soil, management
construction debris and programme to be
other waste including designed and
domestic waste which can executed for the
cause soil contamination construction and
and other health & safety operation phases of
issues. the project as integrated
in the EMP.
N L During operation phase, The solid waste
domestic waste will be collection system in the
generated in each station. station will be provided.
N M During operation phase, Hazardous waste
special waste generated at treatment system such
depots requiring proper, as Incineration or land
handling, storage, collection, filling will be required
treatment and disposal. according to the nature
of solid waste.
Natural Flora and Fauna N No The project has route / It is required to adopt
Environment (including migratory alignment that do not appropriate techniques
bird and passes through forestation while undertaking
endangered species) or wetland / sanctuary to construction activities
cause disruption to wildlife. around water shed areas
to minimise ecological
disturbances.
Socio- Aesthetics & N M The infrastructure of the Regular and proper
Economic Landscape project will increase the maintenance of the
and Living urban aesthetic and infrastructure is
Environment landscape profile of the city. required throughout the
project life.
Archaeological, N M During construction phase Consent of the
Cultural, Heritage Occurrence of points of community should be
and Relics religious, cultural and heritage sought and action be
consideration importance should be taken judiciously.
given due consideration
and respect in order to
meet the community's
expectations and concerns.
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TABLE 5.6: ENVIRONMENTAL IMPACTS OF KCR PROJECT

Traffic N M During construction phase, Proper routing and
construction of stations in movement plan is to be
inner city may influence developed for
road traffic and may cause unhindered flow of
traffic congestion. traffic in and around the
site areas.
P H During operation phase, Proper maintenance and
the project will reduce road management of the
traffic congestion. KCR project is required
for sustained operation.
Resettlement and N H Loss of shelter, earning, (RAP) Resettlement
rehabilitation transport, accessibility, Action Plan (Monetary
disturbance, social and compensation /
community disruption, etc. Relocation,
Resettlement,
Rehabilitation)
Living an Livelihood N M There are some impacts on The new employment
bus drivers or three opportunity on KCR
wheelers. operation will be created
for them with suitable
training.
Area classification N M In the both sides along the Pedestrian bridges or
KCR, the movement of pedestrian tunnels will
inhabitants will be impeded, be installed to prevent
especially along elevated the area classification.
embankment and at-grade
section.
Communicable N M The communicable diseases, Communicable Diseases
disease such as HIV may be Prevention Program will
introduced due to be prepared for
immigration of workers construction workers
associated with the project. or residents near the
construction sites
Sun shading N L Viaduct section will affect Proper space to prevent
the impact. sun shading will be
prepared.
Inductive N M Inductive conductivity If AC system is applied,
conductivity interference will occur if AC 2 x 25V AC system will
interference system is applied. be applied to mitigate
the inductive
conductivity interference.
Electric Corrosion N M Electric corrosion will occur If DC system is applied,
when DC system will be electric drainage will be
applied. utilized for mitigation
measure.
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5.5 CONSTRUCTION PHASE mitigation measures need to be suggested.
2. SURFACE AND GROUND WATER QUALITY

5.5.1 PHYSICAL IMPACTS
During the construction phase, the impact on the
Since KCR is a development project in transport
surface and ground water quality is unlikely to
sector, its impacts on the physical environment
affect the hydrological regime of the physical
are anticipated to be significant. However due
environment. It will be entirely dependent upon
to the extraordinary nature of the project i.e. its
the nature of the construction activities that
physical pre-existence in the urban
would take place during phases of the project. It
transportation system, the operation in past,
is perhaps in the later stages of the KCR project
availability of the route/track and infrastructure,
when station plazas will be constructed which
such factors have considerably reduced the
would then require construction at larger scales
severity of most of the significant physical
and for longer durations. In that phase surface
impacts. The physical impacts that are critical in
and ground water quality would likely to be
construction phase are being considered with
affected for which adequate measures are to be
an emphasis to take necessary mitigation
proposed.
measures.
Though it is based on the construction method,
1. AMBIENT AIR QUALITY AND EMISSIONS there are potential impacts on increase of salt
The prevalent ambient air quality along the KCR contents leaching into the surface waters from
proposed route as observed at selected rail- the exposed soil and construction material during
road intersections is within allowable limits surface runoff particularly in rainy season,
except for the particulate matter which exceeds secondly percolation of salts and leachates into
prescribed NEQS limits, the apparent reason ground water resulting in contamination of
being the vehicular emissions containing arising surface and ground water bodies.
from diesel fuel containing high contents of During the construction work, wastewater in
particulate matter and prevailing dust blowing cement curing process will generate but the
from the eroded and exposed soil lacking impact on water quality is not significant.
vegetative cover. Though the construction process of viaduct has
Any Additional emissions other than PM10 not been determined, appropriate mitigation
expected to arise during construction phase due should be prepared.
to activity of construction equipment would be In the process of bridge construction, the
insignificant. Hence the impacts due to exhaust construction material or excavated silt may cause
emissions from vehicles and construction the turbulence. Therefore, the mitigation
equipment are considered to be negligible if measure should be applied for the construction
mitigation measure has been applied. However process. The wastewater generated in the
due to vehicular movement at construction site construction process shall be discharged with
and along the KCR route / project is likely to proper treatment through the monitoring of
cause dust emissions causing the parameter of water quality.
particulate matter to be affected for which
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3. NOISE station plazas are to be constructed. The method of

construction and mode of laying of the additional
During the construction phase, noise caused by the
track would identify the extent of noise and vibration
construction equipment and truck will affect a certain
impact during the construction phase. Except for the
impacts on the surrounding environment, if
two stations (Proposed Station 2 and Gulistan-e-
appropriate mitigation measure is not applied. The
Jauhar where the structure will be culvert type) the
impact is mainly associated with the construction
main construction method is land filling for
equipment in the construction site and loading truck
embankment of elevated section or viaduct for
along the roads leading to the KCR project. The main
embankment piling. The impact level is defined
affected areas are along the KCR, especially the
depending on selected equipment and operation
residential areas and business and commercial
period. During the construction of embankment and
estates near station plaza or along the section of
viaduct, the noise will be mainly produced by the
viaduct. Those would be subjected to disturbance
sheet piling machine, generator, excavator, concrete
during the working / shift hours however the extent
pumping, rammer, truck or roller. The noise produced
of this disturbance would be felt mainly in densely
by construction equipment is presented in table 5.7
populated areas and secondly in the areas where
as reference.
Table 5.7: noise produced by construction equipment
Operation Equipment Noise (dB)

Excavation and backfill
Road surface breaker Road surface breaker 105
Truck 105
Soil stability (Pile driving, retaining wall) Derrick 101
Mortar injector 97
Pile driving 101
Excavation Excavator 101
Bulldozer 98
Crane 101
Truck 105
Concrete placing Concrete pumping 104
Batching plant 98
Soil backfill Bulldozer 98
Rammer 106
Truck 105
Roller 98
Construction of viaduct
Foundation excavation Boring machine 100
Derrick 102
Excavator 101
Generator 98
Truck 105
Foundation concreting Concrete pumping 104
Mixing plant 95
Soil stability (Sheet piling) Sheet piling 98
(Source: Construction Ministry of Japan, 1983; Japan Public Works Institute, 1979; Japan Machanism Construction Association,
1987)
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The cumulative impact of the noise caused by r: distance from construction equipment to
construction equipment will be estimated based forecast point
on the following formula;
However, in this moment, there is no construction
LA1/10 LA2/10 LA3/10
LAp = 10lg(10 + 10 + 10 + …… + plan. Therefore, the construction contractor
10LAn/10) should prepare the construction plan to mitigate
the impact based on the detail design.
Where: LAp: cumulative noise caused by
construction equipment (dB), 4. VIBRATION
LAi: noise level at forecast point caused by each During the construction of embankment and
construction equipment (dB) viaduct, the vibration will be mainly produced by
the sheet piling machine, generator, excavator,
LAi = L AW - 20lgr - 8
concrete pumping, rammer, truck or roller, etc.
LAw: noise caused by construction equipment The vibration produced by construction equipment
is as presented in table 5.8 as reference.
Table 5.8 vibration caused by construction equipment
Operation Equipment Vibration (dB)

Excavation and backfill
Road surface breaker Road surface breaker 73
Truck 68
Soil stability (Pile driving, retaining wall) Derrick 33
Mortar injector 50
Pile driving 63
Excavation Excavator 72
Bulldozer 64
Crane 40
Truck 68
Concrete placing Concrete pumping 50
Batching plant 50
Soil backfill Bulldozer 64
Rammer 57
Truck 68
Roller 65
Construction of viaduct
Foundation excavation Boring machine 50
Derrick 35
Excavator 72
Generator 68
Truck 68
Foundation concreting Concrete pumping 50
Mixing plant 50
Soil stability (Sheet piling) Sheet piling 63
(Source: Construction Ministry of Japan, 1983; Japan Public Works Institute, 1979; Japan
Machanism Construction Association, 1987)
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Though the construction method has not been properties of the segment allows excavation and
determined yet, however it is believed that the tunneling activity and the slopes formed would be
adopted method of construction shall produced stable naturally without requiring any means of
less vibration if the suggested mitigation stabilization, however it would be ensured that
measures are adopted. any measures are in place to provide stability
required as deemed necessary due to change in
5. Influence of Geological, Topographical and geohydrological regime.
Hydrological Aspects on Geotechnical
As mentioned the excavation work that would be
considerations of KCR Track
normally involved in the construction of overhead,
The terrain of the KCR existing and proposed grade separated, super elevated structure track or
route is more or less plain having contour profile KCR as proposed would be covered by
not going high in the western side where as with construction work site and contained within. The
some rocky elevated region in the eastern excavated soil would be removed immediately and
segment of the route. However this does not directly transported to the disposal site according
require any considerable rise in gradient or to the Environmental Management Plan (EMP) as
elevation of track. The track for a certain minor there would be limited storage area available due
segment in the particular section has been to short predefined right of way (RoW).
proposed to be a combination of a double and
underground track. The geological formation and 6. SOLID WASTE AND LAND CONTAMINATION
geotechnical properties of the soil found along the
The existing / proposed KCR route project site is
segment of track confirm the suitability of
soiled with garbage dumps formed at number of
construction of underground/subsurface structure
sections along the track by the encroached
owing to stable strata experienced. The
population and settlements. Hence the impact of
hydrological regime in the particular segment also
this very aspect on the environment is prevalent
supports the construction of subsurface structure
and the nearby land is already in a contaminated
or tunnel segment on the track as the surface
state. Prior to commencement of the project there
runoff during the rainy/wet season is substantial
is an imminent need for major waste collection
to inundate the track.
and disposal activity along the KCR route which
Similarly, the soil along the coastal belt and shore should either be undertaken by the City District
region, on the western track segment may not be Government or the proponent as the land comes
suitable for the underground or subsurface under the jurisdiction of Pakistan Railways.
structure due to high water table and unstable soil
Solid waste mainly generated is from the
that may lead to high construction cost and also
construction debris and the packaging material as
incur added maintenance expenditure for future.
well as some from human activity i.e. workers at
For elevated and superstructure construction the construction site. The typical components of solid
bearing capacity of the soil proves to be adequate waste are; unused soil, excavated soil (sand),
to provide shear (for low loads) and bearing pile gravel, wood, undersize steel rebars, hardened
as and where required. cement, chemicals/oils & paints, adhesives, paper
bags, gloves, electrical wires, plastics, metal and
There are no deep excavations involved except for
plastic pipes. The mean (average) rates of waste
in the segmental portion of track where the
for some specific materials are timber 13% which
proposed subsurface structure construction would
is the highest percentage of waste among all
be carried out. As mentioned the geotechnical
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materials with sand 9% while other materials such Natural precipitation is likely to be a major source
as reinforcing steel 5%, cement 5%, and concrete of production of wastewater discharges in drains
4%. Tiles and Masonry wastes varies according to occurring from the project site. Exposed surfaces
their types. and stock piles also storage areas of chemical/ oils
may cause wastewater discharges.
Among non construction waste i.e. generated
from human / worker activity are; food waste, On site lavatory facilities for construction workers
paper, plastic, rubber, metals, glass, textile and need to be provided with adequate design of
other waste materials. The impact of solid wastewater collection and disposal system.
waste would therefore depend upon the type of
Any piling activity that may be required for soil
waste being generated. It is estimated that the
investigation and construction is likely to provide
non-construction waste is not likely to exceed
an exposure for ground water contamination.
0.5kg/worker/day. The entire solid waste
generated at the construction site is recyclable
8. EROSION AND SEDIMENT
except for the food waste which is perhaps
considered to be a major issue in regard to Since the construction involves earth moving activity
contamination from non-construction waste and lot of earth is disturbed and exposed therefore the
however is negligible in comparison to the total impact of construction on erosion is significant. In the
solid waste generated during construction case of KCR the major construction activity is lying of
phase. The component of construction waste the additional track which is unlikely to involve major
likely to cause contamination of soil and other earth moving / disturbance activity. However
ecological resources are oil, paints and allied construction of station plazas, underpasses and
chemicals which require specific containment, tunnelling as well as underground passage (as
proper handling and storage. Hence a proper proposed for Airport Link extension) would involve
solid management programme describing safe substantial earthmoving activity therefore erosion
disposal mainly through recycling process would would be a major impact experienced locally at those
provide a viable solution against land locations.
contamination impact likely to cause by solid
Sediments dispersion and associated deposition in and
waste generation during the construction
around the project area will be of little concern as much
phase.
is carried out through the aerial rather than
hydrological regime.
7. WASTEWATER DISCHARGE AND CONTAMINATION
OF WATER BODIES 9. ODOUR
The construction activities are primarily requiring
No distinct or significant odour impact is
water for various uses at different stages of
envisaged.
project. The water being discharged after use
needs proper collection and disposal mechanism 10. AESTHETICS
for safe discharge while ascertaining that effluent
needs no treatment prior to disposal to water Aesthetic and visual impacts during the construction
bodies. It is envisaged that there will be flushing / phase are limited to the sections which are passing
jetting activity during the construction phase of through the residential areas however the construction
station plazas, as well as curing process will of station plazas will have a positive impact on the
generate wastewater. urban aesthetics and architectural beauty that they will
bring to the city real estate line. Construction of
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viaducts, underpasses and flyovers would be added particularly along the KCR.
features of project adding structural beauty and valour
of the project however erection of barrier walls and B. FAUNA
electrification poles along the track will have some
No significant impact is likely to register as there is no
displeasing effect on the overall aesthetics which is
considerable fauna in the project area particularly along
perhaps unavoidable due to safety and technological
the KCR.
requirements.
C. MIGRATORY BIRDS
11. NATURAL AND MANMADE HAZARDS AND RISKS
The project area does not have wetlands also the
These natural disasters include wind storms, floods,
sections passing across rivers and water bodies are
earthquakes which may be experienced during the
not directly affecting the associated ecosystems
construction phase however the likelihood is quite low
particularly the movement and feeding / breeding
and the effect of the project in case of occurrence of
grounds of migratory birds.
natural calamity on the health and safety of the
workers and affected population can be minimised by D. ENDANGERED SPECIES
adopting appropriate and adequate mitigation
There are no endangered species reported in the
measures.
project area.
Fire accidents and terrorist / sabotage activities are
something which cannot be predicted or foreseen but E. ARCHAEOLOGICAL AND HERITAGE SITES
can be prepared for it by taking precautionary There are no significant sites of archaeological and
measures such as training of staff and acquiring extra heritage value however during the construction phase
safety and security measures. there is some exposure to be experienced with cultural
or religious sites which needs attention and should be
12. TRAFFIC DISTURBANCE carefully handled to minimise the physical impacts. The
Like other construction projects the vehicular socioeconomic and cultural considerations of these
movement associated with the construction activities sites are to be given due regards under respective
do interfere with the traffic on the roads that will be domains.
used by the construction vehicles. It is expected that
the construction activity along the KCR route for the 14. SOCIOECONOMIC CONSIDERATIONS
lying of the track will not involve considerable amount There may be several socioeconomic considerations
of construction traffic generation however activities at need to be undertaken while planning i.e. prior to
road intersections (flyovers) construction of viaducts, execution of the project and during the construction
station and depot would generate vehicular activity phase. These steps are vital for the safe and smooth
that might be of disturbance to local traffic. execution as well as to safeguard the future interest
and sustainability of the project. Some of the important
13. ECOLOGICAL IMPACTS socioeconomic aspects having critical impacts during
The following aspects are of typical consideration the construction phase of the project are enumerated
while evaluating ecological impacts of KCR project: below.
A. FLORA a. CONSERVATION AND HERITAGE CONTROL

No significant impact is likely to register as there is no It is important not only to preserve the physical sanctity
considerable vegetation in the project area of the area but also to maintain the moral aspirations
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of the community and residents which they share with e. ADAPTABILITY OF THE RESETTLERS TO NEW
those cultural heritages. Mosques, temples and other SOCIOECONOMIC ENVIRONMENT
places of worship are of major consideration when it
comes to the issue of relocation. Also shrines, tombs In case of resettlement to new areas which are mostly
and graves are regarded with sacred and mystic newly developed far off areas, the resettlers do not find
associations to masses and any violation of the sanctity life that convenient as they were accustomed to
can raise hue and cry and may lead to unnecessary despite having all the basic amenities and utilities they
delays in the progress of the project. find themselves unhappy and unsatisfied and just want
to go back to their old living environment. This attitude
b. RESETTLEMENT is primarily due to lack of job securities, lost of
occupations, long travelling distances to work places,
Though the issue is in consideration from the very etc. Hence these factors should be considered while
concept and planning stages of the project but its real planning residential schemes for the resettlers.
implementation comes into play when the construction
phase is about to execute as without the removal of f. NGOS' EXPLOITATION OF MINORITIES AND
encroachers no construction activity can be initiated. VULNERABLE GROUPS
Hence in order to remove encroachers relocation and
resettlement plan would be required and should be in Though it has been a common observation in most of
place. the developmental projects implemented in developing
countries that when there is a resettlement of affected
c. RELOCATION, REHABILITATION AND population the minorities and vulnerable groups
COMPENSATION amongst them are being exploited and used by so
called socio-political organizations claiming to represent
Once it is decided that there is a need for resettlement the rights of PAPs of the area instead getting political
then the options have to identified and investigated. benefits for their sake causing problems for the project
Relocation has to be followed by rehabilitation, in which executing agencies. This could be effectively resolved
compensation can be a added component. The through public consultation which has proven to be a
combination of these formulates resettlement. vital tool in clearing the grounds, lowering the
Compensation alone is a short term alternative and is arguments and objections that may arise at the time of
usually done on a small scale where the magnitude of initialization and development of project.
the issue is low and less significant. All these
socioeconomic issues are to be resolved well before the In the present case of KCR project, the community
commencement of the construction activity. based organizations (CBOs), local non-governmental
organizations (NGOs) and political factions so far have
d. ACCEPTABILITY BY THE AFFECTED GROUP come up with no form of opposition at any forum
which is a positive sign of acceptability that the project
It is imperative that the project affected population
has gained at public level. It is therefore envisaged that
(PAP) accepts what is being offered to them as
the project will continue to go rise up without any
compensation to what they have lost due to
resistance if the PAPs are compensated properly and
materialisation of project. Any disputes later cannot be
an alternate place for resettlement with some solatium
resolved or entertained and therefore it is the duty of
is provided to them.
the proponent to ensure that right of claim in future is
being surrendered by the affected group at the time of g. EMPLOYMENT OPPORTUNITIES
receiving the compensation.
Employment may be generated skilled and unskilled
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labour for the construction on the project. Though the deterioration of air quality which would be only
magnitude will be low but would bring experience for impulsive and localised. Construction of paved
the hired personnel and labour for future projects and structure along the track as proposed in the form of
expansion works. service / maintenance road, barrier walls and
ballast on the track would reduced the impact of
this aspect to negligible.
5.6 OPERATION PHASE
On the macro-environment the impact would be
Operation phase starts as soon as the first train leaves
reduction in the air emissions due to expected
the station on KCR route. It shall continue as long as
switch over to a more environment friendly mode
the KCR operations sustains for which no time period
of transport which would curtail unnecessary delays
has been mentioned or proposed in this moment. The
in traffic that results in excessive vehicular
impacts in the operation phase are critically important
emissions in the events of road jams particularly
as most of the impacts are 'long term' and need
during peak hours.
sustained mitigation measures as long the project is in
operation or sometimes may continue beyond the 2. NOISE
service life of the project.
A comparative evaluation between the existing
5.6.1 IMPACTS ON NATURAL ENVIRONMENT railway system and the proposed KCR project
suggests that there would be significant noise and
(PHYSICAL IMPACTS)
vibration reduction experienced in the new
In transportation projects physical impacts are technologically advanced railway system. Hence it
dominant and affect the environmental quality due to may be suggested that noise and vibration may be
dynamic nature of project aspects hence the mitigation there and can vary with the type of configuration
measures vary accordingly and does not remain static and grade used in traversing the route however
and keep changing with the environmental conditions certainly it would be considerably less than the
with the passage of time. one experienced in the old / existing /
conventional locomotive mode.
1. AIR QUALITY Though the detail parameter for noise calculation
The change in air quality is subjected to the mode has not been determined yet and it will be
of transportation being used and its design determined in the detail design stage, the noise
frequency in the project. The transportation mode level is preliminary estimated for ground and
elevated sections with the installation of
will suggest the type of technology and fuel
soundproof wall with each height as presented in
consumed and in addition to that the equivalence
table 5.9;
of passenger car units (pcu) factor of that mode of
transport will identify its economical and modal Forecast of secondary noise caused by operation
efficiency. of elevated train is formulated as follows.
In the case of KCR the locomotives used for T: T=16 hr (daytime: 6h-22h)
passenger trains are electrically operated which L eq1= P W L 1 ( 1 0 0 ) + 3 0 l o g ( V / 1 0 0 ) - 5 -
suggests no exhaust / gaseous emissions. Hence log(d)+10log(3.6PI/2V)-
the impact on the ambient air quality due to
operations of train on the KCR route in context to L eq2= P W L 2 ( 1 0 0 ) + 2 0 l o g ( V / 1 0 0 ) - 5 -
gaseous emissions is negligible. However, due to log(d)+10log(3.6PI/2V)
fast motion of trains the blowing of dust may cause L eq3= 6 0 l o g ( n V / 1 0 0 ) + 1 0 l o g ( s M / s ) + 4 8 - 5 -
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Table 5.9: Noise value estimated in 2020
Item Ground section Elevated section

Train speed; V 80[km] (4M4T) 80[km] (4M4T)
Total train length; s 160m 160m
Train length (motor car); sM 80m 80m
Gear ratio 5.6 5.6
Type of track Ballasted track Ballasted track
Height (from ground to RL height) 0m 6m
Table 5.10: Noise value estimated in 2020
Height of soundpoof wall (m) 0 1.0 2.0 3.0

L eq (dB) (elevated section) 61.7 59.6 57.1 56.5
L eq (dB) (ground section) 70.9 65.6 61.4 59.1
log(d)+10log(3.6PI/2V)- the draft NEQS for noise in Pakistan, if the soundproof

wall is not installed, especially in the case of residential
Leq=10log (10(L eq1/10) + 10(L eq?/10) +10(L eq?/10)
area and ground section. However, in that case, the
Leq: equivalent sound level noise level will be reduced by operation procedure or
application of sound absorption material to soundproof
D: distance from sound source to designed point
wall to meet the draft NEQS for noise.
:effect of soundproof wall (height dependency
of soundproof wall) 3. VIBRATION
The elevated section is mainly from Baldia station Vibration is basically based on the geological
to Gilani station and other sections of crossover condition and type of the material or structure of
bridges where the estimation result of noise level the targeted building as well as train operation. In
for elevated section will be utilized. The estimation this situation, there is no reliable geological data
result of noise level for ground section will be and the estimation procedures for the condition.
utilized for the noise level of other sections Therefore, it is difficult to assess vibration
without culvert sections or underpass. Though the quantitatively. However, the representative
detail train operation plan has not been prepared estimation method used in Japan can be utilized
yet, there will be around 150 trains everyday. In for the vibration level estimation as presented in
the assumption, the estimated noise level of
table 5.11.
operation stage is presented in table 5.10.
Table 5.11: Estimation for Vibration Level
VLp: Peak vibration level
R: Distance from center line to designed point
R [m] 12.5 25 37.5
Ground section VLp[dB] 65.2 59.4 56.1
Elevated section VLp[dB] 55.1 52.4 50.8
Ground section: VLp=86-19log (r)

Based on the result of the estimation of the noise level,
there are some areas where the noise level will exceed Elevated section: VLp=65-9log (r)
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4. WASTEWATER GENERATION AND DISCHARGE from stations and passenger trains, and wastes
from regular working and living in the railway
The water quality in rivers and canals in Karachi city
stations and depots includes dinner boxes,
is deteriorated currently. The operation of the KCR
aluminum cans, plastic bottles, tissue paper / paper
does not directly involve any discharge of effluents
/ newspaper, nutshells, and fruit peels, food waste.
into the surrounding environment except for the
The predicted generation of solid wastes for the
certain locations identified in the project where
whole rail line operation is about 1,920 t/annum
physical activities involving excessive or commercial
(1,646 t/annum from passenger trains and 274
use of water is involved which may therefore
t/annum from living quarters and office buildings).
require proper treatment prior to disposal.
Freight traffic is forecast to be 5.4 million tons in
The main sources of wastewater regarding the train
2010, 7.2 million tons in 2015, and 12.2 million
operation of KCR include each station and depot.
tons in 2025.
The runoff from alignment including track or depot
may affect the water quality of the surface and Annual volume of passengers is forecast to be 3.1
ground water, if the drainage and collection system million passengers in 2010, 4.4 million in 2015, and
is not properly designed and fail to functions. 8.5 million in 2025.
Regarding the wastewater source of depot, the a. Analysis of Solid Waste Generation
rolling stock would be maintained and prepared for
the daily operations. The water consumption is not The estimated figures therefore indicates that the
estimated yet however the quality of water generation rate per capita (passenger) per day
projected is likely to be contaminated mostly with during the operation phase of the project comes
oil and grease with paints (to some extent) out to be 0.07 m3 of domestic sewage from
therefore it is proposed that a proper wastewater various sources and 0.00825 m3 of industrial
collection and treatment facility would be set up at wastewater. Similarly the generation of solid waste
the depot. The location of the depot is Wazir is estimated around 0.62 kg of which 0.53 kg is
Mansion Station and has designated land of 4 produced from the passenger trains and the
acres for the activities. remaining 0.09 kg is generated from the non
operational side of the project which include office
Regarding the wastewater from each station, the
building, living quarters, etc.
water quality is mainly as same as domestic
wastewater. In addition, disposal system to municipal On the basis of the above figures and subsequent
sewers or septic tank will be installed in each station analysis it can be predicted that the wastewater and
for night soil to prevent from discharging night soil solid waste generation in case of the KCR project
with wastewater. The effluent would be discharged operations will not be more than those presented
to the main sewerage system on meeting the NEQS. above as the figures are conservative and reflects
The railway operation is estimated to produce a values higher than the typical values observed in
total of m3/year of wastewater, including domestic studies carried out related to solid waste.
sewage from staff living quarters and passenger Table 5.12 gives estimation waste Generation.
3
stations and 1.5 million m /year of industrial
wastewater mainly from locomotive depots. 6. EROSION AND SEDIMENT
5. SOLID WASTE GENERATION AND DISPOSAL Once the project is through the construction phase
the project area is least exposed to environmental
In the operational phase, the domestic garbage effects and deteriorations otherwise brought by
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Table 5.12: Summary of Estimates of Waste Generation
S.# Project Phase Type of Waste Generated Generation Rate Disposal

(per passenger per day)
1. Operation Domestic Sewage 0.07 m3 Municipal Sewerage System
3
2. Operation Industrial Wastewater 0.00825 m Treatment & Disposal
3. Operation Solid Waste 0.53 kg Municipal Solid Waste
(Passenger Train Management
Operations)
4. Operation Solid Waste 0.09 kg Municipal Solid
(Domestic / Office) Waste Management
Source: http://www.adb.org/Documents/Environment/PRC/dali-lijiang-railway.pdf
weather and other climatic adversities. Thus the are to be considered and addressed at microlevel in
project operation would have negligible impact on order to justify its economic feasibility and justifiability
erosion and sediment aspect of the environment. at macrolevel i.e. for the betterment of the quality of
life of the masses in the region. Some of the
7. ODOUR AND AESTHETICS socioeconomic impacts that are likely to bring
improvement in the urban transport sector of Karachi
No impact is likely to be registered. metropolis are highlighted below.
8. ELECTROMAGNETIC INTERFERENCE a. IMPROVED AND EFFICIENT MODE OF

Usually electromagnetic interference is associated with TRANSPORTATION
the movement of electric motor train at relatively high
Rail transport has been a better alternate to road
speeds. The disturbance that it creates is mostly
transport when it comes to cost effectiveness for mass
experienced in electronic devices particularly
commuting as well as time saving. Also the quality of
telecommunication devices, such as radio and
travelling and style is elevated with a peace of mind
television to a large extent and to a lesser extent
causing less hassle and tension free journey
computer monitors, biomedical instruments, etc. It all
experienced by train. KCR operation and its efficiency
depends upon the distance of the source of
will depend upon the operator's commitment to
electromagnetic disturbance to the device which is
maintain the functionality of the project and level of
being affected.
service extended to its customers. The commuters /
In case of television the electromagnetic customers shall enjoy the facility as long as they tend
interference effect would be greatly minimised as to own it otherwise the project will suffer and will not
nearly all the televised receptions are through the be a successful venture.
cable networks and there are no aerial receptions in
the project area. b. BETTER ROAD TRAFFIC CONDITIONS
Impact on the biomedical instruments placed in As more commuters are diverted to KCR the traffic
hospitals which are closed in the electromagnetic conditions will improve due to reduction in traffic flow
influence zone needs to be properly mitigated. which further suggests improved air quality and
general environmental conditions associated with
9. SOCIOECONOMIC IMPACTS vehicular traffic along road side.
It is always the economic viability of the project on
which the project is being based and approved. c. ECONOMY AND SAVING TO COMMUTER
Though there are several socioeconomic aspects which It is expected that for long distance travelling KCR would
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be a preferred mode of transport as it will not only reduce set up by the operation of the project under the
journey time but will also provide reduction in cost auspices of a well established corporation.
incurred in paying other charges associated with vehicles
such as parking fee, fines, etc.
5.7: MITIGATION MEASURES
d. URBANISATION AND UPGRADING OF CIVIC LIFESTYLE
5.7.1 CONSTRUCTION PHASE
KCR will not just bring a solution to transport problem
but will also introduce upgrading of provision of civic The following measures are recommended as
amenities and facilities within the reach of common mitigation measures for physical impacts identified
man as close to his residential place. This would have /likely to occur during construction phase of the
a tremendous impact on the micro as well as macro project:
socioeconomic profile of the region. At this stage it is
difficult to assess it quantitatively however qualitatively
the impact would be highly significant in improving the
quality of life of the general public.
e. SAFETY AND RELIABILITY IN JOURNEY

Train journeys are far safe and much reliable as
compared to road journeys. The safety record of the
system being introduced in the KCR project is
exceptionally good and reliable. The features of the
system are designed in such a manner to maximise
safety and to ensure that the journeys are carried out
in a reliable way with zero tolerance policy.
f. REDUCED HEALTH RISK AND ACCIDENTAL HAZARDS

The same applies while ensuring maximum operational
safety it suggests that accidental hazards are
minimised. As well as construction of barrier wall along
the track will greatly reduce the accidents associated
with movements across the track.
Health risks due to vehicular/exhaust emissions

experienced in congested traffic conditions is likely to
be avoided by the commuters travelling on KCR
thereby giving them a free or no exposure
environment.
g. EMPLOYMENT
New employment and vacancies would be created for
the operation and maintenance of the project.
Employment opportunities for experienced and fresh
induction of skilled and non-skilled personnel would be
available. Hence economic institutionalisation would be
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No. Impact Mitigation measures

Dust Emissions:
1. Air Quality l The impact of dust emission can be mitigated by watering method on the days
of low humidity and / or strong wind (in average after every 2 hours). Watering has
to be done section by section, and site cleaning shall be done immediately upon watering.
l Fibreboards and /or steel sheets will be used to make protection fences with
height of 2.5 m around the construction site (at every station location and depot
site during the construction) to limit the dust emissions.
l Canvas shall be used to cover the hauling trucks, particularly transporting
construction materials (sand, cement, etc.) and debris, excavation material (soil,
sludge, etc.).
l Regular cleaning on daily basis, especially at the site entrance, shall be done to
restrict solid waste and construction material / debris being scattered on the
construction site, which may disperse in case of strong wind. Cleaning groups
should be established for specific construction areas.
l The construction machines and transportation vehicles shall be cleaned /
washed before exiting the construction site to reduce dust emission.
Vehicular Emissions:
l Periodically check and maintenance of the construction machinery and haul vehicles.
l Regular change of engine oil and use of new engines / machinery / equipments
having good efficiency and fuel burning characteristics.
l Use of catalytic converters and low Sulphur fuels.
l Training of the technicians and the operators of the construction machinery and
drivers of the vehicles.
l Air quality monitoring in the project site during construction phase.
2. Noise and l 3-meter corrugated protection wall providing coveragainst noise and dust will be
Vibration temporarily erected around the construction site (at the station and depot site) to
protect sensitive areas such as schools, hospitals, relics, residential areas, etc.
l Plants and machinery with high intensity of noise and vibration such as drilling
machines, rollers, excavators, etc. will be allowed to operate during specified /
designated timings in day hours only (no operation timings from 0:00 to 5:00 am
shall be observed). In case it is necessary to take construction activities in night
time to catch up with the required schedule, permissions from local authorities shall
be obtained.
l No old machinery will be used as may not conform to noise emission levels.
l Silencers of the construction plants such as drilling machine, bulldozers,
excavators, rollers, etc. shall be regularly maintained.
l Noise monitoring at construction site will be done on regular basis.
l Unnecessary use of horn and hooter by the vehicle operators should be restricted.
l Use of ear muffs and protective gears by the workers on the construction site
would be mandatory.
l Vibration due to operation of heavy construction equipment in the sensitive areas
may be controlled by imposing time restrictions.
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3. Surface and l Containment of discharges of runoff water from the construction site through
Ground water proper design of collection and discharge system for used / wastewater with
precautions against possible contamination of surface and ground water sources.
l Containment of discharges of runoff water from the construction site through
Storage of chemicals, oil and grease products should be properly carried out at
construction site to avoid contact with rainwater.
Accidental spillage and cleaning activity which may lead to contamination of surface
soil suggest immediate remedial action (see mitigation measures for soil contamination).
Ground water contamination is possible where the site is exposed and the recharge
area is available. It is suggested that any activity resulting in discharge of water
and accumulation of used water on ground surface may therefore be quickly
subjected to dewatering activity to avoid percolation and ground recharge to avoid
contamination of the ground water sources.
Monitoring should be carried out as per EMP.
4. Solid Waste l Surplus soil shall be utilized for backfilling or excavated soil not required at site
and Land will be stock-piled, stored and transported off-site to avoid contamination of other
Contamination materials and resources at construction site.
l No legal permit required but as suggested in EIA local authorities may be
intimated for waste disposal at land fill site..
l Excavated soil shall be checked for any harmful materials / contents before disposal.
l Contracts for services of waste collection / transport / dumping / recycling /
treatment and reuse shall be formulated and assigned to reliable companies.
l Monitoring of all the waste management activities should be carried out by IMC.
5. Wastewater l Proper wastewater collection, treatment and disposal system should be designed
Discharge and particularly at the Depot where workshop and yards would be established for the
Contamination maintenance and operation of the locomotives and the rolling stocks.
of Water l Grease and oil are likely to be the main contaminants requiring treatment and
bodies removal from the washed water.
l On-site treatment facility may be provided which may ultimately have effluent
discharged into the industrial sewer or domestic sewer depending upon the
availability of the main sewerage system as well the quality of the effluent after the
treatment.
l Materials stored in the yards shall be properly covered so that oil, grease and
chemicals will not be washed away with rainwater and leach into surface runoff and
discharging / percolating into water bodies.
l Water quality along KCR route at locations close to Malir and Lyari River shall be
observed particularly in the rainy season.
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6. Urban l Protection fences will be installed around the construction site and storage yards,
Landscape & the material storage yard.
Aesthetics l Construction activities shall be finished section by section, the aesthetic impact
can be mitigated by restoring the sites to finished project sites without unnecessary delays.
l Vegetation and plantation shall be restored and replanted in and around the
project site to maintain the environmental beauty of the surrounding.
7. Traffic l No legal permit required but as suggested in EIA local authorities may be
Disturbance intimated for traffic movements to and from the construction site / use of roads in
specific hours (avoiding peak and rush hours).
l Traffic signs and warning instructions are displayed at sites and along the
proposed routes being used by the construction traffic for the information of other
road traffic as well.
l Period of construction and area / location of construction site shall be informed
to public in general and specifically to local residents.
l Any closure of the roads and deviations / diversions proposed should be
informed to the riders through standard signs and displays.
l In case of major disturbance and likely impact on the local road traffic a traffic
management plan need to be prepared and submitted to the local traffic
enforcement agency for incorporation in the routine traffic management programme.
8. Runoff and l Inundation due to rainwater overflowing shall be removed by dewatering
Inundation measures or increased pumping activity discharging water into the available /
existing drainage / sewer system.
9. Health and l Domestic waste produced at construction site shall be collected, stored and
Safety of transferred from the site for proper disposal to maintain the cleanliness of the environment.
Workers l Periodical medical checkup shall be carried out for workers.
l Protective gears and personal protection equipment will be provided and will be
strictly complied by all working at construction site.
10. Archaeological The proposed procedure is:
and Heritage 1. Stop the Work
Sites 2. Demarcate the Area
3. Notify KUTC and the concerned department for further action.
11. Topography No mitigation is suggested at EIA stage however detailed Topographic Survey with
& Geology Geotechnical Investigation is recommended.
5.7.2 OPERATION PHASE

The mitigation measures suggested for the operation
phase of the project are long term and require
regular monitoring. Some of the important measures
are described below:
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1. Water Quality l Proper design of rain water collection and drainage system.
l Monitoring of surface and ground water quality particularly during rainy seasons
at locations (well / ponds / etc.) in proximity to stations and depot.
2. Noise and l Rail welding technique shall be applied to reduce vibration due to joints connection.
Vibration
l Layer of pebbles shall be placed at the bottom of the concrete sleepers to
maximise cushioning effect.
l Reduction of speed at turnings and curve should be designed in a manner to
minimised noise generation.
l Erection of noise barrier all along the route is to be provided.
l Tunnel sections may be considered in sensitive sections.
l Noise levels are to be monitored at stations and at sensitive sections for possible
mitigation measures.
Figure 5.1: noise barrier along the right of way (RoW).

3. Wastewater l Wastewater collection, conveyance and disposal system shall be installed at
Generation & stations and treatment will be carried out at the depot prior to disposal.
Discharge
l Monitoring shall be carried out at specified locations for any possible incident of
contamination and non-compliance to NEQS.
4. Solid Waste l Proper solid waste management program is prepared and executed to ensure
and Land waste containment, collection, transfer and disposal.
Contamination l Monitoring is carried out at specific locations for strict compliance to the
developed EMP in implementing measures to solid waste management.
5. Occupational l Staff and Personnel undergo training for occupational health and safety as a
Health & Safety compulsory component of their job entitlement.
Programme l Use of protective gears and personal protection equipment shall be mandatory at
all working sites.
l Training of Fire fighting, Disaster management such as flood and earthquake

emergencies shall also be imparted to personnel responsible for supervising and
managing action during rescue operations.
l Also drills shall be carried out by the trained personnel for the general staff on
periodic / regular basis.
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6. Electromagnetic l There is no effect, if DC 1500V as traction power supply system is applied.
Interference If AC system is applied, AC 2x25kV traction power system will be applied to
(Inductive minimize the inductive communication interference.
Communication
Interference)
7. Socioeconomic l Resettlement Action Plan shall be prepared, implemented and monitored.
l Economic acceptability of the transport system will be reviewed and assessed
on periodic basis to establish its viability for its sustained operation.
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SECTION 06
6. ENVIRONMENTAL MANAGEMENT PLAN (EMP)

6.1 GENERAL revisions and may be updated as required. Any
amendments in the procedures, information
This section provides an approach for are notified to the concerned personnel after
managing and monitoring environment related the approval from the competent authority for
issues and describes the institutional subsequent implementation.
framework for environmental management
and resource allocations to be carried out by 6.2 OBJECTIVES OF ENVIRONMENTAL
the Karachi Urban Transport Corporation MANAGEMENT PLAN (EMP)
(KUTC) for mitigating the negative impacts The EMP will serve as a principal execution module
during various project execution and operation of the project that would not only mitigate adverse
phases. environmental impacts during the construction and
Environmental management and monitoring is the operation phase of the project but also ensures
mandatory activity to be undertaken by the that environmental standards and good in house
administration over the entire project cycle keeping is maintained. Continuous environmental
showing its commitment towards meeting monitoring is exercised to ensure that preventive
environmental regulations/standards and good measures are in place and effective to sustain
house keep practices as well as maintaining environmental integrity. Some of the key objectives
health and safety standards. In particular of EMP are to:
development projects in transport sector such
n To outline functions and responsibilities of
as urban railway projects, it not only requires
responsible persons.
regular monitoring but also adopting measures
for conserving the project affected n To state and implement standards and
environment during the construction as well as guidelines which are required under
operation phase of the project assuring that environmental legislations particular in context
the quality of the environment is maintained. to the project.
The environmental management and n Facilitates the implementation of the mitigation
monitoring programs are implemented from
measures by providing the technical details of
the very early stages of planning and
each project impact, and proposing
execution phases of the project. In fact the
implementation schedule of the proposed
authorization of the project is the point of
mitigation measures.
initiation of environmental management plan.
The monitoring data, observations recorded n Define a monitoring mechanism and identify
and test results / analyses are vital and monitoring parameters to ensure that all
formulate legal documents to be kept in safe proposed mitigation measures are completely
custody and may be provided to competent and effectively implemented.
authority as and when required in accordance
to Pakistan Environmental Protection Act 1997. n Identify training requirements at various levels
and provide a plan for the implementation of
EMP is a dynamic and a live document that is
training sessions.
under constant review having periodic
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n Identify the resources required to implement 6.3.2 FUNCTIONS AND RESPONSIBILITIES

the EMP and outline corresponding financing
Formal responsibilities are necessary to be
arrangements; and designated in order to ensure that key
n Providing a cost estimate for all proposed EMP procedures are executed and desired functions
actions. are carried out effectively. Specific
responsibilities of the Project Manager, Site
6.3 MANAGEMENT PROCEDURES Manager, Environmental Officer, Contractor and
6.3.1 ORGANIZATIONAL STRUCTURE Independent Monitoring Consultant (IMC) are
detailed below.
The organogram shown below gives an idea of
the organizational set-up of KCR.
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A. The Project Manager: n Ensuring that an adequate notice period is

given to PAP's before shifting.
n Ensure that the contractor is aware of all
specifications, legal constraints, standards and B. The Site Manager:
procedures pertaining to the project specifically
n Be fully conversant with the Environmental
with regards to environment.
Impact Assessment and conditions of its
n Ensure that all stipulations within the EMP are approval.
communicated and adhered to by
contractor(s).
Management Plan.
n Monitor the implementation of the EMP
n Be fully conversant with all relevant
throughout the project by means of site
environmental legislation, policies and
inspections and meetings. This will be
procedures, and ensure compliance with these.
documented as part of the minutes of the site
meeting documents. n Have overall responsibility for the
implementation of EMP.
Impact Assessment of the project, the n Conduct audits to ensure compliance to the
conditions of the approval of EIA (once issued), EMP.
and all relevant environmental legislations.
n Liaise with the Project Manger or his delegate,
Specifically, before the start of the project, the the Environmental Officer and relevant
Project Manager will ensure that the following
discipline Engineers on matters concerning the
activities are carried out in a transparent manner
environment.
and according to the acceptable standards:
n Prevent actions that will harm or may cause
n Identifying and verifying project affected harm to the environment, and take steps to
population (PAP) on the basis of specified prevent pollution on the site.
documents;
n Confirm activities to the demarcated
n Identifying which public facilities and utilities construction site.
need to be relocated;
n Identifying alternative resettlement sites for

C. The Environmental Control Officer (ECO):
PAP's (Project Affected Persons) outside the n Be fully conversant with the Environmental
RoW; Impact Assessment and conditions of its
approval.
n Carrying out a consultation and dissemination
campaign with regard to compensation n Be fully conversant with the Environmental
procedures, entitlement packages, and Management Plan.
proposed alternative resettlement sites; n Be fully conversant with all relevant
n Preparing individual entitlement files; environmental legislation, policies and
procedures, and ensure compliance with these.
n Preparing and approving compensation
n Convey the contents of this document to the
budgets;
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contractor site staff and discuss the contents in Officer.

detail with the Project Manager and Contractor.
n In case of having impacts on the environment,
n Undertake regular and comprehensive the contractor will inform them to the
inspection of the site and surrounding areas in Environmental Officer in time to get
order to monitor compliance with the EMP. instructions and then take next step.
n Take appropriate action if the specifications n Comply with the environmental management
contained in the EMP are not followed. specifications;
n Monitor and verify that environmental impacts n Submitting an obligatory Methods Statement
are kept to a minimum, as far as possible.
for approval by the Environmental Officer
n Review and approve construction methods, with before any work is undertaken;
input from the Site Manager, where necessary.
n Adhering to any instructions issued by the
n Ensure that activities on site comply with all Engineer/Project Manager on the advice of the
relevant environmental legislation. Environmental Officer;
n Order the removal of person(s) and/or n Submitting a report at each site meeting which
equipment in contravention of the specifications will document all incidents that have occurred
of the EMP. during the period before the site meeting.
n Compile progress reports on regular basis, with n Displaying the list of transgressions issued by
input from the Site Manager, for submission to the Environmental Officer in the site office.
the Project Manager, including a final post
construction audit. n Maintaining a public complaints register.
n Liaise with the Site Manager regarding the n Arrange that all his employees and those of his
monitoring of the site. subcontractors receive training before the
commencement of construction.
n Report any non-compliance or remedial
measures that need to be applied. E. Independent Monitoring Consultant
n All environmental problems arising on the Independent Monitoring Consultant appointed will
construction area will be reported to the Site be headed by Project Manager. He along with his
Manager by the Environmental Manager. team will supervise the Project Contractors to
Reports on such problems will be submitted to ensure quality of work and fulfillment of contractual
the Project Manager by the Site Manager. obligations. The Independent Monitoring
Consultant (IMC) will:
D. Contractors and Service Providers:
Environmental management is part of on-site n Ensure that all environmental and social
quality management. Under the environmental parameters / provisions comply with the
management plan, the contractor applicable standards;
n Ensure that day-to-day construction activities

n Shall propose measures to minimize
environmental impacts during construction are carried out in an environmentally sound and
process, and submit them to the Environmental sustainable manner.
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n Organize periodic environmental training 6.3.3. AUTHORITIES / AGENCIES TO BE

programmmes and workshops for the Contactor's INVOLVED FOR THEIR INTERACTIONS AND
staff and Site staff in consultation with the DISCHARGE OF THEIR SPECIFIC
administration; and RESPONSIBILITIES FOR EFFICIENT PROJECT
n Develop "good practice" construction guidelines to IMPLEMENTATION.
assist the Contractors and Administrative staff in The following stakeholders have been identified as
implementing the EMP. key to the successful implementation of the KCR
project.
Key Stakeholder Potential Responsibilities within the KCR Project
Government of The Government of Pakistan has given priority to the revival of the KCR route. For
Pakistan (GOP) the implementation of the KCR project, the GOP will require to continue liaise with
its regional governments to ensure, through appropriate funding and support, that
an integrated mass transport plan is in place that will meet the projected future
travel demands of Karachi
Ministry of Economy, The JETRO feasibility report recommends the revival of the KCR as a viable
Trade & Industry project at a total capital cost of US$ 872.0 million. The report recommends the
Government of Japan capital cost funding via a Japanese STEP loan with favourable interest
conditions. The loan conditions require that no less than 30% of the capital costs
JICA/(JETRO) are for the procurement of Japanese technology. The recent SAPROF study
conducted by JICA and in its draft stage shows the trends of higher cost of amount
1.1 to 1.25 billion USD.
It is likely that the Japanese Ministry of Economy/JETRO will continue to liaise with
the stakeholders in the KCR project and also to develop the financing terms and
conditions with the GOP, Government of Sindh (GOS), City District Government of
Karachi (CDGK) and Pakistan's commercial banking industry.
Ministry of Railways, Being the parent organization of KUTC, Overall management of KUTC shall be
Pakistan Railways (PR) facilitated by Pakistan Railway. But on the other hand it is suggested that there
shall be no operational or infrastructure integration between the railway systems of
PR & KUTC. Railways shall be bridge between GOP and KUTC and shall help in
interaction on major issues pertaining to operations & maintenance / monitoring of
KCR project. Railways shall also facilitate KUTC in interaction between GOP &
Funding agency.
Karachi Urban KUTC is to be the operating organisation for KCR and will be established as a public
Transport corporation under the auspices of the GOS, KUTC will coordinate with the CDGK
Corporation (KUTC) and GOS.
It is likely that KUTC/PRACS will begin to look at favourable terms and conditions
for attracting the private sector to take over the operation and maintenance of the KCR.
It will also liaise with the various local government bodies to ensure that its
interests for the KCR project are implemented within an integrated mass transport
plan for Karachi.
Pakistan Railways PRACS is related to PR and is the promoter for the KCR project. It is acting as the
Advisory and key point of contact for all KCR project-related matter at this current time.
Consultancy In the longer term it is likely that PRACS will form part of the KUTC organisation,
Service (PRACS) responsible for the operational management of KCR
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Key Stakeholder Potential Responsibilities within the KCR Project

The Government The role of the GOS will need to be synchronised with the CDGK in the coordination
of Sindh (GOS) between the various stakeholders to the KCR project.
The single most important task for GOS and CDGK is to develop an integrated mass
transport plan that considers all modes of transport that will meet the projected
future travel demands of Karachi.
In the longer term, GOS will likely be responsible for coordinating the approvals
processes, e.g. land.
City District As above, the key responsibility for CDGK is to develop a mass integrated transport
Government of plan that will meet the projected future travel demands of Karachi.
Karachi (CDGK)
Working alongside GOS and KUTC/, the CDGK will require identifying budgets
to deal with major project items such as the illegal encroachment along the route;
the provision of power generation and the mitigation measures for level crossings.
Karachi Mass Transit As already stated, the KMTC will be a key stakeholder alongside GOS, CDGK and
Cell (KMTC) CDGK KUTC/PRACS in developing an integrated mass transport plan for Karachi i.e. a plan
that captures all modes of transport for the city.
Karachi Electric KESC is responsible for power generation, transmission and distribution of electricity
Supply Corporation to consumers in Karachi city, although it is widely known that the city is
(KESC) experiencing a significant shortfall in electricity supply capacity.
Since JETRO proposes EMU rolling stock, KESC is considered as one of the options
for the generation and supply of electricity with which to operate the KCR system.
The feasibility of the project thereof hinges on an upgrade of the Karachi High
Voltage (HV) supply network.
KESC has an upgrade programme in place to address the current supply shortfall,
but it is understood that this will take up to 5 years to complete and does not
necessarily include the capacity for the KCR project.
For the JETRO recommended EMU rolling stock option, KESC will remain a key
stakeholder. However, this is high level risk to the project, the mitigation measures
for which could have a major impact on the timescale and budget of the KCR project.
n Manage and improve conditions at the

6.4 ENVIRONMENTAL MANAGEMENT
construction area to minimize negative
METHOD AND CONTENTS impacts.
n Make residents understand the consequences

A. MEASURES TO IMPROVE ENVIRONMENTAL
of environmental degradation.
AWARENESS
B. SPECIFIC PROCESS TO MEET ENVIRONMENTAL
To improve the awareness of the environment of
REQUIREMENTS
site workers and people living around the Project
area, the contractor will take following actions: To meet legal requirements, the contractor will take
the following steps:
n Frequently train the Site staff about the
n Comply with the provisions of Pakistan
meaning and the importance of environmental
protection. Environmental Protection Act 1997 and other
legal frameworks.
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n Shoulder responsibility for ensuring that no frequently monitoring water sources to prevent
waste materials and rubbish are left on roads as them from being polluted. The contractor and
consequences of transport during the the sub-contractor will supervise such activities.
construction process.
n The Environmental Officer is to propose
n Collect and move away all the wastewater schemes on arranging the construction area to
generated during the construction process from limit water pollution. The contractor and sub-
the construction area using the temporary contractors are to ensure that the schemes will
drainage system designed and arranged at not cause pollution.
proper locations so as not to cause
D. Refuse management:
environmental pollution.
The Project owner instructs the contractor to
n Timely clean and move away the waste ensure that no soil, stone or brick debris scatter on
materials and debris generated during the land roads during the construction process. The refuse
and mud construction process at the include wastes falling down during the transport
construction area and surrounding areas to process.
revert the environment to the original state.
It is necessary to cover and wrap wastes containing
Specific measures to control air pollution during the chemicals when discharging them to prevent
operation of concrete mixing stations include: dangerous effects on environment and humans. It
is also necessary to strictly conform to relevant
n Periodically cleaning and watering the mixing
criteria when handling chemical wastes.
stations and related areas to control the dust
generation. Classifying refuse and strictly following
commitments about the location of dumping sites
n Applying pollution control by the Environmental made with local authorities affected by the project.
Officer whenever mixing stations operate.
The contractor will allocate areas for specific kinds
n Enclosing with three-sided walls all sand and of wastes at the construction area. However, wood,
materials stockpiles within the location of mixing steel, iron, plastic materials and raw materials
stations with volume of more than 50 m3. necessary to the construction area and not affected
by weather will be placed near the consumption
n Dust, exhausted gases-minimizing measures area to prevent storage overload at the site and
shall be taken as proposed in the Environmental material squandering.
Impact Assessment Report. Periodically
E. Wastewater Management:
watering the construction area shall also be
implemented. Generation of wastewater from various activities
and operations will be collected and conveyed to
n The environmental Officer will monitor activities the point of discharge. The requirement of
generating dust on the construction area, and treatment prior to discharge and disposal shall be
join hands with the Independent Monitoring determined by the quality of effluent meeting the
Consultant in minimizing air pollution. NEQS criteria.
C. Water quality management: The Environmental Manager in liaison with the
Project Manager shall be responsible for the
n The environmental Officer is in charge of
preparation of the wastewater management plan
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which then shall be executed by the contractor should be isolated in separable suitable containers.
responsible for complying to the environmental Specifically, when storing and preserving
standards as prescribed and introduced from time inflammable substances and agents prone to
to time according to the requirements of the project explosion, the contractor should install fire and
operations. explosion prevention systems at the preservation
area using thick concrete blocks, mortar or other
The Independent Monitoring Consultant (IMC) shall
fire-proof materials. The contractor is also to supply
ensure that wastewater management plan is
and install other fire prevention equipment at
prepared before commencement of Project’s
preservation sites.
construction works. IMC will also monitor the
implementation of this plan by KUTC and Training of personnel and assigning of
contractor. responsibilities to individuals for managing and
control of hazardous materials and waste shall be
F. Materials management plan:
included in the materials/waste management plan
The contractor will comply with conditions stated in of the facility. The hazardous substance storage and
the approval of EIA and the Environmental preserving area shall be protected strictly.
Protection Law and other relevant regulations in
Strict control of discharge of liquid wastes should be
context to material procurement, handling, storage,
maintained which are used as solvents in the
consumption / use, transportation and disposal.
processes of drilling foundations and bridge
The materials management plan shall be developed buttresses (the location for storing these wastes
and formulated by the Environmental Manager in should be pre-approved from the local authorities
consultation with the Project Manager however and mentioned in the plan).
contractor and personnel who shall be in charge /
ii. Materials inventory
responsible for the execution of the management
plan may also be invited for their technical / The contractor will make an inventory of all the
supportive input. The contractor shall remain the materials (raw material and waste produced)
key functionary of the Material Management during categorising them according to the nature of safety
the construction as well as the operation phase of requirements, handling, storage, transportation
the project. and disposal.
The Independent Monitoring Consultant (IMC) shall In case of changes addition and deletion of
ensure that materials management plan is materials the inventory will be updated on a
prepared before commencement of Project’s periodic basis.
construction works. IMC will also monitor the
iii. Handling procedures
implementation of this plan by KUTC and
contractor. Training is part of the programme provided to the
team designated to materials/waste management.
i. Storage and preservation
Standard procedures are to be developed for
The contractor will ensure that all hazardous specific types of materials and waste for handling
materials/wastes are stored and preserved in and transferring to receptacles for subsequent
accordance with chemical properties of each disposal. Training for the use of safety devices and
substance such as burning, melting and boiling personal protective gears is to be imparted to the
points. To prevent substances from interacting with personnel.
one another, each kind of hazardous material/waste
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iv. Public hygiene management: and wastewater/sewerage system function along

with air and noise quality monitoring will be
n Site inspection undertaken by the Independent Monitoring
The contractor will conduct the site inspection to Consultant.
ensure that hygienic conditions are maintained in
and around the project area. Cleanliness n Liquid and Solid Waste disposal
maintenance according to the environmental and All types of wastes arising should be contained and
public health standards would be carried out in disposed off properly without causing a potential
service areas and general public areas will be threat to general public and staff.
maintained accordingly. Solid waste management
TABLE 6.1: Environmental Mitigation Measures in KCR Project (Construction Phase)
No. Action Applicable Location Tentative Cost

1 Temporary dust and noise Construction sites including Approx 200-250 running meters of
protection wall stations, viaduct, elevated movable protection wall on both
embankment and depot sides @ Rs.5,000 / meter
2 Wastewater collection Stations and construction sites Rs.6,000 / tanker having capacity
and drainage facility of 3000 Gallons
3 Cover or other protection Storage areas of stock piled Rs.5,000 / 25 sqm
of stockpiled material material
4 Mobile rest-rooms, public At tents /camps, construction Rs.20,000 - 25,000 / Mobile Rest
waste-bins to collect sites Room. Each waste bin having a
rubbish and waste capacity 25 kg shall cost around
Rs.5,000/-
5 Installation of the traffic At the stations construction sites Each signal board shall cost
instruction signal boards around Rs.8,000 including fixing
during the construction etc.
stage
6 Water spray on site At construction sites and along Rs. 1500 - 2000 per tanker of
during construction the material and waste water having a capacity of 3000
activity and washing of transportation route gallons.
access road / route on
daily basis for minimising
dust dispersion.
7 Development of In the proposed project sections Rs. 800 per cubic meter water
underground drainage where KCR line will go through pumping of from the ground
system, installation of the tunnel.
water pumps where
required for dewatering.
8 Temporary dumping site Station plazas, depot and Dumping site having size of
for excavated non construction sites of bridges around 500 sqm preparation with
reusable soil, sludge and construction debris. Geo-textile liner shall cost Rs.1.0 -
/ flyovers at intersections and 1.2 million
cut and cover sections
(where proposed).
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TABLE 6.1: Environmental Mitigation Measures in KCR Project (Construction Phase)
No. Action Applicable Location Tentative Cost

9 Temporary fencing of the Mainly at station plazas site, Rs.5,000 / meter
construction site for depot/storage yards and
safety of workers and construction sites.
general public also
checking unauthorised
access.
10 Protective gear and At all sites and locations. One cover all plus safety shoes,
safety equipment for hard top cap and goggles shall
construction workers. cost around Rs. 1000 / person
11 Basic training of Necessary for all personnel Rs. 8,000 / resource person for 10
personnel in health and involved in construction activities. trainee persons of 1-2 hour
safety and responding training
to emergencies.
6.5 ENVIRONMENTAL MONITORING PLAN throughout the life of the project.
6.5.1 Objectives A monitoring programme will be in place not only to

ensure conformance to the EMP, but also to monitor
Environmental Monitoring is carried out to evaluate the any environmental aspects and impacts which have
effectiveness of the environmental mitigation not been addressed or included in the EMP at the
measures. Environmental monitoring during planning stage that are, or could result in significant
construction and operation phases of the project environmental impacts for which corrective actions
assures implementation of Environmental Impact are required. The Project Manager will ensure that
Assessment Report recommendations for a sustainable the monitoring is carried out.
project. The plan of environmental monitoring has the
following objectives: An Independent Monitoring Consultant (IMC) must
be appointed to ensure compliance with the EMP,
n To verify the adequacy of the environmental and to carry out monitoring activities. The IMC must
protection measures; have the appropriate experience and qualifications
to undertake the necessary tasks. The Site Manager
n To conduct colloquia on revising the (during the construction phase) will support IMC in
environmental protection measures, if necessary, carrying all the compliances to EMP or otherwise
in order that these measures accord with goals of IMC shall be required to report non-conformities to
the environmental monitoring plan. the Project Manager.
n To provide a framework/outline of All instruments and devices used for the
environmental protection and monitoring plan; measurement or monitoring of any aspect of EMP
must be calibrated and appropriately operated and
n To determine the scope of the environmental
maintained.
monitoring during construction and operation
phase. 6.5.2 NON-CONFORMANCE AND CORRECTIVE
ACTION
The general idea of the Environmental Monitoring
Plan of Karachi Circular Railway would be to carry The monitoring of the construction or operation of
out monitoring based on the assessed impacts the unit may raise non-conformances of the EMP.
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Non-conformances may also be identified through socioeconomic such as land acquisition, demolition
incidents, emergencies and complaints. In order to and resettlement, economic development triggered by
correct those non-conformances, the sources must the railway, etc. Contents of monitoring shall include
be determined and corrective actions must be all direct and indirect impacts generated during the
identified. construction period and the operation period.
6.5.3 MONITORING PARAMETERS DURING These issues may be eased or nipped at root as
THE CONSTRUCTION AND OPERATION much as possible through environmental control
PERIODS. measures and environmental monitoring process.
Contents of the environmental monitoring during the The program on observing air, noise and vibration
construction and operation period shall include environment is conducted at locations of the
environmental impacts associated with water, air, stations as specified by the project plan.
noise, land including wastewater, solid waste
Following arrangements will also be ensured and
generation, electromagnetic radiation (physical) and
monitored by IMC:
Table6.2: Environmental Observation / Monitoring
No. Monitoring Item Construction stage Operation stage

I Noise Monitoring
1. Monitoring parameter Leq(dBA) Leq(dBA)
2. Monitoring frequency Measuring 2 times per month, Measuring 1 time per quarter
16 hours / day, measuring 3 during the first 12 months, 16
times per hour @ hours / day, measuring 3 times
Rs. 20,000/location. per hour @ Rs. 20,000/location.
3. Monitoring location Stations/ Residential areas / Stations / Residential areas /
Sensitive areas Sensitive areas
4. Comparative standard NEQS NEQS
II Vibration Monitoring
1. Monitoring parameter La (dB), acceleration (m/s2) La (dB), acceleration (m/s2)
2. Monitoring frequency Measuring 2 time per month, Measuring 1 time per quarter
16 hours / day, measuring during the first 12 months, 16
3 times per hour @ hours / day, measuring 3 times
Rs. 30,000/location. per hour@ Rs. 30,000/location.
3. Monitoring location Stations / Residential areas / Stations / Residential areas /
Sensitive areas Sensitive areas
4. Comparative standard International International
III Air quality monitoring
1. Monitoring parameter CO, CO2, SO2, NOx, dust and CO, CO2, SO2, NOx, dust and
microclimate parameters microclimate parameters
2. Monitoring frequency Measuring twice a month, Measuring once a quarter during
6 samples at one location, the first 12 months, 8 samples at
@ Rs. 25,000/location. one location @ Rs.
25,000/location.
3. Monitoring location Stations / Depot / Rail-road Stations / Depot / Rail-road
intersections intersection
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Table 6.2: Environmental Observation / Monitoring

IV Water quality monitoring
1. Monitoring parameter TSS, TDS, pH, Temperature, TSS, TDS, pH, Temperature, Oil &
BOD, COD, Metals, Sulphates, Grease, Anionic Detergents.
Carbonates, Oil and Grease,
Anionic Detergents
2. Monitoring frequency Once fortnightly for surface Monthly for surface and
and groundwater. Grabs groundwater.
Sampling to be done once at Grab Sampling to be done once
each identified location, at each identified location @
@ Rs. 10,000/location Rs. 10,000/location and Rs. 30,000
and Rs. 30,000/location for /location for surface and
surface and ground water ground water respectively.
respectively.
3. Monitoring location Surface water bodies / lagoons Surface water bodies / lagoons /
/ ponds, etc. in proximity to ponds, wells etc. in proximity to
construction sites stations & depot.
V Land Contamination monitoring
1. Monitoring parameter Alkalinity, Salinity, pH, Electrical Alkalinity, Salinity, pH, Electrical
Conductivity Conductivity
2. Monitoring frequency Once fortnightly for surface One monthly basis and sampling
and sub-surface samples. to be done grab at each identified
Sampling to be done grab location @ Rs. 20,000 / location
once at each identified
location @ Rs. 20,000 / location
3. Monitoring location Exposed surfaces in and Stations and Depot
around areas in proximity to
construction sites particularly
at stations & depot. Sub-
surface sampling in areas
around piling, excavation,
quarrying and batching plants.
VI Mitigation Measures
1. Monitoring parameter All Treatment Works N/A
(Refer Table 6.1)
2. Monitoring frequency Continuous N/A
3. Monitoring location Refer Table 6.1 N/A
4. Comparative standard N/A N/A
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VII Site Restoration
1. Monitoring parameter Restoring the sites to finished N/A
project sites without
unnecessary delays.
2. Monitoring frequency After completion of each section N/A
3. Monitoring location Construction Sites N/A
VIII Social Aspects
1. Monitoring parameter The new employment opportunity on KCR operation will be created
for them with suitable training.
Communicable Diseases N/A
Prevention Program will be
prepared for construction
workers or residents near the
construction sites
Proper space to prevent sun shading will be prepared.
N/A There is no effect, if DC 1500V as
traction power supply system is
applied. If AC system is applied,
AC 2x25kV traction power system
will be applied to minimize the
inductive communication
interference.
Cultural & Archaeological Sites
Construction of Pedestrial Bridges
2. Monitoring frequency Continuous Continuous
3. Monitoring location KCR-RoW KCR-RoW
IX Occupational Health Monitoring
5. Monitoring Parameter Temporary fencing of the Safety of workers and general
construction site for safety of public also checking unauthorized
workers and general public access.
also checking unauthorized
access.
Protective gear and safety Protective gear and safety
equipment for construction
workers.
Basic training of personnel in Basic training of personnel in
health and safety and health and safety and responding
responding to emergencies. to emergencies.
6. Monitoring Frequency Continuous Half Yearly
7. Monitoring Location KCR-RoW KCR-RoW
8. Comparative Standard Potential monitoring method Potential monitoring method could
could be occupational safety be occupational safety training at
training at the inception of the inception of the operation or
the construction or each time each time a new worker starts to
a new worker starts to engage engage in the job and periodic
in the job and periodic health health checks for all workers.
checks for all workers.
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n Rail welding technique shall be applied to reduce environmental management of project.

vibration due to joints connection.
n Environmental protection measures of the project
n Layer of pebbles shall be placed at the bottom of suggested in the design and requirements and
the concrete sleepers to maximise cushioning compliances to environmental protection during
effect. the construction period;
n Reduction of speed at turnings and curve should n Training regarding the operation &
be designed in a manner to minimised noise management, occupational health & safety and
generation. security relating to environmental standards of
the project and built-in systems.
n Erection of noise barrier all along the route is to
be provided. n The environmental management and
monitoring program.
n Tunnel sections may be considered in sensitive
sections. The TNA (Training Need Assessment) will be done
and a training matrix will be evaluated which should
6.6 ENVIRONMENTAL TRAINING AND be updated every year. Training can be imparted
TECHNICAL ASSISTANCE either formally in a structured manner depending
As this is the first time for a major metropolitan city upon the need and importance of the information
in Pakistan to operate a high-density train system, and training material to be transferred to the staff
training and education at the start of operations is and personnel. Where training has been done
necessary for ensuring smooth operation. An verbally, trained persons must indicate in writing
environmental and social training and Technical that they have indeed attended a training session
Assistance (TA) programme will be carried out to and have been notified in detail of the contents and
build the company's capacity to effectively requirements of the specific program and its
implement this EMP, as well as to facilitate the desired objectives.
improvement in the environmental management by
In addition to the maintenance and management of
increasing the environmental and social awareness
a safe and reliable transport system, there is a need
of the staff in general. The company with the
to continuously strive to improve technical skills and
collaboration of Monitoring Consultants (MC) will
deepen the skill base. To this end, the operational
arrange the environmental training sessions for the
staff needs to refine their train operating and
concerned personnel. The objective of these
technical maintenance skills. Regularly scheduled
sessions will be to help establish appropriate
on-the-job training is vital to maintaining and
systems, and to train senior staff responsible for
improving technical skills. The expenses for the
managing environmental operations, and planning,
training programs are to be added in the total cost
who would then impart training at a broader level
of Environmental Management.
within and outside the organisation (i.e., the
training of trainers). 6.7 DOCUMENTATION AND REPORTING
The training programme shall include: The following documentation must be kept at
Project Manager / Site Manager Office in order to
n Awareness to laws, regulations, documentary maintain the record of compliance to the EMP for
requirements on environmental protection, future references:
water and soil conservation, pertaining to
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n Record of Complaints /incident.
n Monitoring Results n Immediate actions undertaken and/or to be

taken to address and to prevent reoccurrence
n Notification of Emergencies and Incidents.
of the complaint/incident.
Environmental Register which is maintained and
kept in custody of the contractor responsible for n Timeframes and the parties responsible for the
operations at the site. It may contain the following implementation of the corrective or remedial
information, observations and records: actions.
n The Contractor will report incidents involving n Copies of all correspondence received
Contractor employees and / or the public that regarding complaints /incidents.
could potentially cause negative sentiments
and perception towards the project.
6.7.1 Forms and Data Sheets
There are specific Performa/Forms and Data Sheets
n Report environmental complaints and which could be developed for making observations
correspondence received from the public to the and keeping records of monitoring and
Project Manager or the Environmental observations of activities being carried out under
Manager. developed/formulated Environmental Management
Plan/Programme.
n Record and report incidents that cause harm or
may cause harm to the environment to the A Monitoring format suggested by JICA is
Environmental Manager. presented in Table 6.3.
n Record all hazardous materials used on site. Independent Monitoring Consultant (IMC) to
be appointed by KUTC for KCR Project shall
n Maintain a record of all hazardous waste also suggest its own environmental monitoring
disposal manifests detailing the nature of the and reporting format which shall be acceptable
hazardous waste disposed off, the hazardous to Sindh EPA. The IMC must also be registered
waste classification and the location of the site with Pakistan Engineering Council (PEC).
to which such waste was sent.
The above records will form an integral part of the
Contractor's records. These records will be kept
with the EMP, and will be made available for
scrutiny if so requested by the Project Manager or
his delegate or the Environmental Manager.
The Environmental Manager will ensure that the
following information is recorded for all complaints
/ incidents:
n Nature of complaint /incident.
n Causes of complaint /incident.
n Party/parties responsible for causing complaint
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Table 6.3: Suggested Monitoring Form by JICA

Monitoring Form
Note:
1) Monitoring should be carried out by the project proponent and that the form filled in each item of monitoring should be submitted periodically. All
monitoring items are carried out based on the environmental review rules of JICA.
2) The follwing monintoring form is in general used as deemed necessary.
3) Each item of monitoring, frequency of monitoring and method of monitoring should be considered in conjunction with the phase/stage(s) of project
(construction phase and operation & maintenance phase, or development of project operation and closure of the use of project facilities), or life cycle of the
Project.
1. Obtaining Permission/Approval and Public Consultation
Monitoring Item Situation of the Project during the Project Implementation
Confirmation of the Conditions Stated on EPA's Permission/NOC
Approval of PAPs/Representative(s) of PAPs on RAP Implementation
2 Pollution Control
a Air Quality (Emmission of Polluting Gas and Ambient Air Quality and their Measurement)
Item Measurement Measurement Standard in Karachi Referred International Remarks (Measured

(Minimum) (Minimum) and/or Pakistan Standard Value, place, frequency,
and Method)
SO2 Measurement is Carried Measurement is Carried Out
Out by Measuring by Measuring Equipment
Equipment
(Name/Model: ) (Name/Model: )
NO2 Measurement is Carried Measurement is Carried Out
Out by Measuring Equipment by Measuring Equipment
CO Measurement is Carried Out Measurement is Carried Out
by Measuring Equipment by Measuring Equipment
O2 Measurement is Carried Out Measurement is Carried Out
by Measuring Equipment by Measuring Equipment
Suspended Measurement is Carried Out Measurement is Carried Out
particles/ by Measuring Equipment by Measuring Equipment
Solid (Name/Model: ) (Name/Model: )
Dust Measurement is Carried Out Measurement is Carried Out
Emanation by Measuring Equipment by Measuring Equipment
b. Solid Waste
Monitoring Item Conditions of the Project During Monitoring Period
Disposal/Cleaning‑up of Solid Waste During and After the

Construction Period
c. Odor
Odor of Oil, Fine Particles of Steel, etc. as Train Operation is

carried out
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d Noise and Vibration

Item Measurement Measurement Standard in Karachi Referred International Remarks (Measured Value,
(Minimum) (Minimum) and/or Pakistan Standard place, frequency, and Method)
Noise Measurement is Carried Out Measurement is Carried Out
by Measureing Equipment by Measureing Equipment
Vibration Measurement is Carried Out Measurement is Carried Out
by Measureing Equipment by Measureing Equipment
3 Natural Environment
a Plant/Wildlife Biology
No unwanted cutting of trees by construction workders (daily)
b Geographical Changes
Changes on the River Bed, River Side Areas and Unwanted

Excavation (daily)
Changes on the Alignment of Road for Construction Purposes (daily)
4 Social Environment
a Resettlement
Confirmation of the Available Resettlement Area (Before Resettlement)
Construction of the Infrastructure (Before Moving to Resettlement Area)
Assistance for Resettlement Operation (During Resettlement Operation)
Allocation of Resettlement Plot (Before and During Resettlement Operation)
Setting up of Grievance Redress System (Before, During and

After Resettlement)
b Effect of Project on the PAPs and the General Public

Traffic conditions after the completion of KCR Project

(during the first rainy season after completion)
Degree of the Improvement of the PAPs (every 6 months for 3‑5 years)
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Table 6.4: Action Plan for Compliance of EIA Approval Conditions
S. # PROPOSED ACTION (CONDITION LAID DOWN IN APPROVAL) IMPLEMENTATION PLAN
1 Resettlement Action Plan based on National and • RAP has been prepared which is in line
International guidelines will be prepared and with JICA/WB/ADB guidelines.
implemented by Karachi Urban Transport Corporation
• The plan has been prepared in consultation
to address the concerns of affectees and residents
with Project Affected Persons (PAPs)
who are to be displaced due to acquiring of RoW of
KCR. All resettlement issues will be resolved in • Selection of resettlement area has been
consultation with local people. Selection of finalized after getting consent of community
resettlement area will be finalized after getting leaders/representatives
consent of community leaders/representatives. The
proponent will also undertake to adopt all the • Alternatives to minimize involuntary
possible alternatives to minimize resettlement. resettlement have been considered
2 The proponent will constitute a committee • The BoD has representatives of all the
comprising of representatives of EPA, Revenue departments of GoS, MoR & CDGK.
Department, Local Government, CDGK, Local • Committee has been constituted of all the
Communities and Sheri-CBE to oversight the matters departments, NGOs, CBOs to oversee the
pertaining to resettlement. implementation of RAP.
3 The RoW required for the construction activities will RoW has been informed to local people/PAPs
be informed to the local people in Public in PCMs/FGDs.
Consultation meetings. In case any piece of land has
been leased or sold or notified as Katchi Abadi. It No land which is termed as Katchi Abadi has
will not be disturbed by the proponent until agreed been found on our RoW of KCR. All the land
by the owner(s). belongs to PR dedicated to KCR project.
All Resettlement issues will be resolved at the pre- Agreed. RAP has been prepared and PAPs
4 were kept informed while preparing this RAP.
construction stage of the project.
The recommendation of the EIA reports including Agreed. Proponent shall follow it once the
5
the monitoring plan and environmental management construction & operational stages proceeds.
plan should be adopted by the proponent.
6 An Independent Environmental Monitoring KUTC shall hire an independent monitoring
Consultant shall he engaged to monitor the consultant who shall monitor the
implementation of EMP during construction and implementation of EMP during construction
operation phase of the project and proponent shall and operation of KCR.
submit report to EPA Sindh on quarterly basis.
7 During the construction phase exposed soil surface Agreed. Once reach to operational phase this
will be regularly sprinkled with water or covered with clause will be followed in letter & spirit.
plastic sheet especially during windy conditions in
order to avoid soil erosion and to reduce particulate
matter in the surrounding air quality;
8 Advance railway techniques should be adopted to Agreed. The Japanese system shall be
provide adequate measures to control noise and adopted which takes care of such issues.
vibration. Wherever necessary, mitigation measures
shall be adopted.
9 During constrution and operation phase, proper solid waste For construction & operational phase separate
management programme to be designed and the solid waste management procedures shall be
waste collection system at the stations will be provided. utilized as mentioned in EMP of KCR EIA.
10 During construction phase, proper routing and KUTC shall prepare this plan once the
movement plan will be developed for unhindered appraisal of the project takes place.
flow of traffic in and around the construction work
being carried out.
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Table 6.4: Action Plan for Compliance of EIA Approval Conditions
S. # PROPOSED ACTION (CONDITION LAID DOWN IN APPROVAL) IMPLEMENTATION PLAN
11 A complete code of Health. Safety and Environment HSE Agreed. KUTC is committed to have HSE
shall bc developed, which should include efficient officer dedicated for this task who shall
parameters at specific work place. For this purpose HSE make sure that HSE compliance is
setup should be established and supervised by a completely met while construction as well as
designated HSE officer at the senior level with sufficient operational stage. Trainings & awareness
administrative and technical authority to perform the sessions shall be done on frequent basis
designated functions. Proponent will make sure that the covering all the stakeholders.
operating instuctions and emergency actions are made
available to every worker/ labor/ commuters /citizens /
passersby at the site.
12 All conflicting issues must be settled before commencing For any conflicting issue Grievance Redressal
the conatruction of the project. 'The proponent shall Unit (GRU) is present at KUTC and
adhere to the replies/ clarifications submitted in response functioning and shall take care any issue
to the concerns of various stakeholders. Those shall be
arises related to the project at any stage.
incorporated in the Environmental Maanagement Plan.
13 The proponent shall ensure that no protected heritage RAP of the project reveals that no such
site(s)/place(s)/religious place(s)/ graveyard(s) will be places are coming in the RoW of the KCR
disturbed as well as people visiting those places during but if there shall be any later then it will be
the construction of the project. made sure not to disturb any such area.
14 The proponent shall constantly coordinate and consult All the civic agencies shall be taken on board
with the construction plan and schedule with all the before starting any relocation activity.
relevant civic agencies i.e.KW&SB. KESC. PTCL, SSGC.
CDGK and Cantonment Board(s) for relocation of their
facilities/network in order to minimize the difficulties of
the commuters and the citizens.
15 This approval shall be treated as null and void if the Agreed.
conditions, mentioned in part-5 above are not complied
with.
16 The proponent shall be liable for compliance of section Agreed.
13, 14, 17 and 18 of EIA/IEE Regulation 2000 which
direct for conditions for approval, confirmation of
compliance, entry. inception and monitoring.
The approval is accorded only for the project activity Agreed
17 description to the EIA report, proponent shall submit
separate EIA or IEE as required under regulation for any
enhancement or change in the design of project. This
includes development of resettlement areas any new
development along KCR line other than railway lines or
any constructian other than station.
18 This approval does not absolve the proponent of the Agreed

duty to obtain any other approval or consent that may
be required under ay law in force.
19 Implementation report of all the mitigation measures and KUTC shall submit the report via IMC on
EMP laid down in the EIA report will be submitted to this monthly basis without fail once the
office on monthly basis. no violation of any such violation construction work starts.
of the rules / laws in the approval shall stand cancelled
without any further notice.
20 All the environmental conditions of this approval shall he KUTC shall incorporate the above mentioned
incorporated in the terms and conditions of tender relevant clauses in the tender documents for
document of the project for commitment and compliance and commitment.
compliance. The tender document incorporated with the
conditions shall be provided to this office for record.
Section 6
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SECTION 07
7. RESETTLEMENT POLICY FRAMEWORK

7.1 INTRODUCTION TO RESETTLEMENT prepared RAP associated with public
consultation meeting is a best tool for smooth
POLICY FRAMEWORK: implementation of the project.
This Framework of Resettlement Action Plan is
intended to provide the project proponent of
7.2 LEGISLATIONs GOVERNING
JICA funded project a planning method of
RESETTLEMENT
appropriate involuntary action plan for
resettlement arrangement. Thereby KUTC as a
7.2.1 The Land Acquisition Act (LAA) 1894
project proponent would be able to develop n The 1894 Land Acquisition Act (LAA) with
appropriate Resettlement Action Plan, or RAP. its successive amendments is the main law
Over the decade, squatters have been regulating land acquisition for public
accumulated within the land owned by purpose. The LAA has been variously
Pakistan Railway. On the advent of KCR Project interpreted by local governments, and
plan that takes mainly within the existing some province has augmented the LAA by
right-of-way, it is inevitable to resettle issuing provincial legislations. The LAA and
squatters in order to implement the project. its Implementation Rules require that
On the other hand, because of the necessity of following an impacts assessment/valuation
developing New Airport Line as well as to effort, land and crops are compensated in
construct a couple of road-over bridges, land cash at market rate to titled landowners
acquisition and subsequent resettlement and registered land tenants/users,
activities are required within the framework of respectively. The LAA mandates that land
KCR Project. Thus overall resettlement action valuation is to be based on the latest 5-3
plan it required to elaborate.
years average registered land sale rates,
Within the framework of RAP, Project Affected though, in several recent cases the median
Persons (PAPs) should be well informed of the rate over the past year, or even the current
result of social environmental impact study, rates, have been applied. Due to
project proponent's intention of resettlement widespread land under-valuation by the
arrangement in advance of project Revenue Department, current market rates
implementation. Thereby disseminated are now frequently used with an added 15
information to the PAPs will be able to consider per cent Compulsory Acquisition Surcharge
over time an appropriate psychological
as provided in the LAA.
preparedness among the PAPs in respect of
resettlement activities. n Based on the LAA, only legal owners and
tenants registered with the Land Revenue
Information disseminated to PAPs should
Department or possessing formal lease
therefore be carried out well in advance during
the planning stage of KCR Project. It should agreements are eligible for compensation
contribute to curve out feeling of opposition or livelihood support.
against the project implementation i.e. well n It is also noted that the LAA does not
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automatically mandate for specific including women, destitute, artisans, tribal

rehabilitation / assistance provisions communities, squatters, and those with
benefiting the poor, vulnerable groups, or usufruct rights, poverty groups depending
severely affected PAPs, nor it automatically for livelihood on the community in the
provides for rehabilitation of income / project area and all those persons who
livelihood losses or resettlement costs. This may be exploited by the stranger or
however it is often done in many projects in privileged persons located within the
form of ad hoc arrangements based on project area; and
negotiations between a specific EA and the
n Any other person who may prove and
PAPs.
establish his / her right as an affected
n Exceptions to the rule are intrinsic to the person to the satisfaction of the Director
fact that the law is elastic and is broadly General Projects.
interpreted at provincial level depending on National Resettlement Policy (2002) is further
operational requirements, local needs, and supplemented by "Project Implementation and
socio-economic circumstances. Recourse is Resettlement of the Affected Persons
often taken to ad hoc arrangements, Ordinance, 2002" that has to be adopted by
agreements and understandings for state and local governments incorporating the
resettlement in difficult situations. The local requirements.
above is also influenced by the fact that an The Resettlement Ordinance 2002 clearly
amendment of the LAA has been considered defines RAP As under:
necessary by the Ministry of Environment.
Accordingly, a National Resettlement Policy n Resettlement, compensation and
(NRP) and a Resettlement Ordinance have rehabilitation of PAPs
been drafted to broaden LAA provisions and
n Identification of categories of impact
current practices so as to widen the scope
of eligibility and tightening up loopholes n Number of PAPs with inventory of effective
(i.e. regarding definitions of malpractices, assets and other losses
cutoff dates, political influence on routing,
n Entitlement of compensation and other
etc.). But both these documents are still
mitigation and rehabilitation assistance
awaiting government's approval for
measures
implementation.
n Resettlement strategy and objectives
7.2.2 National Resettlement Policy n Entitlement for compensation and other
(Draft, 2002) assistance to restore their livelihood
n National Resettlement Policy (2002)
n Budgetary allocation
defines Affected Persons (APs) as follows:
n Implementation schedule
n Any person or house hold adversely
affected by acquisition of assets or change n Monitoring and evaluation
in land use due to project
n Other actions required for resettlement
n Any vulnerable and affected person The Ordinance covers the following governing
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the resettlement process from the planning 7.3 LAND ACQUISITION IN KCR
phase to completion stage:
PROJECT
n Appointment of Director General Projects
n Land Acquisition for ROW
n Appointment of Project officer Acquisition of Land for ROW is not necessary
n Duties and functions and distribution of for the Project since the civil construction
works will be conducted within the existing
legal powers of the officers appointed for
ROW.
resettlement
n Declaration of cutoff date and conditions Activities requiring land acquisition

attached with the cutoff date n Construction of Roads Over Brides (ROBs)
n Constitution of Grievances Committee to and Roads Under Bridges (RUBs).
resolve grievances of the affected persons, n Construction of Large Station Plazas
host community members or any party
n Railway alignment for the section of
having stake in the resettlement process
Airport line would require land acquisition.
7.2.3 Application of JBIC Guidelines In case of above, land acquisition and
for RAP compensation for land owners would be
JBIC Guidelines suggests the following necessary and the procedures should be
checklist for Resettlement: governed by "Land Acquisition Act 1894" of
the Government of Pakistan. LAA is the most
commonly used law for acquisition of land and
other properties for development projects.
JBIC Guidelines suggests the following checklist for Resettlement:
1) Is involuntary resettlement caused by project implementation? If involuntary

resettlement is caused, are efforts made to minimize the impacts by the
resettlement?
2) Is adequate explanation on relocation and compensation given to affected
persons prior to resettlement?
3) Is the resettlement plan, including proper compensation, restoration of
Resettlement livelihoods and living standards developed based on socioeconomic studies
on resettlement?
4) Does the resettlement plan pay particular attention to vulnerable groups or
persons, including women, children, the elderly, persons below the poverty
line, ethnic minorities, and indigenous peoples?
5) Are agreements with the affected persons obtained prior to resettlement?
6) Is the organizational framework establishment to properly implement
resettlement? Are the capacity and budget secured to implement the plan?
7) Is the plan developed to monitor the impacts of resettlement?
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7.4 PRIMARY ISSUES Environment and Social Considerations of April

2002.
The land required for Karachi Circular Railway
Project (KCR) is for a public use and that shall
7.4.1 Principles and Strategies
be owned and administer by Pakistan Railway.
JICA Guidelines provides that the most
In places within the right of way, there are
effective way of addressing the re issues is
large clusters of households that shall be
through proactive approach and an
requiring relocation. In view of this, relocation
appropriate planning of land acquisition and re
and resettlement of the PAPs, a large majority
arrangement. Towards this, within the
is in squatters. It is therefore necessary that
framework of KCR with the Section 6 of
socioeconomic considerations should be made
prevailing National Resettlement Policy of
in context to mitigation suggested in various
March 2002 the following principles and
aspects of the project.
strategies will have to be adopted:
In places where new railway line and road-
over bridges are constructed, land acquisition n PAPs that hitherto considered resettling
and consequent displacement of the title with a notion of "involuntary resettlement"
holders should also disrupt the present should be converted to "voluntary
socioeconomic conditions. resettlement" with this framework;
For both of the squatters and the title holders, n Minimize the land requirement though
a concerted effort to provide means to ensure compact and efficient layout of railway and
sustainable livelihood of these PAPs is other related facilities wherever possible to
therefore mandatory, considering them as the reduce the land requirement;
most negatively affected stakeholders. Thus
RAP is formulated so as after a reasonable n Minimize the acquisition of prime urban
transition period the PAPs to be able to area and other assets to the extent
improve or at least regain their previous possible and avoid acquisition where
standard of living, earning capacity and possible i.e. it is one of the principal
production levels. criteria in selecting a site among the
KCR's involvement in the RAP activities will techno-economically feasible alternatives
continue until such time as KCR has taken all and for finalizing the boundaries/
actions in accordance with RAP, which contains layout of railway and other facilities;
the inventory of all PAPs to the preparation of
n All PAPs residing in, working, doing
Implementation Completion Report (ICR) and
business or cultivating land or having
evaluation of activities of the operation and
rights over the land within the
maintenance of RAP. Further more, periodical
project area as per the categorization and
monitoring works over several yeas after the
provisions for eligibility in this
completion of the implementation is
mandatory. framework are entitled for re and
compensation for their lost assets as per
This framework of RAP aims at setting up
the laws of the land and for re benefits as
broad guidelines for the formulation and
detailed in Chapter II of this framework,
implementation of RAP by KUTC as a project
sufficient to assist them to improve or at
proponents as per JICA Guidelines for the
least regain their standard of living;
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n The compensation will also be payable as include adequate institutional arrangements to

per the laws of the land to those persons ensure its responsibilities, effective and timely
who are denied re as per the cut off date design, planning, consultation and
but losing assets. Compensation is implementation of compensation, resettlement
however, decided and is in the purview and rehabilitation measures. Thus the
of the responsible government; responsible institution should make adequate
arrangements made for effective and timely
n Loss of Common Property Resources will supervision, internal and external monitoring
be suitably addressed; and and evaluation of the implementation of the
resettlement measures.
n Efforts will be made to minimize the
transition period.
7.4.3 The Core Values of Railway
One important aspect in addressing the
Development
resettlement issues is of maintaining total
The core values of railway development in
transparency in planning and implementation
Karachi are an important and integral part of
of an activity related to PAPs. Therefore
Karachi's urban setting and its relationship
consultation and participation of PAPs and
with the PAPs as follows:
their representatives is a must to ensure
transparency and produce the environment of n Customer Focus: All PAPs are considered
fairness, trust, confidence and cooperation.
as important potential customers of KCR;
For this, it is mandatory of KCR to share
information and carry out consultations though n Organizational Pride: Implementation of
formal mechanism of project management unit resettlement policy within specified time
during the implementation of RAP. and with a consensual approach and
Informal consultations and participation will participation of all stakeholders will be a
also be carried out through community based matter of pride for KCR;
organizations (CBOs), non-governmental n Mutual Respect and Trust: KUTC's behavior
organizations (NGOs), local clubs engaged in
as one of the important urban
social activities etc.
development organization will have to be
A socio-economic survey pertinent to RPA will ensured on the matter of resettlement
have to be conducted by a professional agency arrangement through total transparency,
to collect detailed demographic conditions of sharing of information and mutual
the project area and that it should form the consultation;
basis of the preparation of RAP. Thereby Social
Impact Assessment (SIA) will be able to n Initiative and Speed: KCR will have to be
undertake before and after the completion of proactive rather than reactive and will
RAP in order to evaluate the effects of RAP. implement the resettlement activities in a
time bound manner and will make efforts
7.4.2 Financial and Physical Resources to compete all resettlement activities
Financial and physical resources for ahead of scheduled dates as in case of
resettlement wil1 have to be made available as project implementation;
and when required during the implementation n Total Quality: The implementation of
of the Project. Resettlement programmes will
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resettlement activities will be carried out certification of the inventory of all PAPs,
with a concept of total quality. All forming of an organization, say, Village
infrastructure constructed will be Resettlement and Rehabilitation Committee
compatible with the national norms and (VRRC), allotment of government land for
standard of similar constructions resettlement colonies if available, allotment of
undertaken by other projects and plot in resettlement colonies to PAPs on free
organizations with a concerted effort to hold basis, formulation and implementation of
maintain quality. socio-economic rehabilitation programmes etc.
The above policy is a paradigm shift not only The Provincial Government or its entrusted
in identifying the rehabilitation options based organizations such as local NGOs will also be
on practicality of the option and feed-back involved in taking over the maintenance of
from the stakeholders but also extending the resettlement colonies, if any including various
facilities to PAPs beyond the boundaries of RAP infrastructures created in the resettlement
obligations. colonies as well as in project affected villages.
In the case of KCR, the land for land Should there be any amendment/modification
compensation has been preferred as the most required due to site specific requirements,
viable option for land acquisition. A custom- while formulating and/or implementing the
made implementation procedure tailored to RAP as per this framework, the power to
cater for the squatters will then be evolved to approve such modifications would be
make it friendly with KCR to PAPs. expressed by the Board of Directors of KCR.
Keeping in view that the modern KCR This framework may be reviewed every year
development project is capital intensive with keeping in mind that the experiences/learning
state-of-art technology and, therefore, offer process during the implementation of
less employment opportunity than it used to resettlement policy and/or there are any
be, particularly in unskilled category of labors. significant changes/amendments in the
Similarly other rehabilitation options where the resettlement and rehabilitation policy of the
opportunities are limited such as allotment of urban setting in Karachi.
shops and other self-employment options,
award of petty contracts and job with
construction works are considered as limited
7.5 MEASURES FOR MINIMIZING
rehabilitation option. Thus, the option of INVOLUNTARY RESETTLEMENT
providing job with KCR is considered as limited Involuntary resettlement involves removing
option for rehabilitation of the livelihood of settlers from the project area by force with
PAPs. options for compensation and resettlement to
Nonetheless, the PAPs will be offered alternate areas. In the current case of KCR
preference for all such opportunity for which project since the land is Pakistan Railway
separate guidelines developed particularly for owned and is being encroached by population
KCR will have been formulated. While the RAP over past few decades. There are two
is the prime responsibility of KCR, the possibilities for removal and relocation of
provincial government will have to be closely Project Affected Population / Persons (PAP) i.e.
involved in during the whole process of the one to remove and recover the project right of
implementation of RAP. This includes way land and other is to recover the entire
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railway owned land. It is perhaps desired that n Suggested Road-over Bridge

the entire railway owned land is considered for Depending on the traffic demands, there are two
Resettlement Action and hence the PAP road-over bridges considered necessary to
number is far more extensive and the issue of construct, one near the present Chanesar Station
involuntary resettlement is much severe. and the other near Drigh Road Station. While
the one near Drigh Road station no involuntary
7.5.1 Railway Development within the resettlement is involved because of the area
Existing Railway Owned Land within the existing road-side embankment, the
KCR Project takes place within the existing one at Chanesar Station involves a number of
railway owned land. Thus there has been no structures for resettlement.
alternative alignment for railway development While there are a number of locations where
has been considered necessary in order to road-over bridges could be constructed in
avoid land acquisition and subsequent order to avoid railway crossing, the above two
resettlement activities. However, there are a are considered most important i.e. minimum
considerable number of squatters living inside number of the road-over bridges are
the railway owned land. Thus involuntary considered necessary within the framework of
resettlement measures are elaborated in order KCR Project.
to re-develop the railway within the existing
right-of-way. Based on the laws and regulations of Pakistan,
resettlement areas are obtained and these
structures are re-constructed at the cost of
7.5.2 Resettlement Measures for Title
KCR Project.
Holders
n New Airport Railway Line Development 7.5.3 Resettlement Measures for
Development on KCR project takes place Squatters
within the Pakistan Railway own land except KCR project takes place within the land being
for the new proposed extended section owned by Pakistan Railway in most areas.
connected Drigh Road Station to Jinnah Within the right-of-way, however, a large
International Airport from the existing main number of households have been residing for
PR line which shall be either crossing over the a considerable length of time. These squatters
area owned by T&T Co. Ltd. are subject to resettlement.
The new section of KCR route as proposed for Based on the laws and regulations of Pakistan,
Airport link has number of structures which resettlement areas are seeked for them and
need to be removed and occupancy requires they are encouraged to resettle in order to
adequate relocation considerations. The track clear the existing right-of-way for KCR Project.
entering Jinnah International Airport premises
Responsibilities and cost related to
shall be requiring minimum relocation.
resettlement operation should be shared
Based on the laws and regulations of Pakistan among the PAPs, KUTC, Sindh Provincial
pertaining to land and its acquisition, Government and other stakeholders concerned
relocation areas are acquired and these with the resettlement operation. The following
structures are re-constructed at the cost chapters are therefore developed for the
included in the KCR Project. resettlement action plan mainly for
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resettlement of squatters as well as title 7.6.1 Estimated Population/Households

holders. Affected by the Project
GIS and map digitizing techniques were
7.6 AFFECTED AREA employed to count the numbers of squatter
settlements along the KCR route existing on
Entire land lying within the jurisdiction of
the railway land and it was estimated that
railway and along the rail track of the KCR as
above 6000 household are settled as
officially demarcated in the Pakistan Railway
encroachers. Representative sampling and
Department documents is the affected area for
survey of PAP evaluating demographic and
consideration under the Resettlement Action
socioeconomic status of the families revealed
Plan of the KCR project. The right of way for
that average family size (number of
the project initially considered has now been
members/family) of the affected households is
extended to the entire area owned by the
between 6 and 7. Thus on this basis it may be
railway so as to provide the maximum possible
estimated that 36,000 to 42,000 people are
extent of coverage to Project Affected
likely to be affected by the KCR project
Population (PAP) for the provision of
directly in terms of resettlement and
compensation under the resettlement
relocation.
programme.
Section 7
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7.7 MANDATORY PUBLIC development project, or as an independent

sub-project. Such information shall be made
CONSULTATION MEETING public and to be formally provided to each
household settled in affected area, for
7.7.1 Suggested KUTC's Policy of Public checking and inviting their
Participation and Consultation opinion/concurrence, and will include the
Since KCR Project involves resettlement, it has following:
special consultation responsibilities. Effective
1) Likely impacts caused by the Project on the
resettlement planning requires regular
local population in terms of positive and
consultation with a wide range of project
negative impacts;
stakeholders. Prior to the preparation of
Resettlement Action Plan, therefore the PAPs 2) Cut-off-date for the purpose of declaring
will have to be informed of the project entitlements to compensation and other
objectives, likely impacts and essential assistance;
provisions of resettlement policy through the 3) Entitlements and eligibility criteria;
following activities:
4) Mode of compensation payments;
1) Information dissemination campaigns using
media, posters, or information leaflets; 5) Options for resettlement and rehabilitation
assistance available;
2) Holding public consultation meetings;
6) Project implementation schedule;
3) Arranging interviews with the PAPs and
their stakeholder groups; 7) Complaints and grievance redress mechanisms;
and
4) Formation of focus groups involving key
stakeholders, like local/community leaders, 8) Name/contacts address of concerned
women, the poor, and other groups; officers/offices.
5) Setting up various committees for planning, NGOs/CBOs concerned with the project shall
implementation and monitoring of the assist the proponent in determining various
resettlement; and steps and stages in information sharing and
community consultation, in order to avail the
6) Involvement of the PAPs in grievance project benefits as well as to solicit public
redresses process. reactions and suggestions leading to a more
In order to discuss and seek opinion/suggestion acceptable resettlement project, endorsed
from the PAPs, their representatives should be both by the affected community in particular
formally invited to participate in various and, the public in general.
meetings regarding resettlement issues as The public participation may range from
convened by the District and Provincial informal meetings with the affected
Administrations. communities to issuing the press
releases/leaflets, inviting from the public their
7.7.2 Notification to the PAPs comments on the project and various
The PAPs will be publicly informed by the suggestions on the project design.
project proponents about the details of
resettlement activities as included and to be
implemented as a component of a
Section 7
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7.8 ENTITLEMENTS OF PAPs within Sindh Province should be considered as

appropriate model.
7.8.1 Provisions of Entitlements
7.9 RESETTLEMENT PACKAGE
A. Cut-off date for RAP
To eliminate/minimize the possibilities of 7.9.1 Principles of Resettlement
usurpation of rights by those who obtain rights KCR Project should take into account of the
in property in order to reap the advantage of compensation aspect and the following
various resettlement benefits, a given number principles would have to be incorporated into
of years of residence before the due of the RAP:
publication of the notification under Section 9
1) PAPs would be resettled in such a way that
of the Land Acquisition Act, 1894 and National
their economic and social rehabilitation would
Resettlement Policy of March 2002 or any
be generally as favorable as it would have been
other acts and policy papers currently in force
in the absence of the project;
indicating the intention of acquisition of land
or evaculation of them either legal title holders 2) The PAPs would be informed fully and
or squatters will be required in order to avail consulted upon rehabilitation and compensation
appropriate and lawful resettlement packages. options;
However in such cases that are left out due to 3) The compensation amount that would be
the cut-off date of a given number of years, established for negotiation with all the
KCR's approach will be flexible and they will be occupants and owners of assets located in a
reviewed on a case-to-case basis and genuine proposed project area in order to arrive at final
cases such as family transactions of legal and compensation amount, which shall be based at
illegal heirs due to death in family etc. will be the replacement cost as of the date of
considered for the resettlement benefit. The agreement;
intention is to eliminate/minimize those who
4) The project proponents will not begin the
obtain rights in property for resettlement
land and acquisition process, just after the
benefits only. Evidence of status as a RAP is to
approval of the compensation by the Collector
be provided by a person in the form of:
and/or the entitlements by DGP and the APs
1. Written legal documents; agreeing to the mode of payment;
2. Reference to a record such as revenue office 5) The acquisition of land/assets for

certificate, electoral roll or ration card; in the implementation of project shall be commenced,
absence of which after the project proponents have made full
payment of the compensatory allowance
3. An oral declaration will be considered.
besides the admissible/entitled compensations;
The list shall be finally verified by the Board of
6) Where the relocation is necessary, the
Directors of KUTC and duly certified by the
displacement of PAPs will only be carried out
Collector of Provincial Government. Payment
after the resettlement is completed;
of compensation benefits for the assets
acquired, however, will be determined as per 7) In projects where large number of people are
the laws of the country. Where necessary, affected due to loss of land and/or other
arrangement of similar projects that took place fixed assets, and where negotiated settlement
Section 7
10 OF 18
on compensation is difficult to achieve, the 13) The RAP shall also ensure compensation to
compensation rates would be based on market all vulnerable groups including poverty groups,
rates as determined for similar assets in women headed households, refugees, non-
adjoining areas by the Land Collector, under the titled land users including indigenous peoples,
provisions of Land Acquisition Act of 1894 local tribes and nomadic population with
including "land for land" compensation for usufruct rights without security of tenure,
intangible assets; refugees, squatters and the minorities;
8)The PAPs will be informed of the entitlements 14) The compensation methodology shall be
and proposed/applicable rates in thepublic finalized with the participation and consent of
consultation meetings. Actual compensation the PAPs in order to enable them to share the
payment will be made during the project social and economic benefits of project while
implementation stage; adverse effect on them is minimized.
9) In case of any complaint on the
compensation amount determined on the basis 7.9.2 Basis of Compensation
of the replacement cost, an Appeal The basis of resettlement compensation for
Consideration i.e. Grievance Redress Committee the PAPs of KCR Project would be worked out
will be set up to review the compensation on the basis of following entitlements, forming
amount and that the compensation amount part of the RAP and as per the category of
then determined by the Committee shall be impacts, to be decided at the stage of
final; resettlement planning:
10) Regarding the entitlement to compensation, 1) Replacement Value of the acquired land at
the project proponent should ensure that the cut-off-date of the project's notification;
Resettlement Action Plan will cater for all the 2) Damages sustained by the PAPs by the
PAPs, and that the absence of a formal legal reasons of taking of any improvement on land
title to land should not be a bar to the at the time of the Collector's taking
compensation of affected assets of PAPs. The possession the land;
Project Implementation and Resettlement of
PAPs Ordinance of 2001 would provide for the 3) Other damages (if any) sustained by the
availability to all PAPs of due compensation PAPs at the time of the Collector's taking
based on replacement cost; possession of the land, by reason of severing
such land from his/her other land, or by
11) Resettlement Action Plan (RAP) to be reason of the acquisition injuriously affecting
prepared within the legal and policy framework other property, movable or immovable, in any
will address the issue of possible social impacts other manner, or the PAPs earning and/or
on the PAPs in terms of the loss of community other benefits including direct domestic
assets and resources, private assets, incomes consumption;
and business. Accordingly, the RAP will quantify
the impacts; 4) If, in consequence to acquisition of the land,
the affected person is compelled to change his
12) Specify in the RAP the entitlement of PAPs residence or place of business, the reasonable
based on the types of impacts and tenure status expenses incidental to such changes;
of different categories of PAPs, the
compensation budget, implementation plan and 5) Damages (if any) resulting from diminution
work schedule; of profits of land between the time of
Section 7
11 OF 18
publication of the cut-off-date or declaration March 2002. For this purpose the following
under the Land Acquisition Act of 1894, and process will be adopted.
the time of the Collector's taking possession of
In situation, where the land-for-land option is
the land;
not feasible because of scarcity of land in the
6) For ensuring an equitable and fair approach particular area, this option shall not be
toward the PAPs, The Project Implementation applicable to the PAPs, who would
and Resettlement of PAPs Ordinance of 2001 alternatively be eligible subject to the
requiresthat all compensation and rehabilitation provision of resettlement policy particularly
benefits should be given to the PAPs prior to developed for rehabilitation grant of KCR
commencement of any physical activity on Project.
ground;
B. Rehabilitation of the Life of PAPs
7) About the compensation in forms other than
Rehabilitation shall be considered an essential
cash, such as land for land etc., the project
component of resettlement. It aims to assist
proponent should follow the contents of
PAPs who are severely affected due to loss of
Resettlement Action Plan developed in
their productive assets, business, jobs or other
agreement with the PAPs, separately for each
income sources. The severely PAPs are those,
project; and
whose productive assets and/or incomes are
8) Any other forms of rehabilitation assistance likely to be affected by more than 20% of their
to be given to the affected business, trades, level, as existing on the cut-off-date.
local privileges etc., could include a host of
The severely affected PAPs are entitled to
other measures to help restore the incomes
rehabilitation assistance over and above their
and standards of living of the PAPs.
entitlements for compensation of lost assets,
as determined under the Land Acquisition Act of
7.9.3 Rehabilitation Package 1894. KUTC shall take into account the links
between relocation and economic rehabilitation
A. Land for Land Compensation activities, and accordingly the project scope
Compensation of "Land for Land" option will should include resettling such PAPs productively
be applicable as PAPs so desire. Quantum of on the land, as soon as possible.
land for rehabilitation will be as per the actual
KUTC should enable the PAPs to share in the
land acquired in the case of legal title holders,
immediate benefits created by the project,
or subject to the ceiling of maximum of 80 sq.
which has caused their displacement, like
m. per family of PAP in the case of squatters
availability of regular jobs, etc.
subject to availability of government land in
the vicinity of Karachi City. C. Income Restoration
Land availability for allotment for this purpose (1) Framework of Income Restoration Program
will be explored with the Provincial
Major activity in rehabilitation is the income
Government. If government land is not
restoration program, aiming to develop certain
available, PAPs will be facilitated for purchase
measures for those PAPs, who are
of land on a "willing buyer-willing seller" basis.
disadvantaged in terms of income generation
The limit of purchase of land in this case will
and employment. The key steps to be followed
have to be separately determined as is
in income restoration programs include the
provided in the National Resettlement Policy of
Section 7
12 OF 18
following:- (3) Long-term Strategies

1) Analysis of the existing economic activities These will aim to enable and improve the APs
and patterns of severely affected PAPs to standards of living. Both the land-based and
assess their needs; non-land-based economic activities will be
generated to provide a sustained source of
2)Identification of alternate income restoration
income over a longer time-period. These
programs, both for the individuals and groups,
would include the following:
based on market and financial feasibilities in
consultation with the beneficiaries, and their 1) Project-sponsored programmes like regular
implementation; employment, training and providing various
inputs for income raising;
3) Trial testing of selected multiple income
generating projects with severely affected 2) Subsidized inputs for agricultural and
people, along with necessary training and skills livestock production arranged by the
enhancement; proponents, for the first two or three years, or
until the desired income level are restored;
4) Establishment of institutional supervision
and budgetary support mechanism, by 3) Establishing linkages to the national socio-
involving NGOs and other social groups; and economic uplift and employment generation
programmes in the project area; and
5) Development of product marketing for
effective income generation, within and 4) Initiatives by the NGOs like rural credit or
outside relocation site. micro -enterprises, etc.
(2) Short-term Strategies
Short-term income restoration strategies are 7.10 RAP FOR VULNERABLE PERSONS
for immediate assistance during relocation. In addition to the entitlements and packages
These would include the following: as envisaged in this framework, KCR will make
1) Grants for house construction and special efforts for the welfare measure for this
relocation of substantial materials; section of the society. These may include
special vocational training programmes,
2) Allowances paid for full duration of the
priority in engagement for suitable jobs and
period of disruption/re-establishment;
facilities, facilitation of pension under pension
3) Free transport and costs of removal and re- scheme of Provincial Government, and others.
establishment for relocation; However the list is suggestive and the KCR
project could devise and implement specific
4) Temporary employment in construction
packages at each project for this section of the
activities, arranged for severely affected
PAPs.
PAPs, either at the project, or at
resettlement sites; and Special focus will be given to vulnerable
persons in identifying special requirements for
5) Special rehabilitation assistance, including
this group and additional enhanced facilities in
the payment of fixed monthly transaction
the areas of re, rehabilitation and other
allowance, offered by the proponents to the
welfare related activities. The intention is to
genuine PAPs like the aged, disabled and
facilitate and supplement government's efforts
indigenous people and the women, until
to bring this section of persons in the
completion of the relocation process.
Section 7
13 OF 18
mainstream. Priority treatment will be given in activities of KCR Project.

all spheres of resettlement activities to this
For this matter the social surveys and census
section of PAPs while formulating and
works will have to be carried out in order to
implementing the RAP. However, specific
obtain their distinctive features for
activities will vary from project to project and
determining the feasible and acceptable
will be finalized in consultation with the
resettlement measures for them. The RAP will
provincial government depending upon the
ensure full consultation, participation and
need and requirement.
consent of these people, and that the social
Special efforts will be made to facilitate and economic benefits they receive are in
economic self reliance of physically challenged harmony with their cultural preferences.
persons, livelihood opportunities, economic
The objectives should aim (a) to provide full
assistance/seed capital for self-employment
consultation and participation with indigenous
schemes, medical equipments and aids,
peoples; and (b) to avoid or minimize
educational aids, assistance to NGOs working
potentially adverse effects of such projects on
in this section etc. However, specific activities
them. The proponents may prepare and
will vary from a settlement area to the other
implement separate "Indigenous Peoples
and will be finalized in consultation with
Resettlement Plan" within the parameters of
provincial government depending upon the
RP.
need and requirement.
If indigenous peoples are affected, their basic
These may include special vocational training
information as part of the social assessment
programmes, priority in engagement for
including the inventory of them based on the
suitable jobs and facilities as detailed in Part
census, socio-economic data and affected
II, facilitation of pension under Widow Pension
assets survey will be collected as on the
Scheme, Old Age Pension Scheme etc of
notified cut-off-date. A series of group
Provincial Government, free/subsidized
meetings of affected peoples should also be
medical treatment in the IR hospital in case of
held separately.
hospitalization, scholarships to dependent
children, and other major medical If the indigenous people support the project
requirements etc. However, specific activities and the adverse impacts are minimal, the
will vary from project to project and will be resettlement measures will have to be
finalized in consultation with the provincial developed in consultation with community
government depending upon the need and elders and local NGOs supporting such
requirement of the PAPs. indigenous people. Where the traditional lands
of indigenous peoples have been bought by
the State and where it is inappropriate to
7.11 RAP FOR INDIGENOUS PEOPLE convert "traditional rights" into those of "legal
It is necessary to develop resettlement policy ownership", alternate arrangements would be
that the indigenous peoples, including the have to be made to grant long-term,
"native original settled population", "tribal renewable rights of custodianship and their
clans", "minority communities" and the use to the indigenous peoples.
"refugees", who have no formal representation As indigenous communities are affected by
and lack legal recognition, shall not be kept KCR Project, KUTC will ensure that the
outside the main stream of resettlement strategy for addressing the issues of such
Section 7
14 OF 18
peoples is based on their "informed These physical and socio-economic facilities

participation". Mechanisms would be adopted will have to be made available to the hosting
for participation of the community leaders in population and the neighboring communities
decision-making throughout project planning, in order to facilitate socio-economic
implementation and evaluation stages. development of the area as a whole. Location,
lay-out and design of these community
A selected NGO supporting such indigenous
facilities as well as the socio-economic
communities could act as partner or
programs shall be decided in consultation with
representative as appropriate. In such case for
the Provincial Government.
meaningful consultation with and participation
of the indigenous people, the following is The facilities/amenities will vary depending
mandatory: upon local requirements and may include not
only limited to but including the following:
1) Information dissemination should be in the
local language; 1) Internal and the approach roads with
proper drainages;
2) Community leaders and NGO representative
(knowledgeable in indigenous peoples' 2) One or more sources of safe drinking water;
history and traditions), should always be
3) Tree plantation including fruit trees;
present in all discussions with indigenous
peoples; and 4) Community halls for public gathering;
3) All the meetings and decisions will be 5) Primary educational facilities;

properly documented and shared with the 6) Street lighting in the resettlement areas;
concerned people's groups, especially those
7) Public cremation/burial ground; and
who live within the zone of influence of
project. 8) Common grazing land/small distributaries
for irrigation if PAPs are agrarians.
7.12 DEVELOPMENT OF RESETTLEMENT
AREA Efforts will be made to involve the PAPs in the
creation of infrastructure facilities by giving
The infrastructure facilities and basic minimum
contracts to their cooperative societies or
amenities shall be augmented to ensure that
otherwise for construction works to the extent
the displaced population in the resettlement
possible. This will also help in developing a
area. Alternatively the hosting village may
sense of ownership of the re areas among the
secure for themselves a reasonable standard
PAPs and also help to involve the PAPs in a
of community life upon receipt of the PAPs in
fruitful manner.
order to minimize the problems associated
with fresh settlement in new localities.
A. Reconstruction of Community
Construction of the facilities/amenities shall be Infrastructure
considered in the resettlement colonies or the
KCR may carry out community planning
hosting villages where a large number of PAPs
scheme where a large scale of the local
are resettled. In addition, appropriate
population is resettled. In the resettlement
community development works for
area, whether it is a patch of vacant land for
rehabilitation will have to be undertaken in the
hosting community or a existing village(s)
resettlement area.
would host the PAPs, if more than 100 families
Section 7
15 OF 18
were subject to resettlement, appropriate students may obtain tuition weaver if he or she
community planning is mandatory and draw has made higher achievement within the
basic community facilities such as water supply faculty.
system, electricity, telephone, road, drainage,
school buildings, health care facilities, religious C. Health care
facilities, and others before resettlement of the Efforts will have to be made for improvement
local population is made. in health facilities within the resettlement
The responsibilities of KUTC shall be limited to area. PAPs. Health standards of the PAPs at
one-time capital expenditure for such present in places are extremely low and this
infrastructural facilities subject to relocation. could be improved in the resettlement area.
The infrastructural facilities shall be set up by Health care activities may include survey on
KUTC and/or Provincial Government on the the conductions of public health, AIDS and
basis of assurance from the respective central other epidemic awareness campaigns,
or local government that it will take over assistance to run dispensaries in villages of the
construction of infrastructural facilities and resettlement area, promotion of alternative
maintain it properly. and traditional system of medicines, promotion
of national and local health programmes,
B. Education organizing immunization programmes and
other medical assistances with focus on
Educational activities in and around the
marginalized and vulnerable community
resettlement area shall be given special focus
groups including female members of
during the preparation of the RAP. The needs
community. However the list is suggestive and
and requirements will be finalized in
the actual activities will have to be finalized in
consultation with stakeholders and may
consultation with PAPs, Resettlement Project
include scholarships for those with high
Officer, NGOs and other stakeholders
achievements, educational tours, providing
depending upon the needs and will of PAPs.
assistance in terms of textbooks, stationary,
assistance to schools through NGOs or D. Welfare Activities
otherwise for enhancement of teacher/student
In order to fulfill socio-economic activities of
ratio, organizing training programmes for
the PAPs in the resettlement area various
developing special skills of modern technology
welfare activities of the resettled population
such as computer training, assistance for
should be planned to take place. This may
nutritional/midday meals in addition to general
include special efforts for education like
infrastructural facilities of school buildings.
providing scholarship, special efforts and
Additional efforts for education of children of educational facilities for girl child, vocational
the families directly affected by the Project training for female members of the
where the social indicators are lower than the communities, sporting events for youth,
national figures could be considered medical benefits as applicable to the PAPs and
important. Specific measures of resettlement other activities depending upon the need and
in this respect could be an assistance to the requirement.
children of PAPs in terms of the relaxation of
Contents of such activities will be finalized in
school fees, assistance for textbooks,
consultation and participation of the PAPs and
scholarships etc. for up to three members of
Resettlement Project Officer as well as NGOs.
children under 18 years of age. University
Section 7
16 OF 18
Its general layout should be included in the For the monitoring and evaluation of the
RAP. This will vary from project to project resettlement arrangement of KCR Project,
depending upon the need and requirement Monitoring and Evaluation Committee headed
and may also include activities, which may not by the respective DGP will be established,
be specifically mentioned in this framework. drawing representatives from the concerned
EPA, KUTC and NGOs/CBOs for supervising the
E. Development of Hosting Village
monitoring and evaluation of resettlement
KUTC may explore adoption of village(s) in the components of the project. All the monitoring
vicinity of the project area to develop them as and evaluation activities internally and
a host village for model case of the externally should be undertaken by KUTC as
resettlement area. Priority will be given to per the advice of Monitoring and Evaluation
those villages, which have a majority Committee.
population of underprivileged and/or are
having scant infrastructural facilities as
B. Monitoring of the Implementation of RAP
present. KUTC and/or provincial government (1) Arrangement of Monitoring Works
may provide development assistance to
Internal monitoring and evaluation is the
provide community facilities so that socio-
responsibility of KUTC and it has to be
economic up-lift of the host village could be
arranged in the manner as follows:
well be enhanced. However, specific activities
will vary will have to be finalized in 1) Structure of Monitoring Works
consultation with stakeholders and that the a. Performance Monitoring
assessment could be undertaken through a
b. Impact Monitoring
detailed survey.
c. Completion Monitoring
7.13 MONITORING AND EVALUATION
2) Timing of Monitoring and Evaluation Works
A. Purpose of Monitoring and Evaluation
a. During the resettlement operation period:
Monitoring the effectiveness of RAP
Every 3 months
implementation including the physical progress
of resettlement and rehabilitation activities, the b. Upon completion of the resettlement: Every
disbursement of compensation the 6 months
effectiveness of public consultation meeting and
3) Organizational Responsibilities: KUTC
participation activities and the sustainability of
income restoration and development efforts of 4) Methodology of monitoring: Random
it among the resettled communities should be sampling with questionnaire survey
carried out during and upon settlement of the 5) Schedule of monitoring and reporting
PAPs in the resettlement area.
The monitoring and evaluation reports should
The objective of monitoring is to provide KUTC be submitted to the supervising government
with feedback on RAP implementation and to departments and concerned Monitoring and
identify problems and successes associated Evaluation Committee as well as to DGP for
with resettlement activities. It is also a tool to scrutiny and clearance.
identify problems as early as possible. Thereby
timely adjustment of implementation works
would become possible.
Section 7
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7.14 GRIEVANCE REDRESS SYSTEM 7.15 consideration of cost

A. Procedure of Grievance Redress System While calculating the cost of development of
resettlement area, the cost of following will be
In case the dispute is not resolved at local
given due consideration:
level, the matter through submission of a
formal reference from the project proponent i. Cost of Land for Resettlement area.
will be placed before a Grievance Resolution
ii. Infrastructure Development cost including
Committee (GRC), to be set-up at district level
by the Provincial Government or by the .Road
Department directly related to KCR Project. .Water main
The GRC chaired by the Director General of .Electricity
KCR Project or his authorized representative
shall comprise of authorized representatives
.Telephone line
from the project executing agency/project .Gas line
manager; the complainant's representative/s;
and the NGO representing PAPs and/or
.Sewerage/Storm water main
Stakeholders. iii. school
The Committee in the process of reviewing the iv. mosque

complaint may call the concerned Land v. market place
Collector in order to arrive at an amicable
decision. In case ofcontinuing differences and vi. clinic
notwithstanding the provisions of Land vii. solatium
Acquisition Act, the GRC can take a decision
regarding entitlement and compensation
based on the replacement cost. The decision
of the GRC, shall be deemed as final.
The proceedings and the decisions taken
during negotiations and GRC meetings shall be
formally minuted for future reference and
presentation in the Court, if necessary.
All expenses incurred in arranging grievance
negotiations and meetings of GRC as well as
logistics required, shall be arranged by the
project-executing agency/proponent.
B. Right of Further Complaint

The aggrieved AP, if not satisfied with the
decision of GRC, has the right to refer his/her
petition to the Court of Law, as per provisions
of the Resettlement Ordinance.
Section 7
18 OF 18
SECTION 08
8. cONCLUSION AND rECOMMENDATIONS

The Environmental Impact Assessment Report n The right of way for double track is
for Revival of Karachi Circular Railway Project already exists, so this should not be an
concludes as follows: issue.
n The Revival of Karachi Circular Railway n There is a need to investigate the

Project would vitalize Karachi, solve its relocation of the people who have
traffic problems extensively and make a squattered illegally in the KCR right of
major contribution towards improving the way after train operations ceased. A
living standard of the people of the city. proper resettlement action plan shall be
made by KUTC. Implementation on this
n It is possible to apply STRASYA (Standard
resettlement plan shall be done by KUTC
Urban Railway System for Asia) to the
in association with provincial & city
Revival of Karachi Circular Railway Project.
governments. Relocation of people
The application of STRASYA will prove to be
will also be necessary when acquiring the
a safe, high volume, high speed railway
space for station plazas near the
system for Karachi characterized by
stations.
punctuality, reliability, economy and a low
accident rate. n There is a need to examine the urban
development plan for Sindh Province,
n As Electric Multiple Unit (EMU) trains are
CDGK and along the KCR route. In
being proposed for the Revival of Karachi
particular, it is recommended that related
Circular Railway Project, therefore, there
projects be implemented, such as
is a need to enhance the facilities for
improving the connecting points for
generating electricity in order to overcome
different modes of transportation near
the inadequate supply of power in Karachi.
the station and real estate development
n The Revival of Karachi Circular Railway near the stations, in order to gain
Project will help to reduce airborne income in addition to that from the
contaminants, such as CO 2 and NOx, so operation of the railway.
improved air quality can be expected.
n This project shall have minimal
n Since there are no trains running at this environmental effects / impacts if follows
point of time, there will be some concern the environmental mitigation measures
about noise and vibration once the suggested in the report. Environmental
trains begin operation. However, the management & monitoring plan shall
affects of noise and vibration can be also be implemented as a mandatory tool
reduced by using lightweight Japanese to assess and monitor the project
rolling stocks and applying railway know- activities in construction and operation
how. phases.
Section 8
1 OF 1
ANNEXURE Ii SATELLITE IMAGES FOR STATIONS AND STATION PLAZAS
TOWER STATION
KARACHI CITY STATION
SATELLITE IMAGES
FOR STATIONS AND
STATION PLAZAS
I OF XIV
ANNEXURE i SATELLITE IMAGES FOR STATIONS AND STATION PLAZAS
DCOS STATION
KARACHI CANTONMENT STATION
SATELLITE IMAGES
FOR STATIONS AND
STATION PLAZAS
II OF XIV
PROPOSED STATION 4
CHANESAR STATION
SATELLITE IMAGES
FOR STATIONS AND
STATION PLAZAS
III O F X I V
NEW DEPARTURE YARD STATION
KARSAZ HALT STATION
SATELLITE IMAGES
FOR STATIONS AND
STATION PLAZAS
IV OF XIV
DRIGH ROAD STATION
GULISTAN E JAUHAR STATION
SATELLITE IMAGES
FOR STATIONS AND
STATION PLAZAS
V OF XIV
PROPOSED STATION 2
NIPA STATION
SATELLITE IMAGES
FOR STATIONS AND
STATION PLAZAS
VI OF XIV
PROPOSED STATION 2
PROPOSED STATION 3
SATELLITE IMAGES
FOR STATIONS AND
STATION PLAZAS
VII O F X I V
LIAQUATABAD STATION
NORTH NAZIAMABAD STATION
SATELLITE IMAGES
FOR STATIONS AND
STATION PLAZAS
VIII O F X I V
ORANGI STATION
PROPOSED STATION 5
SATELLITE IMAGES
FOR STATIONS AND
STATION PLAZAS
IX OF XIV
MANGHOPIR STATION
SITE STATION
SATELLITE IMAGES
FOR STATIONS AND
STATION PLAZAS
X OF XIV
SHAH ABDUL LATIF STATION
BALDIA STATION
SATELLITE IMAGES
FOR STATIONS AND
STATION PLAZAS
XI OF XIV
LYARI STATION
WAZIR MANSION STATION
SATELLITE IMAGES
FOR STATIONS AND
STATION PLAZAS
XII O F X I V
DRIGH COLONY STATION
STAR GATE STATION
SATELLITE IMAGES
FOR STATIONS AND
STATION PLAZAS
XIII O F X I V
PROPOSED STATION 6
JINNAH AIRPORT STATION
SATELLITE IMAGES
FOR STATIONS AND
STATION PLAZAS
XIV O F X I V
ANNEXURE ii encroachments
Photograph No.1: KARACHI CITY TO TOWER
Ghosia Mosque:
This mosque belongs to the railway authority . This zone has railway workshop and other commercial buildings but those
were found far away and not in the path of RoW.
Photograph No.2: TOWER/PORT TRUST HALT TO WAZIR MANSION.
This colony lies on the left side of the railway track and is very close to existing tracks.
The population of this area belongs to swat area.
Photograph No.3: WAZIR MANSION TO LAYARI.
This is located near Layari Station very close to the track on the left side of the Right of Way (RoW) path.
Annexure II
I OF VII
ANNEXURE iI ENCROACHMENTS
Photograph No.4: LAYARI TO BALDIA
This area is very close to Layari Station; people are living as well as having businesses all along the railway track on the left
side of the Right of Way (RoW) path.
Photograph No.5: BALDIA TO SHAH ABDUL LATIF
This is the backside of Atlas Honda which is located at the intersection leading towards Shah Latif Station.
The factory is located very close to the tracks.
Photograph No.6: SHAH ABDUL LATIF TO SITE
This is the backside of various factories which is located near Shah Latif Station. These factories are located very close to the tracks.
Annexure II
II OF VII
ANNEXURE i ENCROACHMENTS
Photograph No.7: SITE TO MANGHOPIR
These houses are so called owned by the railway authority. The Faisal Mosque is also located within the same area of the colony.
Photograph No.8: MANGHOPIR TO ORANGI
This (Hinopak) community health center is on the left side of the track and directly in the Right of Way (Row) of the KCR.
Photograph No.9: ORANGI TO N. NAZIMABAD
This (Hinopak) community health center is on the left side of the track and directly in the Right of Way (Row) of the KCR.
Annexure II
III O F V I I
Photograph No.10: N. NAZIMABAD TO LIAQATABAD
The houses and shops are built close to the track at Gujar Nala in Mujahid Colony.
Photograph No.11: LIAQATABAD TO GILANI
This is an important place as there are many Hindus residing here; this area is willing to move only after consultation.
Photograph No.12: GILANI TO NIPA
These encroachments are very near the Urdu College Station, there is also an access point close by.
Annexure II
IV OF VII
Photograph No.13: NIPA TO GULISTAN E JAUHAR
People have encroached the station as well as the land near it and have made houses and mosques on them.
Photograph No.14: KARACHI UNIVERSITY TO DEPOT HILL
There is also a KESC center close to the school. The track is submerged till Johar Bridge.
Photograph No.15: DEPOT HILL TO DRIGH ROAD
This is the intersection that leads to sharah-e-faisal. The track then merges with active track of Drigh Road, Encroachment are
near Drigh Road Station.
Annexure II
V OF VII
Photograph No.16: DRIGH ROAD TO DEPARTURE YARD
The Mosque of NHA is directly in the path of Right of Way (RoW).There is also a durgah close to the tracks.
Photograph No.17: DEPARTURE YARD TO CHENESAR
These shops and houses are extremely close to the active track. There are many accidents happening each day.
Photograph No.18: CHENESAR TO KARACHI CANTT
These shops and houses are extremely close to the active track. There are many accidents happening each day.
Annexure II
VI OF VII
Photograph No.19: KARACHI CANTT TO KARACHI CITY
This colony is PWI colony which is located very close to the City Station.
Annexure II
VII O F V I I
ANNEXURE III hierarchy of urban railway systems
HIERARCHY OF URBAN RAILWAY SYSTEMS
AnnexureIII
I OF II
ANNEXURE III hierarchy of urban railway systems
Annexure III
II OF II
ANNEXURE iV jbic guidelines
Annexure iv
I OF XXVI
Annexure iV
II OF XXVI
Annexure iV
III O F X X V I
Annexure iV
IV OF XXVI
Annexure iV
V OF XXVI
Annexure iV
VI OF XXVI
Annexure iV
VII O F X X V I
Annexure iV
VIII O F X X V I
Annexure iV
IX OF XXVI
Annexure iV
X OF XXVI
Annexure iV
XI OF XXVI
Annexure iV
XII O F X X V I
Annexure iV
XIII O F X X V I
Annexure iV
XIV O F X X V I
Annexure iV
XV OF XXVI
Annexure iV
XVI O F X X V I
Annexure iV
XVII O F X X V I
Annexure iV
XVIII OF XXVI
Annexure iV
XIX O F X X V I
Annexure iV
XX OF XXVI
Annexure iV
XXI O F X X V I
Annexure iV
XXII O F X X V I
Annexure iV
XXIII OF XXVI
Annexure iV
XXIV O F X X V I
Annexure iV
XXV O F X X V I
Annexure iV
XXVI O F X X V I
ANNEXURE V eia/iee regulations-2000
Annexure V
I OF XVIII
Annexure V
II OF XVIII
Annexure V
III O F X V I I I
Annexure V
IV OF XVIII
Annexure V
V OF XVIII
Annexure V
VI OF XVIII
Annexure V
VII O F X V I I I
Annexure V
VIII O F X V I I I
Annexure V
IX OF XVIII
Annexure V
X OF XVIII
Annexure V
XI OF XVIII
Annexure V
XII O F X V I I I
Annexure V
XIII O F X V I I I
Annexure V
XIV O F X V I I I
Annexure V
XV OF XVIII
Annexure V
XVI O F X V I I I
Annexure V
XVII O F X V I I I
Annexure V
XVIII O F X V I I I
ANNEXURE VI ifc-ehs guidelines for railways
Annexure VI
I OF XIX
Annexure VI
II OF XIX
Annexure VI
III O F X I X
Annexure VI
IV OF XIX
Annexure VI
V OF XIX
Annexure VI
VI OF XIX
Annexure VI
VII O F X I X
Annexure VI
VIII O F X I X
Annexure VI
IX OF XIX
Annexure VI
X OF XIX
Annexure VI
XI OF XIX
Annexure VI
XII O F X I X
Annexure VI
XIII O F X I X
Annexure VI
XIV O F X I X
Annexure VI
XV OF XIX
Annexure VI
XVI O F X I X
Annexure VI
XVII O F X I X
Annexure VI
XVIII OF XIX
Annexure VI
XIX O F X I X
ANNEXURE Vii national environmental quality standards
Annexure Vii
I OF VII
Annexure Vii
II OF VII
Annexure Vii
III O F V I I
Annexure Vii
IV OF VII
Annexure Vii
V OF VII
Annexure Vii
VI OF VII
ANNEXURE VIi national environmental quality standards
Annexure Vii
VII OF VII
ANNEXURE VIII Terms of reference for imc
Annexure Viii
I OF IV
Annexure Viii
II OF IV
Annexure Viii
III OF IV
AANNEXURE VIII Terms of reference for imc
Annexure Viii
IV OF IV

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KARACHI URBAN TRANSPORT CORPORATION (KUTC)

Environmental Impact Assessment (EIA)

REVIVAL OF KARACHI CIRCULAR RAILWAY

ENVIRONMENTAL MANAGEMENT CONSULTANTS

2- DESCRIPTION OF THE PROJECT 1 of 26

2.3.2. INFRASTRUCTURE PLAN 14 of 26

3- LEGISLATIVE CONSIDERATIONS, ENVIRONMENTAL REGULATIONS 1 of 17

4- ENVIRONMENTAL AND SOCIAL BASELINE & CONSULTATION

4.2.1 ENVIRONMENTAL PROFILE OF DISTRICT KARACHI 1 of 62

5- ENVIRONMENTAL IMPACT ASSESSMENT AND PROPOSED 1 of 28

5.4.1 PHYSICAL IMPACTS 8 of 28

6- ENVIRONMENTAL MANAGEMENT PLAN (EMP) 1 of 19

7- RESETTLEMENT POLICY FRAMEWORK 1 of 18

7.4.1 PRINCIPLES AND STRATEGIES 4 of 18

8- CONCLUSION AND RECOMMENDATIONS 1 of 1

Figure 1: Vehicle registration and Vehicle Growth Rate in Karachi City

THE PROJECT PROPONENT

Table 1: Karachi Circular Railway operations in timeline of history

DRAWBACKS IN OPERATIONS OF KCR

FEATURES PROPOSED IN THE KCR REVIVAL PROJECT

Figure 2: The Proposed Alignment Plan

Section Reasons of Railway Structures Selection

A. THE PROPOSED STATIONS PLAN

B. THE PROPOSED TRANSPORT AND ROLLING STOCK PLAN

n It is based on Japanese urban railway systems

n It is a totally safe system

n It offers the superiority of light-weight rolling stock

The Technical Features for proposed project are summarized as Table 3

Table 3: Summary of Main Technical Features for KCR Revival

Item Stage 1 Stage 2

C. THE PROPOSED RAILWAY DESIGN CRITERIA OF KCR

D. STATION TRANSPORTATION PLAZA

Table 4: The stations to be integrated with road network

No. Name of Station Connecting Main Road(s)

DESCRIPTION OF PHYSICAL ENVIRONMENT

B. NOISE AND VIBRATION

Table 5: Noise Monitoring Data

S.No. Location Time Leq Lmax Lmin

Table 6: Vibration Monitoring Data

S.No. Location Time Leq Lmax Lmin

C. WATER QUALITY IN PROJECT AREA

A. TRAFFIC DEMAND FORECAST STUDIES

TOTAL EMISSIONS FROM DIFFERENT FUEL USAGE

Air Pollutants from Gasoline Gasoline Emission (Tons/day) Emissions (Tons/year)

Air Pollutants from Gasoline Gasoline Emission (Tons/day) Emissions (Tons/year)

there has been an increase from 2,503,791.52 tons/year at a rate of 166

Figure 3: The population Distribution

Figure 4: Employment Distribution

B. CHARACTERISTICS OF THE POPULATION ALONG THE

D. PRELIMINARY SOCIO-ECONOMIC SURVEY

ENVIRONMENTAL IMPACT ANALYSIS AND PROPOSED

TABLE 9: ENVIRONMENTAL IMPACTS OF KCR PROJECT (Cont.....)

Area Environmental Type of Level of Issues / Effects Mitigation Measures

H: High M: Medium L: Low No: No impact P: Positive N: Negative

TABLE 9: ENVIRONMENTAL IMPACTS OF KCR PROJECT (Cont......)

Area Environmental Type of Level of Issues / Effects Mitigation Measures

H: High M: Medium L: Low No: No impact P: Positive N: Negative

TABLE 9: ENVIRONMENTAL IMPACTS OF KCR PROJECT

Area Environmental Type of Level of Issues / Effects Mitigation Measures

SOCIO-ECONOMIC IMPACT ANALYSIS

B. RESETTLEMENT MEASURES FOR SQUATTERS

n The infrastructure facilities and basic minimum amenities shall be

requirements will be finalized in consultation with stakeholders and may