PAK: Khyber Pakhtunkhwa Provincial Roads Improvement Project

Transcription

1 Social Due Diligence Report September 2017 PAK: Khyber Pakhtunkhwa Provincial Roads Improvement Project Prepared by Engineering Consultants International (Private) Limited in association with David Lupton & Associates, AA Associates, and Essency Consulting for the Pakhtunkhwa Highway Authority and the Asian Development Bank. This social due diligence report is a document of the borrower. The views expressed herein do not necessarily represent those of ADB's Board of Directors, Management, or staff, and may be preliminary in nature. In preparing any country program or strategy, financing any project, or by making any designation of or reference to a particular territory or geographic area in this document, the Asian Development Bank does not intend to make any judgments as to the legal or other status of any territory or area.

2 : KHYBER PAKHTUNKHWA PROVINCIAL ROADS IMPROVEMENT PROJECT (CONTRACT S52973) Social Due Diligence Report September 2017 ENGINEERING CONSULTANTS INTERNATIONAL (PRIVATE) LIMITED In association with DAVID LUPTON & ASSOCIATES LTD, AA ASSOCIATES ESSENCY CONSULTING 1

3 Table of Contents Table of Contents... 2 Abbreviations... 3 Definition of Terms... 4 Executive Summary... 6 I. Introduction... 7 II. The Project... 8 A. Project Objective... 8 B. Roads Included in the Project... 8 III. Methodology... 9 A. Purpose of this Due Diligence... 9 B. Approach... 9 C. Information Disclosure and Consultation Scope of Consultations General Response Gender Issues...11 IV. Findings S-1 Shah Alam Sardaryab S-6 Khair Abad - Kahi (Nizampur) S-9 Umerzai - Harichand Shergarh S-14 Risalpur to Jehangira via Pir Sabaq-Misri Banda with a link to AkoraKhattak and Mardan Ring road via Motorway Wali Interchange S-1B Jhandai - Sang-e-Marmar Section (Mardan Bypass) S-1-C: Adina - Yar Hussain - Lahor Road S-1-Haripur - Hattar-Taxila Section S-5 - Maqsood - Kohala Section...18 V. Conclusions and Recommendations A. Conclusions...20 B. Recommendations...20 Annex A Site-specific findings and recommendations Annex B Photos of Encroached sections of Roads and Potential Resettlement Impacts Annex C Public Consultations List of Focus Group Participants Annex D Agreements for encroachment (petrol and CNG stations) Annex E Road Typical Cross Sections Annex F Meeting Minutes Annex G Traffic Calming Measure 2

4 ABBREVIATIONS ADB AP DC DDE DDR DP EA ESC GRC GRM IA IP IPSA IR LAA LAC LAR LARF LARP MIS PD PMU PPTA PRIP RFS SPS TA TCM Asian Development Bank Affected Person (DP) District Coordinator (also District LAC) Deputy Director, Environmental and Social Cell (PMU) Due Diligence Report (LAR) Displaced Person (AP) Executing Agency (PKHA) Environmental and Social Cell (PMU) Grievance Redress Committee Grievance Redress Mechanism Implementation Agency (PMU, PKHA) Indigenous People Initial Poverty and Social Assessment Involuntary Resettlement Land Acquisition Act, 1894 (amended to-date) (District) Land Acquisition Collector (see also DC) Land Acquisition and Resettlement (Impacts) Land Acquisition and Resettlement Framework Land Acquisition and Resettlement Plan Management Information System Project Director (PKHA) Program Management Unit (PMU, PKHA) Project Preparation Technical Assistance (Team of Consultants) Pakhtunkhwa Road Improvement Project (ADB TA 9194-PAK) Resettlement Field Survey (Inventory of Assets, Census, Consultations) Safeguard Policy Statement, 2009 (ADB) Technical Assistance (ADB Grant for Project Preparation) Traffic Calming Measure/s 3

5 DEFINITION OF TERMS Displaced Household Displaced Persons Compensation Carriageway Construction Limit Corridor of Impacts Cut-off-Date Encroachers Entitlement Formation Width Economic Displacement ESC: Involuntary Resettlement Irish Crossing Meaningful Consultation Physical displacement Pavement Width Rehabilitation Replacement Cost All members of a subproject affected household residing under one roof and operating as a single economic unit, who are adversely affected by the Project or any of its components; may consist of a single nuclear family or an extended family group. In the context of involuntary resettlement, displaced persons are those who are physically displaced (relocation, loss of residential land, or loss of shelter) and/or economically displaced (loss of land, assets, access to assets, income sources, or means of livelihoods) as a result of (i) involuntary acquisition of land, or (ii) involuntary restrictions on land use or on access to legally designated parks and protected areas. Payment in cash or in kind of the replacement cost of the acquired assets. Part of the road that is available for traffic. It does not include the shoulders. Maximum extent of the area in which the contractor may work. This is the area that is likely to be physically affected by the construction, including locations adjacent to the actual construction that may be affected by noise, vibration, etc. The completion date of the census of project-displaced persons is usually considered the cut-off date. A cut-off date is normally established by the borrower government procedures that establishes the eligibility for receiving compensation and resettlement assistance by the project displaced persons. In the absence of such procedures, the borrower/client will establish a cut-off date for eligibility. People who have trespassed onto public/private/community land to which they are not authorized. If such people arrived before the entitlements cut-off date, they are eligible for compensation for any structures, crops or land improvements that they will lose. Range of measures comprising compensation, income restoration, transfer assistance, income substitution, and relocation, which are due to displaced persons, depending on the nature of their losses, to restore their economic and social base. Outer boundary of the construction including the embankment (if any). Loss of land, assets, access to assets, income sources, or means of livelihood because of (i) involuntary acquisition of land, or (ii) involuntary restrictions on land use or on access to legally designated parks and protected areas. Environment and Social Cell. Land and/or asset loss, which results in a reduction of livelihood level. These losses have to be compensated for so that no person is worse off than they were before the loss of land and/or assets. Where a road crosses a water course in the absence of a bridge or culvert. This is also known as a ford or causeway. Is a process that (i) begins early in the project preparation stage and is carried out on an ongoing basis throughout the project cycle; (ii) provides timely disclosure of relevant and adequate information that is understandable and readily accessible to affected people; (iii) is undertaken in an atmosphere free of intimidation or coercion: (iv) gender inclusive and responsive, and tailored to the needs of disadvantaged and vulnerable groups; and (v) enables the incorporation of all relevant views of affected people and other stakeholders into decision making, such as project design, mitigation measures, the sharing of development benefits and opportunities, and implementation issues. Meaning relocation, loss of residential land, or loss of shelter a result of (i) involuntary acquisition of land, or (ii) involuntary restrictions or land use or on access to legally designated parks and protected areas. Generally understood to be the width of the carriageway, but may include the shoulders if these are sealed. Compensatory measures provided under the ADB Policy Framework on Involuntary Resettlement other than payment of the replacement cost of acquired assets. The rate of compensation for acquired housing, land and other assets will be calculated at full replacement costs. The calculation of full replacement cost will be based on the 4

6 Squatters Vulnerable Groups following elements: (i) fair market value; (ii) transaction costs; (iii) interest accrued, (iv) transitional and restoration costs; and (v) other applicable payments, if any. In applying this method of valuation, depreciation of structures and assets should not be considered. Meaning those people who do not own the land but are possessing and using it for residential, commercial, agricultural or other economic purposes, and as such they usually not entitled to land compensation but sometimes provided with assistance if they are found vulnerable; they are, however, entitled to compensation for the loss of built-up structures, trees, crops and other assets. Distinct group of people who may suffer disproportionately from resettlement effects. The policy defines vulnerable groups as households below the poverty line, the elderly, those without legal title to assets, landless, women, children and indigenous people. 5

7 EXECUTIVE SUMMARY 1. This Due Diligence Report (DDR) has been prepared for the Khyber Pakhtunkhwa Provincial Roads Improvement Project which is proposed by the Government of Khyber Pakhtunkhwa for financing by the Asian Development Bank. Civil works for this project involves the rehabilitation of approximately 214 kilometers (km) of provincial highways over eight road sections and a pilot performance based maintenance project for approximately 104 km. 2. The Pakhtunkhwa Highway Authority (PKHA) will be the project executing agency (EA). The project management unit (PMU) will be the implementing authority responsible for the dayto-day management of the project. An Environmental and Social Cell (ESC), headed by a Deputy Director, has been established at PMU to fulfill safeguard requirements. Moreover, a Resettlement Specialist will be provided by the Supervisory Consultants to provide technical assistance to ESC in matters related involuntary resettlement. 3. Due diligence survey was conducted from 26 May to 12 July 2017 by the PPTA team with assistance from the Project Management Unit (PMU) and the Design Consultants. The primary objective of the due diligence was to identify and assess whether the road improvement work would entail any land acquisition or resettlement (LAR) impacts and in particular to (a) verify if there are involuntary resettlement risks or impacts of the proposed civil works; (b) determine if there are feasible technical/engineering solutions to avoid such risks or impacts; (c) confirm whether a land acquisition and resettlement plan (LARP) or a resettlement plan (RP) needs to be prepared; and d) prepare LARP or RP (if required) in accordance with the ADB s Safeguard Policy Statement 2009 (SPS) and applicable national/provincial laws and regulations. 4. The PPTA consultants reviewed the civil works designs and undertook extensive field investigations and consultations. Where they identified potential adverse impacts, these were discussed with the design consultants and the PKHA project director to determine whether the impacts could be avoided or mitigated. This involved several iterations in some cases. 5. The due diligence performed by the PPTA consultants confirmed that (i) the proposed sections of the provincial highways fall within the existing right-of-way (ROW) already owned by PKHA; and (ii) detailed designs have been completed by Design Consultants and reviewed by the PPTA consultants, based on which (following some modifications) no land acquisition or resettlement is expected to be required. It is therefore proposed that the project is classified as category C for involuntary resettlement (IR) and for indigenous peoples (IP). The project area does not have the presence of any indigenous peoples or distinct, vulnerable, social and cultural groups with self-identification of a distinct indigenous cultural group, (recognized as such by others), having collective attachment to geographically distinct habitat or ancestral territories, etc. 6. The PPTA consultants have prepared a land acquisition and resettlement framework (LARF) to systematically address any potential LAR impacts should they arise during implementation. 6

8 I. INTRODUCTION 1. This Due Diligence Report (DDR) has been prepared by the PPTA consultants for the Khyber Pakhtunkhwa Provincial Roads Improvement Project proposed by the Government of Khyber Pakhtunkhwa for financing by the Asian Development Bank (ADB). Civil works for this project will involve rehabilitation of approximately 214 kilometers (km) of provincial highways over eight road sections and a pilot performance based maintenance project for approximately 104 km. 2. The Pakhtunkhwa Highway Authority (PKHA) will be the project executing agency (EA). The project management unit (PMU), will be the implementing authority responsible for the dayto-day management of the project. An Environmental and Social Cell (ESC), headed by a Deputy Director, has been established at PMU to fulfill safeguard requirements. Moreover, a Resettlement Specialist will be provided by the Supervisory Consultants to provide technical assistance to ESC in matters related involuntary resettlement. 3. Due diligence was conducted from 26 May to 12 July 2017 by the PPTA team with assistance from the Project Management Unit (PMU) and the Design Consultants. The primary objective of the due diligence was to identify and assess whether the road improvements work would entail any land acquisition or resettlement (LAR) impacts and to prepare resettlement plans (RP), where required, in accordance with ADB s Safeguard Policy Statement 2009 (SPS) and applicable national/provincial laws and regulations. 4. The aim of the due diligence was to (a) verify if there are involuntary resettlement risks or impacts of the proposed civil works; (b) determine if there are feasible technical/engineering solutions to avoid such risks or impacts; and (c) confirm whether a land acquisition and resettlement plan (LARP) needs to be prepared. 5. The following sections of this report describe the Khyber Pakhtunkhwa Provincial Roads Improvement Project, the methodology used and the key findings. It is recommended that the project be classified as C for involuntary resettlement and indigenous people. The project area does not have the presence of any indigenous peoples or distinct, vulnerable, social and cultural groups with self-identification as a distinct indigenous cultural group (recognized as such by others), having collective attachment to geographically distinct habitat or ancestral territories, etc. The Annexes provide details of potential impacts for each subproject road that have been completely avoided by keeping the construction work limited to the available width as per existing carriageway, details of existing agreements between PKHA and the owners of petrol/cng stations, a list of people consulted and photos of the potentially affected but completely avoided structures and other assets. 7

9 II. THE PROJECT A. Project Objective 6. The objective of the Khyber Pakhtunkhwa Provincial Roads Improvement Project (the Project) is to improve connectivity in the province of Khyber Pakhtunkhwa (KPK), reduce the road maintenance backlog, optimize financing resources to ensure road maintenance sustainability and improve road safety. 7. The project outcome will result in improved quality of transportation as a result of upgrading the highway network. This will increase inter-regional connectivity in trade and communication, economic wellbeing of the population and thereby serve as a tool towards reducing poverty in Khyber Pakhtunkhwa (KPK) province, in general, and in the central and eastern areas of the project, in particular. B. Roads Included in the Project 8. The project was initially comprised of a total of eleven roads with an estimated total length of 305 km, which upon preparation of designs was reduced to km. Of those, three roads with a total designed length of 85.5 km were excluded from the project for financial and economic reasons (see Table 1 below). Thus, eight roads totaling 214 km remain in the Project. Table 1: List of Project Roads Proposed for Rehabilitation and Improvements S. No. Name of Road Total Length (km) Estimated As per PC-1 1 Shah Alam Sardaryab Section Khair Abad Kahi (Nizampur) Umerzai Harichand Shergarh Section Risalpur to Jehangira via Pir Sabaq - Misri Banda with Link to Akora Khattak and Mardan Ring Road via Motorway Wali Interchange 5 Jhandai Sang-e-Marmar (Mardan) Adina Yar Hussain Lahor Road Haripur Hattar Taxila Section Maqsood Kohala Section Total: Selected Roads (8): In addition, three roads, totaling 104 km in length are included in a pilot Performance Based Maintenance (PBM) component of this project (see Table 2 below). This component will involve routine operation and maintenance activities on the existing roads, with no widening or other improvement works, and therefore, no LAR impacts are expected. Table 2: List of Project Roads Selected for Performance Based Management S. No. Name of Road Length (km) 1 Farooq-e-Azam Chowk, Charsaddah Mardan Road 18 2 Nowshera Charsaddah Tangi Road 46 3 Ghazi Panian Road (Haripur District) 40 Total PBM Roads (3): The rehabilitation and improvement works in terms of formation widths or construction limits and the corridor of impact (COI) will be limited to the existing right of way (ROW) of each road (see Annex A). The Pakhtunkhwa Highway Authority (PKHA) owns the ROW, and therefore, No Additional Land Acquisition will be required under this project. Further details on the Right-of- Way, corridor of Impact and formation widths in each reach of each road are provided in the individual road descriptions in Annex A. 8

10 III. METHODOLOGY A. Purpose of this Due Diligence 11. The ADB s Safeguard Policy Statement (SPS) 2009 (for IR policy) aims to avoid involuntary resettlement wherever possible; to minimize involuntary resettlement by exploring project and design alternatives; to enhance, or at least restore, the livelihoods of all displaced persons in real terms relative to pre-project levels; and to improve the standards of living of the displaced poor and other vulnerable groups.. Following this aim of the SPS, the road designs have been carefully reviewed to identify any potential land acquisition or resettlement impacts. 12. By agreement with PKHA, where impacts were identified, the PPTA consultants have worked with the Design Consultants with the objective of adjusting the design to avoid or minimize the likely impact. Proposed road improvement works have been confined to the available formation width rather than taking the full width of the RoW. Where road realignment was required for safety or other reasons, the design consultants ensured that the space required was available within the existing RoW. 13. The locations where LAR impacts were found and the proposed mitigations are discussed in detail in Annex A, while photographs of the impacts are shown in Annex B. B. Approach 14. The following approach was adopted for conducting due diligence for land acquisition and resettlement for project roads to define the LAR impacts: Review of available information including SPS 2009, project design, cross-sections and design parameters. Field site visits along with the design team to identify and assess project impacts. Public consultations with communities living in the project area to seek their views on the project and to discuss probable project impacts and mitigation measures. Review of designs with the design consultants and PKHA to try to avoid impacts Field site visits to confirm whether the new design adequately addressed the issues Repeat of the last two steps if required 15. As land acquisition was not necessary, details of land ownership adjacent to the road in the corridor of impact were not collected. 16. Public consultations included meetings, interviews and focus group discussions (FGD) with displaced or affected people (DPs/APs) and other stakeholders. These were carried out in accordance with the IR policy requirements of ADB s SPS 2009 and are discussed further in the next section. Consultations were also held with the Project Director, ADB Safeguard Specialists and the Design Consultants. 17. The designs were initially reviewed at the end of May It was found that four of the eight road sections had no potential LAR impacts, while the remaining four roads had potential LAR impacts in the built-up residential and commercials areas, mostly consisting of walls or buildings impinging upon the desired formation width. Subsequently, project roads were visited by ADB s Social Development Specialist (Safeguards) in late July 2017 together with PPTA, PKHA and Design Consultants. Potential to residential and commercial structures was identified in the roads sections that had less than 5.5m wide carriageway, which was proposed to be improved to a minimum of 6.1m wide carriageway. Considering the field findings, PKHA decided to completely avoid all potential resettlement impacts by limiting the construction work to the existing width of carriageway. Further to protect the structures from vibration effects, PKHA decided not to use heavy bumpers and rollers but concrete the pavement in all reaches where width of carriageway was less than 5.5m wide. A summary of the findings for each road specifying 9

11 the reaches with potential resettlement impacts together with proposed remedial measures is provided in Annex A. 18. By agreement with PKHA, the mitigation measures adopted are: For minor encroachments, narrow down the shoulders to avoid any resettlement impacts, keeping the same pavement width as the rest of the highway. For more significant encroachments, reduce the pavement width to the existing width to completely avoid causing any resettlement impact to the encroachment. Prepare a land acquisition and resettlement framework ((LARF), in accordance with ADB s Safeguard Policy Statement 2009 (SPS) to address/compensate any residual resettlement impacts that may arise during implementation. 19. The above approach adopted by PKHA enabled the project to be classified as category C for involuntary resettlement and indigenous peoples but with the preparation of a LARF to address any LAR impacts that may appear during the project implementation. C. Information Disclosure and Consultation 1. Scope of Consultations 20. A total of 39 focus group discussions (FGD) were conducted in the 8 subproject areas; of which 22 were conducted with male participants and 17 were conducted with female participants. Male FGDs were conducted with village representatives, commercial interests and drivers, while female FGDs were conducted with women from the nearby villages. A total of 418 people participated of whom 245 (59%) were male and 173 (41%) were female. Details of the men and women who participated are provided in the Poverty and Social Assessment Report and attached as Annex C. 21. Discussions and consultations on social safeguard aspects of Project were also held at ADB's Pakistan Resident Mission, with the Mission Leader and Safeguard Specialists on 24 May, 4 July and 17 and 23 August 2017; and with the Project Directorate Officers and the Design Consultants in joint meetings in Peshawar on 18 and 24 April, 19 and 26 May, 4 June, and 7 July Telephone discussions were held on a continuous basis, from April to September General Response 22. The meeting participants at all eight road sections were aware of the proposed road improvement works in their respective subproject areas. The present project was enthusiastically welcomed during all the FGD, largely because of issues with existing road conditions and because roads are viewed as an engine for socio-economic uplift of an area and as an important precursor for hassle-free access to jobs, markets, schools and hospitals. Stakeholders at a majority of the subproject areas did not foresee any adverse impact of the proposed road improvements. However, at some of the subproject areas with narrow width of the main carriageway and possibility of damage to existing structures, the community representatives clearly stated that they have no objections to the road rehabilitation measures as long as they are paid appropriate compensation for disturbance to structures. 23. Road-side settlements, commercial interests and drivers are the most frequent users of the roads and therefore, the direct beneficiaries of the planned road rehabilitation measures. Subsequently, they are fully aware of the road-related concerns and issues and therefore, can identify specific vulnerable areas as well as mitigation measures for specific road-related concerns. Through the gender-segregated FGDs, a list of vulnerable locations on each subproject road section have been identified. These are reported with other findings in Section IV and have been referred to the design team and PKHA for incorporation in to the specific subproject plans. Where appropriate they will also be made available for the road safety audit. 10

12 24. During the consultations, participants were requested to identify concerns with the proposed road rehabilitation measures and suggestions or measures that can address potential pitfalls and enhance project benefits. Responses from male and female FGDs for each subproject have been discussed in section IV and summarized in Table Of the 10 major issues with the existing road travel identified during the stakeholder consultations and listed in Table 3, traffic congestion and frequency of accidents are the most common. On many of the road sections, stakeholders identified specific locations which have a high accident rate. Moreover, on all the road sections, motorcycles and heavy vehicles were identified as the two most common modes of transport involved in accidents. 26. Both male and female representatives stressed the need for using good quality construction materials that match the road traffic requirements. In this regard, meeting participants urged for monitoring of the contractors use of raw materials and workmanship to ensure compliance to contractual obligations and sustainable road works. Moreover, community representatives from some of the road sections expressed their willingness to collaborate with the authorities for joint road repair activities, while participants from other road sections complained regarding generally non-cooperative behavior of the contractors teams. 27. The newly-formulated Village Council system that has developed strong roots all over KPK province provides a mechanism for local communities to register their grievances regarding planned/on-going road works. It is proposed that these Councils form part of the grievance mechanism in any LAR plans or frameworks prepared under the project. The contractors will be able to use the Village Council Offices to maintain a healthy dialogue and cooperation from local communities as and when required. 28. Local communities identified several other subproject benefits that not only have the potential to improve road travel, but can also support the socio-economic well-being of the roadside settlements and commercial interests. Road structures that facilitate pedestrians such as pedestrian bridges and speed breakers are in high demand. Insufficient and inadequate maintenance of road-side drains not only add to the misery of road users, but also contribute to road deterioration. Over-speeding and disregard for road safety laws is another major root cause of accidents and traffic congestion. Thus, awareness sessions were proposed for public and private transport drivers at existing bus/taxi stands or at the office of the local Village Council. Specific comments and suggestions are given for each road in Section IV. 29. It was proposed in several meetings that the contract documents require contractors to employ local workers. This is a normal condition in the bidding documents, The bidding documents will provide clauses designed to ensure that all civil works contractors comply with applicable labour laws; do not employ child labour or forced labour; and encourage the employment of the poor. 3. Gender Issues 30. On several road sections, meeting participants identified frequent road use by women and children to fetch water, collect firewood and access markets, schools and health facilities. Traffic congestion and over-speeding pose a constant threat to women and children using the roads. To address this concern, stakeholders recommended pedestrian bridges, speed breakers and footpaths. 31. Review of staff numbers by grade and gender shows a complete domination by males in PKHA. Although the recruitment policy of the KPK Government advocates a 10% women quota for each department, PKHA has only been able to employ one female engineer. Concerted efforts must be made to include women in the project implementation team if gender elements are to be effectively incorporated in project planning and execution. 32. Based on the outcomes of detailed consultations with female representatives (Annex C) at each of the subproject locations, the project has been categorized as Some Gender Elements 11

13 (SGE), whereby a few interventions have been identified that can be incorporated in the existing project design to enhance project benefits for women. With frequent use of the road by women, rest areas have been proposed at some of the subproject areas that can also be utilized as bus/taxi stops. Lack of awareness on general road safety rules and gender-sensitive planning and implementation of road rehabilitation/improvement projects also demands for sensitization of women Village Council members and PKHA staff. Table 3 General Subproject Benefits and Benefits for Women General Subproject Benefits SP1 SP2 SP3 SP4 SP5 SP6 SP7 SP8 Pedestrian Bridges Near Settlements, X X X X Markets and Sensitive Receptors Speed Breakers Near Schools and X X X X X X X Health Facilities Footpaths X X X Street Lights X Routine maintenance of the road-side X X X X X drains Deployment of Traffic Wardens at all X X busy intersections Employment Opportunities for Locals X X Awareness sessions for Drivers on X X X X X Road Safety at Taxi Stands Benefits for Women Covered Bus/Taxi Stops (Rest Areas) X X X X X Training of Women on Road Safety X X X X X Sensitization of PKHA Staff on Social and Gender Aspects X X X X X 12

14 IV. FINDINGS 33. This Section describes the main findings of the Due Diligence. Details of the LAR issues are provided in Annex A and photos of potentially affected structures in Annex B. 1. S-1 Shah Alam Sardaryab: 34. This section of road is part of the main Peshawar Charsadda Road, starting at Shah Alam Bridge at RD and ending at Sardaryab Bridge at RD The road carries heavy traffic. It is a dual carriageway (4 Lanes) constructed with crushed stone base and asphalt concrete overlay. The designed length of this road section is 11.8 km. 35. The project section lies between the Shah Alam and Sardaryab rivers passes over mostly flat terrain with three river crossings. The road passes through semi urban areas with settlements of Nahaqi, Naguman, and Gulbela. This section of the road also provides access to Mohmand and Bajawar Agencies. 36. The road is constructed on a raised embankment where unlined irrigation canals have been provided in the shoulder/embankment, possibly causing saturation of the subgrade at these locations. On the northbound lane, two of the bridges are of older steel truss type without facility for pedestrian traffic. The carriageway surface is dilapidated with potholes and alligator cracking common throughout the whole length. The failed sections will be rebuilt by scarifying the existing failed asphaltic overlay, re-compact and used as a prepared subgrade before being given a fully designed pavement overlaid on the 7.3 m carriageway and 1.5 m to 2.0 m wide shoulders. 37. In the community consultations, the effect of heavy traffic making it difficult to cross the road was raised. The men were concerned about a blind turn near the bridge being a major cause of accidents and suggested speed breakers and convex mirrors. The women asked for a pedestrian bridge near the girls school. These comments have been passed on to PKHA for consideration. The PPTA Consultant recommended that the old bridges be retained for pedestrian and non-motorized vehicles. 38. The existing ROW widths range from m to m, while the formation widths range from m to 20.60m and is completely free of structures, shops, houses, mosques or schools, etc. No land acquisition or resettlement will be required for this road section and there are no indigenous people (IP) as defined by ADB in SPS Hence the road section can be categorized as C for involuntary resettlement and indigenous peoples. 2. S-6 Khair Abad - Kahi (Nizampur) 39. This road section is 23.4 km long and provides an alternate route between Northern and Southern Districts of the province. The Road starts at the diversion from the new N5 and runs for about 250 m through the crowded Nizampur Morr bazar area near Khairabad town. This section through the bazar is proposed as dual carriageway with a central reserve. The project road uses the old alignment of the GT Road (N5) until km at Attock Bridge where it leaves the old GT Road and turns towards Nizampur. 40. Beyond Attock Bridge, the carriageway is 6.3 m wide with varying shoulder width as far as the village of Kahi (Nizampur), where at present the road is under construction to 7.3 m carriageway through another contract. The carriageway is in a reasonable dry weather condition, however the old water bound macadam (WBM) with several layers of triple surface treatment (TST) has developed potholes through villages and settlement cracks in the wheel tracks in the slope side of the cut areas. The section has a number of Irish Crossings serving the passage of water from smaller seasonal streams. 41. All structures are in various stages of disrepair and will require reconstruction, also for the purpose of improving the alignment, grade and horizontal curve through built up areas. After the Khairabad bazar where the road runs near and parallel to the existing railway line before crossing 13

15 the old dual-purpose railway/road steel bridge (Attock Bridge) the space available for the road is restricted. On the Indus River side, the restriction will be a high gravity retaining wall. Through this area the shoulder width will be reduced. Other sections allow for improvement as there appears to be no ROW restrictions for widening and alignment improvement to be rebuilt to 7.3 m wide carriageway and generally 1.5 m shoulders. 42. The public consultation revealed concerns about pedestrian traffic due to schools and markets near Khankohi village and traffic congestion and damage to roads and bridges due to heavy vehicles from Askari Cement Factory, Kahi Khwar, Hamidabad, and Spinnkmila. The men suggested traffic signals and lane separators at critical junctions. The women s concerns were damaged and bumpy road conditions making road travel cumbersome for elderly and pregnant women. They emphasized that women and children use the road for wood and water collection. The road improvement should address the bumpy road condition, while widening the road and providing shoulders will make it safer for pedestrians. 43. The right-of-way is wide enough and there are no settlements or sensitive structures within the formation width. No land acquisition or resettlement will need to take place. No indigenous peoples as defined in SPS 2009 have been found living in and around the road section. Hence this Khairabad to Kahi (Nizampur) section can be categorized as C for involuntary resettlement and indigenous peoples. 3. S-9 Umerzai - Harichand Shergarh 44. This two-lane road connects District Charsadda with Malakand Division being Malakand Agency, Swat, Dir (Upper and Lower), Chitral, Shangla, Kohistan etc. The road starts from Umarzai (Charsadda), turns to right at Harichand and ends at Shergarh on N-45. It provides an alternate route between Malakand and the northern districts and the provincial capital Peshawar through Charsadda. 45. The road carries heavy traffic and passes through semi urban areas including Mirabad, Dakki, Mandani, Harichand and Badraga. The road is generally about 7m wide and constructed with WBM and surface treatment. However, through Harichand Bazar the road is very narrow with sharp curves, with limited possibilities for widening. 46. The road is constructed on a good and raised embankment, the carriageway surface is however damaged with numerous potholes and shorter sections have recently been given a new seal. Drainage structures are in a poor condition and with inadequate sized drains in the semi urban areas. New cross drainage structures and extensions for existing ones are required at some locations. The failed sections will be rebuilt by scarifying the existing failed asphaltic overlay, localized deep patching, re-compact and used as sub-grade before given fully designed pavements. 47. Participants at the consultation meetings raised the issue of the Harichand Bazar and transport stop, which is a major junction for public transport as well as heavy commercial vehicles. The junction gets clogged during peak hours and is prone to accidents; it provides a short-cut to many other routes within KPK. The women asked for traffic signals at busy intersections. 48. From chainage to , some shops and houses were potentially affected. However, all LAR impacts can be avoided if the formation width is reduced to 7.15 m (see Annex A for details). Consequently, no land acquisition or resettlement would take place and the Umarzai Harichand Sher Garh road can be categorized as C for involuntary resettlement. 49. As no indigenous peoples have been found living in and around the road section. People of the project area also do not recognize anyone as IPs as described in SPS So, this road subproject should also be categorized as C for indigenous people. 14

16 4. S-14 Risalpur to Jehangira via Pir Sabaq-Misri Banda with a link to Akora Khattak and Mardan Ring road via Motorway Wali Interchange 50. The road is an alternate East-West route on the North bank of the Kabul river connecting N 45 with the Jehangira - Swabi road starting from Risalpur cantonment and passing through Zando Payan, Zando Banda, Pir Sabaq, Zara Maina, Misri Banda, Ali Mohammad Kalay, Mughalki, Mian Essa, Mangan Kalay (Jehangira). The link from Misri Banda to the M-1 Motorway at Wali Interchange will complete a North-South link connecting the N5 at Akora Khattak, the M1 and the Mardan Eastern Bypass. 51. The Risalpur to Pir Sabaq sub-section starts from the Risalpur Bazar through which 500m of the road is constructed as a 2 x 6.1 m dual carriageway with a 75-cm. wide median and covered drains both sides. After the bazar area, the carriageway narrows down to a 4-m. wide traditional WBM and TST road which will be widened to 6.1 m with 1.5 m shoulders under the project. Recent bridge construction has created a sharp curve on one of the bridge approaches. 52. The road runs through the Zando Banda bazar. This section (chainage to 5+000) is already under construction by C&W department and will therefore not be part of the Project. After Zando Banda, the carriageway is generally 4.5 m. wide with 1.0 to 1.5 m. wide shoulders. This area is also under irrigation and includes several smaller built up areas where the ROW again is restricted. Outside villages, the irrigation canals are mostly lined and in a better condition. The road however, needs reconstruction. Approaching the Kabul River (km16) there are numerous stone quarries in operation, where the road surface is badly damaged or non-existent. 53. The 6.5km link from Misri Banda to Wali Interchange on M1 is currently a narrow winding road with 6m wide carriageway of which only 4m is sealed. Through the irrigated area the road crosses a long vented concrete drift that is 7 m wide but in a very bad condition. This section is not suitable for the present heavy traffic coming from the stone quarries and farm areas to the M1 Wali Interchange. 54. Between Pir Sabaq and Jehangira the road crosses through irrigated areas where the road is built on little or no embankment. The current road carriageway is 4 m wide, originally with TST on WBM. Most sections will be rebuilt/reconstructed from sub- grade level before given a fully designed pavement overlaid for a 6.1 m carriageway and 1.5 m wide shoulders. 55. In the public consultation, it was proposed that the drains should be taken underground from Khush Maqam to Khwas Khan Chowk, as there is frequent deterioration of the road due to inadequate drainage. Traffic congestion and frequent accidents are a concern at Khwas Khan Chowk; with the option proposed being to develop a proper taxi stand at this junction. The men also proposed speed breakers be provided to prevent speeding and the resulting accidents. They thought road signals would be an added advantage in maintaining a safe and organized traffic flow. 56. The women complained about the narrow and bumpy road which makes travelling very difficult and time consuming. The road puts older people and pregnant women at risk as they are more prone to injury. They noted that heavy vehicles and dumpers have been found frequently on the route and the accidents are common, and suggested awareness campaigns as a very good way of educating people about the risks associated with traffic accidents and how they should be avoided. The road improvement should address the bumpy nature of the road, and the traffic calming sections should help control speeds. 57. The road will be reconstructed and widened to a 6.1m carriageway with 1.5m shoulders over most of its length. In some areas where the ROW is restricted, it was nevertheless possible to design the road to avoid all encroachments and still maintain a two lane carriageway of at least 5.5m with the exception of three critical sections. 58. The three critical sections were identified from the drawings as Km 7+300, Km and km where it was impossible to provide two lanes within the space available. A further 15

17 site visit revealed that in addition to the narrow road width confined within the wall to wall measurement there was further restriction from open drains with water utility pipelines and electricity poles within the wall to wall measurement resulting in a minimum clearance of only 4.0 m. 59. At meeting on 23 rd August 2017 in ADB s PRM Office in Islamabad with the ADB Project Officer, the PKHA Project Director, ADB Safeguard Officers and PPTA consultants, three options were discussed: 1. Exclude these three sections from the project 2. Design and improve the sections to No Impact 3. Demolish the affected buildings 60. It was unanimously agreed to pursue option 2 giving consideration to the fact that: The road passes through crowded and congested bazar/residential areas where consideration should include the local bazar/residential community and nearby road users. Therefore, physical design and other measures to improve safety for all vehicle transporters, pedestrians, cyclists and the bazar community should be considered. The aim would be to encourage safer, more responsible interaction between motorized and non-motorized traffic. Consequently, a strategy for traffic calming measures as detailed in the Annex G, including narrowed road to one lane with drains covered with concrete slabs, protections of public utilities and speed humps could be followed. 61. With this solution to the critical sections, the right of the way is wide enough for the proposed improvements and there are no settlements or sensitive structures within the formation width. No land acquisition or resettlement are required. There are no IPs as described in SPS Hence this road can be categorized as C for involuntary resettlement and indigenous peoples. 5. S-1B Jhandai - Sang-e-Marmar Section (Mardan Bypass) 62. Mardan is a key city through which some of the important roads pass connecting Peshawar and Charsadda in the East with Swabi, Topi, Haripur and Abbottabad in the west. The famous NCC (Nowshera - Chakdara - Chitral) Road (now N-45) connects Malakand, Swat, Dir, Chitral, Buner and Shangla districts in the North with Nowshera, Peshawar and the province of Punjab in the South and South East. Due to ever increasing traffic, considerable time of the road users was wasted travelling through Mardan. A bypass was proposed consisting of three sections i.e. Eastern, Western and Northern Bypass. The road under consideration consists of two of the bypasses i.e. Eastern and Western. 63. The project road is a 34 km long two-lanecarriageway that was constructed in recent years and will in future pass via a fly-over (under construction) over traffic going into Mardan from Charsadda. The road is constructed on a raised embankment with crushed stone base and asphalt overlay. The road carries very heavy and overloaded traffic including marble trucks coming from Buner.The pavement structure on the bypass has failed. The failed sections will be rebuilt using two different strategies 1) scarifying the existing failed asphaltic overlay, or 2) remove the existing asphaltic layer. Thereafter, the exposed surface will be used as sub-base before given a fully designed pavement overlaid on 7.3 m carriageway and 1.5 to 2.0 m wide shoulders. 64. Issues raised in public consultations mainly concerned the accident risk, pointing to the frequency of accidents at Jazoono junction with almost daily accidents, and heavy pedestrian traffic near the Girls Higher Secondary School and Babana Village. The men suggested curbs along the road corners as there are no street lights and vehicles often come off the road. The women drew attention to the poor transportation network and the adverse consequences of poor access to health and education facilities. 16

18 65. The safety issues will be partly addressed by the project. The right of the way is wide enough for the proposed improvements and there are no settlements or sensitive structures within the formation width. No land acquisition or resettlement are required. There are no IP as described in SPS Hence this road can be categorized as C for involuntary resettlement and indigenous peoples. 6. S-1-C: Adina - Yar Hussain - Lahor Road 66. This is a 25 km long and 6.1-meter-wide carriageway constructed with crushed stone base and asphalt concrete overlay. The road, carrying limited heavy traffic, is passing through mostly flat terrain and the semi urban area of Yar Hussain. Available space for the road profile and proper geometry through the Bazar is limited. Outside the built-up areas the road is constructed on a raised embankment. The carriageway surface is worn out. Localized longitudinal wheel track rutting, bleeding, potholes and alligator cracking are common throughout the whole length. The geometry of curves can be improved and shoulders paved through built-up areas. The failed sections will be rebuilt by scarifying/milling the existing failed asphaltic overlay and localized deep patching. Exposed surface will be re-compacted and used as Sub- Grade before given a fully designed pavement overlaid for a 6.1 m carriageway and 1.5 m wide shoulders. 67. Public participation drew attention to traffic congestion and frequent accidents near Yar Hussain Bazar and congestion near Khar Colony. There is also traffic congestion at Jagnath Pull due to narrow width of the carriageway. 68. The men stressed the importance of the road for the timely transport of high value agricultural output such as tobacco for both economic and safety perspectives. The women were looking for the installation of traffic signals to improve safety. 69. The road improvements should help alleviate the congestion issues. The safety issues have been referred to PKHA. 70. The right of the way is wide enough for the proposed improvements and does not contain any settlements or sensitive structures within the formation width. No land acquisition or resettlement would take place on this road and there are no IP as defined by SPS Hence, the Adina Yar Hussain Lahor road can be categorized as C for involuntary resettlement and indigenous people. 7. S-1-Haripur - Hattar-Taxila Section 71. This project road plays a very important role in the area, connecting the industrial areas of Haripur and Hattar to Taxila, the hub of heavy mechanical and defense industries, and onwards to Islamabad and Punjab province. With the increase trade / business in the area particularly the Hattar Industrial Estate, many vehicles, mostly heavy, use this road. It is also anticipated that, with the completion of China-Pakistan Economic Corridor (CPEC), Hazara Expressway (E-35) and the extension of Hattar Industrial Estate, this road will be part of required development in the region. The carriageway width of the road is at present 7.3 m for the first 10 Km and reduces to 6.1 m in the remaining 12 km, with shoulders width fluctuating between m. 72. The road is constructed with traditional WBM and TST with asphalt concrete overlay on shorter sections. The road has paved shoulders and lined drains on both sides through build up areas. The road is carrying very heavy traffic and has regular speed bumps where truck congestion is common along the route. Several narrow and old bridges and Irish crossings are present. The carriageway surface is worn out with numerous potholes and shorter sections have recently been given a new seal. Considering the heavy traffic and congestions there were however no noticeable settlements in the carriageway. 73. The road is planned for four lanes dual carriageway. To provide a dual carriageway with central reserve requires the entire road to be re-designed and re-built. The vertical and horizontal alignment as well as sight distance/visibility criteria must be improved. Truck/bus parking facilities should be provided midway through Hattar Industrial Estate at the existing congestion point. 17

19 Through the built-up area of Hattar Industrial Estate the road will be constructed as a 2 x 7.3 m dual carriageway with a 75-cm. wide concrete median and m wide shoulder/service area with covered drains in both sides. Reconstruction outside built-up areas the road will be constructed as a 2 x 7.3 m dual carriageway with a 75-cm. wide concrete median and 1.5 m wide paved shoulders in both sides. 74. The public noted that the three bridges: Dotal Bridge, Kohal Bridge, and Chaary Doory Bridge are highly accident prone due to narrow width of carriageway and reduced visibility of incoming traffic. These structures are being widened and replaced by bridge/culverts under the project. The men also asked for the sharp turns and steep dips in the road be reduced to prevent accidents. 75. In most reaches, the right-of-way is wide enough and no settlements or sensitive structures are located within the formation width. Easement of the sharp curve between Hattar village and Faruqia Factory (Chainage: /900) has been achieved within the existing ROW and should address one of the public s concerns. No land acquisition will be required for the entire length of this road. However, there are structures within the proposed new carriageway. 76. The affected structures include front decorations (signboards and lighting) of four petrol pumps and three CNG stations. The petrol pumps and CNG stations have an agreement with PKHA (formerly FHA), known as a No-Objection Certificate (NOC), according to which they are required to vacate the RoW within 30 days of notice from PKHA at their own expense and without any compensation (copy of NOC is provided in Annex D; see Clause 4.k). As adjustment to the ramps and signboards by the owners is part of the agreement between PKHA and the owners ( who have further consented in writing not to claim any compensation for the adjustments) no resettlement plan is required for these petrol/cng stations. 77. There were a number of other built-up structures along different reaches of this road, and a power line and a police post near Faruqiah Factory, which were potentially affected. All those potentially affected structures and installations have successfully been avoided by reducing formation width from 20.4 m to 17.0 m by reducing the width of the shoulders in the vicinity of the restriction. Accordingly, revised designs have been prepared to avoid all LAR impacts wherein the main carriageway is kept intact and only shoulders have been reduced in the critical reaches (see Annex A). The police post is located at the end of KPK bordering with the Punjab province and is crucial for the inter-provincial security, and hence will not be moved. Instead it will be protected by eliminating the shoulder and leaving only black topped carriageway. 78. As no land acquisition or resettlement will be required on this road and there are no IPs as defined by SPS 2009, hence, the Haripur - Hattar road should be categorized as C for involuntary resettlement and indigenous people. 8. S-5 - Maqsood - Kohala Section 79. This section of road is part of Maqsood Lora Gora Gali road which is the second main road in the area that provides a connection with Islamabad and Punjab province, playing a very important role in the area for locals for commuting and transportation of goods. 80. This is a about 33.5 km long single carriageway (2 lanes) road being 9.1 m wide for the initial 4 km section and reduces to 7.5 m in the remaining 31 km. Shoulder only exists in some reaches. The road is constructed in cut sections with water bound macadam and surface treatment overlay. The road is carrying limited traffic and traverse through mostly hilly and mountainous terrain with numerous hairpin curves on route. Through smaller semi urban areas, the road is very narrow with sharp curves, and limited possibilities for widening. Long sections have been given a new WBM layer but yet not covered with TST. An old single lane bridge, stone masonry pillars and concrete slab, is crossing over Haro River. 81. At present, there is inadequate outer shoulder width and slope. No appropriate drain is present on the hill/cut side. Through the mountainous sections the vertical and horizontal 18

20 alignment as well as the sight distance needs improvement. There will be need for new cross drainage structures as well as replacement of existing ones. At many locations stone masonry parapet wall is required on the valley side. At many locations breast walls / retaining walls on hill/cut and valley side is required. 82. The public consultation drew attention to the multiple locations with narrow width and steep curves, which are prone to accidents. Retaining walls were recommended for these areas by the community representatives. The men also stressed the need for regular maintenance of road-side drains and periodic stabilization of the hillside to minimize landslides and accidents. 83. The women were concerned about their regular use the road to fetch water and drop children to school and therefore the need for measures for road safety and speed regulation. 84. The right of the way is generally wide enough for the proposed improvements and there are only two places where there are structures within formation width. This affects two mosques at chainages to and a house and shops at chainages to These are shown in Annex A. The structures affected can be avoided by reducing the formation widths at chainages to , to , respectively. 85. All the potential LAR impacts have successfully been avoided by reducing formation at certain reaches (see Annex A). As a result, no land acquisition or resettlement will be involved. There are no IP pursuant the SPS Hence, the Maqsood Kohala road should be categorized as C for involuntary resettlement and indigenous people. 19

21 V. CONCLUSIONS AND RECOMMENDATIONS A. Conclusions 86. The Khyber Pakhtunkhwa Provincial Road Improvement Project, involves the rehabilitation and improvements of eight roads totalling 214 kilometres in the eastern and western districts of the province. 87. Each of the eight road sections has been examined individually for all potential IR impacts, and dealt with according to SPS. The detailed analysis is provided in Annex A. It has been found that found that four of the project roads (Shah Alam-Sardaryab, Khair Abad Kahi (Nizampur), Jhandai - Sang-e-Marmar section and Adina-Yar Hussain-Lahor roads) have no LAR impacts. The existing ROW is clear of encroachments and there is sufficient construction work area to complete the works. 88. The remaining four roads have potential to resettlement impacts. Following the principles of avoidance and minimization of LAR impacts in SPS 2009, these potential impacts were discussed with PKHA, PPTA, Design Consultants and ADB s Project Team Leader and Social Development Specialists to ascertain whether the impact could be avoided without unduly detracting from the project purpose. Following review and discussion involving several visits to each site accompanied by PKHA officers and the Design Consultant, along with ADB Safeguard Officers, the final designs for the roads involved no land acquisition or involuntary resettlement. 89. In particular: For the Umerzai-Harichand-Shergarth, and Maqsood Kohala roads, there is no land acquisition required and resettlement of built-up structures has been avoided by reducing formation width from Harichand Bazar to the end-point at Shergarh. Thus, a land acquisition and resettlement plan (LARP) is not required. For the Haripur Hattar (Taxila) road no land acquisition is required. The removal of built-up structures or public utilities has been avoided by reducing the formation width. The removal of front decorations of four petrol pumps and three CNG stations will be carried out voluntarily by those companies according to their prior agreement with PKHA, without compensation. No LARP is required. For the Risalpur to Jehangira road, the road will be maintained as a single lane through three very restricted locations. Resettlement will be avoided by narrowing the shoulders at other locations. Consequently all encroachments are avoided and a LARP is not required. 90. The overall project is therefore envisaged to cause no involuntary resettlement (IR) impacts and can be classified as Category C for resettlement and Indigenous People. However, keeping in view the heavy encroachment on both sides of the narrow carriageway (as mentioned in section IV of DDR), a LARF has been prepared to address any LAR issues that may arise during the Project Implementation works. B. Recommendations 91. Contractors must exercise proper care during construction work to ensure that no damages are caused to the road-side public/private structures and installations during the construction work. Contractors will be held responsible for any loss to Public / Private asset/life that may arise during construction; 92. The road surface in the critical sections of the Risalpur-Jehangira road will be constructed with concrete pavement to avoid the need for compaction with heavy equipment (and resulting vibration) to the nearby/adjacent sensitive structures. These short reaches will be designed as 20

22 traffic calming zones. The same approach will be adopted on other reaches where sensitive structures are close to the carriageway. 93. In case some structures may get damaged by contractors negligence and/or partially affected due to further changes in the road designs, a resettlement framework has been prepared to provide guidance for the preparation and implementation of a LARP for each such section. 94. The Project Supervisory Consultants team will have a fulltime Resettlement Specialist engaged through the construction supervision firm, who will work closely with the Resident engineers and contractors to ensure correct procedures are followed, and monitor any damages occurring during the construction works. S/he will report on a quarterly basis, and will be responsible to PMU in the preparation, implementation, monitoring, community consultations, record keeping and all other related activities of RP as per SPS 2009 and LARP/LARF. 21

23 Annex A Potential Resettlement Impacts Avoided by Adjusting Proposed Construction Work to the Existing Width of Carriageway Road chainage Encroached Road Sections Formation Width From To Existing Proposed Expected Impacts Remedial Actions Taken 1. Shah Alam to Sardaryab Road (S-1). Width of Right-of-Way feet, owned by PKHA Shah Alam Open Areas: No impacts No impacts found No action needed Shah Alam Bazar area: Shops and cabins on both sides of road Structures touching FW Impacts completely avoided by confining construction work within existing 15.2m wide FW Shah Alam Village & Open Area No impacts found No actions needed Villages and Open Areas No impacts found Separated 2 Single Carriageways with Separate 2 Bridges No impacts found Naguman Open Area No Impacts Naguman Village / Bazar No impacts 2. Khairabad to Kahi/Nizampur Road (S-6). Width of Right-of-Way feet, owned by PKHA Nizampur More No impacts found No actions needed. (Khairabad) Old Attock bridge/rly Line No impacts found. No actions needed. 22

24 Nizampur (Scattered Villages and Open Areas, ending at Kahi village Umarzai to Harichand Road (S-9). Width of Right-of-Way feet, owned by PKHA Umerzai Bazar shops Overlapping/touching FW Masjid Akhun Dheri buildings Scattered Houses and masjid Partially Overlapping FW Impacts completely avoided by confining construction work within 9.1m wide FW Dhakki Bazar: Scattered houses and shops Touching and/or overlapping FW Shah Afzal Kali: Houses Touching Mandani Bazar: Houses and shops Harichand Bazar: Houses and shops Touching FW Touching/ Overlapping Impacts completely avoided by confining construction work within 9.1m wide FW Harichand Bazar: Scattered houses and shops Touching / overlapping FW Scattered Houses Touching FW Scattered Houses Touching FW Touching FW / overlapping Badraga Bazar, Village, Scattered House/Shops Impacts completely avoided by confining construction work within 7.15m wide FW Masjid Touching FW 23

25 Scattered houses & shops Village Bazar: Masjid & houses Scattered houses & shops Village Bazar: Shops & houses Sher Garh Bazar: Shops & houses Touching FW Touching FW Touching Touching Touching FW / Overlapping 4. Risalpur to Pir Sabag to Jehangira Road (S-14). Width of Right-of-Way feet, owned by PKHA Risalpur Bazar: Shops & Touching FW FW reduced to 15.2m houses Risalpur Cantt: Houses Touching FW FW reduced to 9.1m Scattered Houses Touching FW FW reduced to 9.1m Scattered Houses Touching FW FW reduced to 9.1m Zando Banda Bazar: Masjid, shops & houses Overlapping, Touching FW FW reduced to 6.1m Scattered Houses and Masjid Touching FW FW reduced to 9.1m Graves and houses Touching FW FW reduced to 8.1m Ghalla Dher: Scattered houses & shops Overlapping, Touching FW Reduce to one traffic calming lane in narrowest section Miskinabad: Houses and shops Overlapping, Touching FW FW reduced to 8.10m Pir Sabaq Bazar: Graveyard, Masjid, houses and shops Overlapping, Touching FW FW reduced to 8.10m Zarra Maina Village Bazar: Graves, shops, houses and Masjid Touching FW / Overlapping, Reduce to one traffic calming lane in narrowest section 24

26 Misri Banda Village Bazar: Graves, houses, shops and farms Ali Muhd, Meshak Mughalki Villages, Bazars: Graveyard, houses, shops and farms Touching FW / Overlapping Touching FW / Overlapping; FW Reduced to Avoid Farms FW reduced to 8.0m Reduce to one traffic calming lane at otherwise Mughalki, Mian Eisa Villages Bazars: Graves, houses, shops and farms Touching FW / Overlapping FW reduced to m Nandrak Village: Graves, shops and houses Mian Eisa Village Bazar: Graves, farms, houses and shops Touching FW FW reduced to m Touching FW / Overlapping FW reduced to m Mian Eisa Chowk: Houses and shops Touching FW FW reduced to m Graves Touching FW Graves protected by providing retaining structure on the edge of 4.55m carriageway 5. Jhandai to Sang-e-Marmar (Mardan bypass S-1A&B). Width of Right-of-Way feet, owned by PKHA Jandai Village to Toru No impacts found FW width reduced to Police Station, Open 11.0m Areas Toru PS to Sang-e- Marmar, Open Area No impacts found FW width reduced to 11.0m 6. Adina to Yar Hussain to Lahor Road (S-1C) Adina More, Village/Bazar No impacts found FW width reduced to 9.1m 25

27 Gulabad, Yar Husain Village/Bazar/Land Yar Hussain Villages/Bazars/Lands Lahor Town / Bazar / Buildings / Lands No impacts found FW width reduced to 9.1m No impacts found FW width reduced to 9.1m No impacts found FW width reduced to 9.1m 7. Harripur to Hattar/Taxila Road. Width of Right-of-Way feet, owned by PKHA Darwesh Village: Patrol station ramp Touching FW Owner consented to reduce the ramp without compensation Noor Colony: CNG pump ramp/board Overlapping Owner consented to reduce the ramp without compensation Abandoned House Overlapping Previously compensated now owned by PKHA Kangra Colony: Shops and houses Kot Najibullah Town: Shops and houses Out of FW Out of FW Structures are out of proposed 20m wide FW Gullu Di Dheri: Petrol pump ramp/signboard Hattar Industrial Estate Area: CNG pump signboard and shops Overlapping Owner consented to reduce the ramp without compensation Overlapping Owner consented to reduce the ramp without compensation Overlapping Owner consented to reduce the ramp without compensation Overlapping Overlapping Overlapping FW width reduced to avoid any impact. 26

28 Hattar Village Area: Signboard and power transformer 20.0 Overlapping Voluntary resettlement by prior agreement Touching FW Faruqiah Factory Area: Police check post, Masjid, trees Touching FW Sufficient space available on left side of carriageway for road dualization without damaging or moving the police post. 8. Maqsood to Kohala Road (S-5). Width of Right-of-Way feet, owned by PKHA Shah Maqsood Bazar: shops, houses Touching ROW & FW FW reduced to existing 9.1m Shah Maqsood Village Area: Uni wall, houses and shops Touching ROW & FW Bagra Village Area: Houses shops, Masjid and school to Touching ROW & FW Touching ROW & FW Village Houses, Shops 7.60 to Touching ROW & FW Touching ROW & FW FW reduced to the existing width of m to completely avoid impacts School Shops, Houses House, Shop Touching ROW & FW Touching ROW & FW Touching ROW & FW Village Houses, Shops Touching ROW & FW Touching ROW & FW FW reduced to 7.7m and construction of retaining structure agreed to completely avoid impacts Touching ROW & FW 27

29 Karhikki Village Area: Houses, shops, graves, Masjids Touching ROW & FW Overlapping FW FW width reduced to 7.8m to avoid impacts FW reduced to 6.5 m to avoid impacts Touching ROW & FW Touching ROW & FW Touching ROW & FW Jabri Village Bazar: Shops and Masjid Touching ROW & FW Touching ROW & FW Reduce FW to 7.7 and construct retaining structure Touching ROW & FW Overlapping, FW Reduced Touching ROW & FW Scattered buildings, graves, Masjid and shops Touching ROW & FW Scattered buildings, graves, Masjid and shops Touching ROW & FW Reduce FW to 7.7 and construct retaining structure Langrial, Bandi Lassan Villages: Houses and shops Touching ROW & FW Houses and shops Overlapping FW Reduce FW to Kohala Bala Bazar: Shops and houses Touching ROW & FW Reduce FW to 7.7m 28

30 Annex B Photos of Encroached sections of Roads and Potential Resettlement Impacts Avoided S.# Chainage Direction Status as per Drawings Type Illustration Left Touching the formation Masjid completely avoided by reducing FW to existing width of carriageway to Left Avoided by Reducing Formation Width to 7.15 m House and shop completely avoided by reducing FW to existing width of carriageway to Left Avoided by Reducing Formation Width to 7.15 m Tea stall completely avoided by reducing FW to existing width of carriageway 29

31 S.# Chainage Direction Status as per Drawings Type Illustration to Right Avoided by Reducing Formation Width to 7.15 m Shops completely avoided by reducing FW to existing width of carriageway to Both Sides Avoided by Reducing Formation Width to 7.15 m Shops completely avoided by reducing FW to existing width of carriageway to 130 Left Avoided by Reducing Formation Width to 7.15 m Masjid completely avoided by reducing FW to existing width of carriageway 30

32 S.# Chainage Direction Status as per Drawings Type Illustration 8A Left Temporary fruit stall will Avoided by not be Reducing affected due Formation to limiting the Width to FW to the 7.15 m existing width of carriageway to 980 Left Avoided by Reducing Formation Width to 7.15 m Brick wall completely avoided by reducing FW to existing width of carriageway Verified and found outside the formation width to Right Avoided by Reducing Formation Width to 7.15 m 3 Cabins (Abandoned) completely avoided by reducing FW to existing width of carriageway 16A Left Avoided by Reducing Formation Width to 7.15 m Brick wall completely avoided by reducing FW to existing width of carriageway 31

33 Table 4: Potentially Affected Structures - Risalpur - Jehangira Road S.# Chainage Width Pictorial view meter (without drain) & 6 meters (with drain). Existing width will be concrete paved to completely avoid causing any damage to the adjacent structures meter (without drain) & 5.2 meter (with drain). Existing width will be concrete paved to completely avoid causing any damage to the adjacent structures meter (without drain) & 4.7 (with drain). Existing width will be concrete paved to completely avoid causing any damage to the adjacent structures meter (with drain), 5.1 meter (without drain). Existing width will be concrete paved to completely avoid causing any damage to the adjacent structures. 32

34 Table 5: Potential LAR Impacts on Haripur Hattar Road Status Type and area S.# Chainage Direction as per Drawings affected Left side Within FW. CNG Pmup/118 ft Signboard and ramp will be partially moved based on consent deed signed by owner. Illustration Right side Within FW but acquired before the project. Does not have any outstanding compensation issues. Abandoned house already acquired for Haripur Ring Road Project) Hi Tech Burraq CNG Station Front Decoration Right side Within Formation Width Abandoned PSP pump/65.9ft Acquired two years ago for ring road project Right side Within FW. CNG pump/53ft. Signboard and ramp will be partially moved based on consent deed signed by owner. Broken/Damaged Ramp of Abandoned PSO Pump Zain CNG Station Ramp / Signboard 33

35 Status Type and area S.# Chainage Direction as per Drawings affected Right Side Within FW. CNG pump/30.7ft Signboard and ramp will be partially moved based on consent deed signed by owner. Illustration Left side Within FW. Petrol pump/67.3ft Signboard and ramp will be partially moved based on consent deed signed by owner. Buraq CNG Station Front Decoration and PMT Right side Within FW. Signboard and ramp will be partially moved based on consent deed signed by owner. Ramp Asker Diesel/Petrol Pump Front Decoration/Sign Board Left side Within proposed FW Roadside shops completely avoided clear avoided. by adjusting FW to existing width of carriageway Sign Board of Concrete Concepts Pvt. Ltd. and Power Transformer Shops (04 No.) 34

36 Status S.# Chainage Direction as per Drawings Right side Within Formation Width Type and area affected Petrol pump/49.5ft Illustration Right side Within Formation Width Petrol pump/320.6ft Concrete Signboard of Kohistan Petroleum Pump Front decoration of Kohistan Petroleum Pump (Signboard and Lighting) 35

37 Annex C Public Consultations List of Focus Group Participants 1. Road Name : Maqsood-Kohala Village: Baagra FGD: Women 1. Farhat Ramzan w/o M. Ramzan Female 2. Yasmin Bibi w/o Mohd Imran Female 3. TahiraJaved D/o Javed Female 4. Jan Bibi M. Razzaq Female 5. Perveen Bibi w/o M. Shamrez Female 6. Asia Bibi w/o Javed Akhtar Female 2. Road Name: Maqsood-Kohala Village: Karhakhi FGD: Women 1. Fahmida w/o Ayaz Khan female 2. Madiha d/o Ayaz Khan female 3. Areefa d/o Haji Mohd Nawaz female 4. Shamim w/o Haji Mohd Nawaz female 5. Safdar Jan w/o Taj Mohd female 6. Lubna Bibi w/o Khalid Mehmood female 7. Tehmina Bibi d/o Taj Mohd female 8. Samina Bibi w/o Wajid Khan female 3. Road Name : Haripur-Hattar Village: KotNajibullah FGD: Women 1. Shehzadi d/o Syed Sajawal Shah female 2. Penzi w/o Amir Shah female 3. Abida Shaheen w/o Abdul Waheed female 4. Zareena Bibi d/o Hassan Din female 5. Sanjeeda w/o Mohd Ilyas female 6. Shakeela w/o Ubaid female 7. Parveen Bibi w/o Muhammad Hazrat female 4. Road Name : Haripur-Hattar Village: Kangra Colony FGD: Women 1. SittaraJabeen w/o Sardar Nasir female 2. Taj Sultan w/o Khusrao female 3. Kulsoom Bibi w/o Sardar G. Fareed female 4. Sajda Bibi w/o M. Yousaf female 5. Saima w/o Sardar Iftikhar female 6. Akasha d/o Sardar nasir female 7. Rukhsana Bibi d/o Sardar Sher Bahadur female 8. Sheerin Taj d/o Sardar SherBahadur female 9. Shagufta Bibi w/o Malik Azam female 5. Road Name: Umerzai-Harichand Village: Dhakai FGD: Women 1. Farzana w/o Aurang Zeb Female 2. Taj Bibi w/o Faqir Mohammad Female 3. Zainab w/o Momin Khan Female 4. Riyasat w/o Liaquat Ali Female 5. Nayab w/o Sajjad Female 6. Zaitoon w/o Aminullah Female 7. Uzma d/o Aminullah Female 6. Road Name: Umerzai-Harichand Village: Harichand FGD: Women 1. Shahida w/o AyubUstad Female 2. Lubad d/o Yahya Female 3. Sara w/o Mohammad Ishaq Female 4. Earman w/o Mohammad Ismail Female 5. Hamida d/o Haji Samarqand Female 36

38 6. Rafa w/o Samarqand Female 7. Shahida d/o Samarqand Female 8. Khadija w/o Yahya Female 9. Nafisa w/o Islam Female 10. Razia w/o Abdul Malik Female 11. Sami w/o Anwar Female 7 Road Name: Haripur-Hattar Village: Kangra Colony FGD: Male 1. Sardar Asghar Sardar Khisro Male 2. SajjidAyule Mehmood Ayule Male 3. AzharBaig Mohammad Rafiq Male 4. Babar Ijaz Muzaffaruddin Male 5. Mohammad Mushtaq Abdullah Male 6. Gul Zaib Mohammad Baksh Male 7. Amir Nawaz Mohammad Nawaz Male 8. Shahid Iqbal Mohammad Iqbal Male 9. Khalid Mehmood Mohammad Yaqub Male 10. BitalMaz d/o Mohammad Jawed Female Road Name: Haripur-Hattar Village: KotNajibullah FGD: Male 1. Mohammad A. Yusuf Mohammad Yusuf Male 2. Haji Muhammad Yunus Muhammad Yunus Male 3. Malik Sarfaraz Malik Taj Male 4. Qari Ali Said Said Rafiq Male 5. Aurangzeb Tanoli Sultan Akbar Male 6. Haji Muhammad Naseem Abdul Khaliq Male 7. Sarwar Khan Ghulam Qadir Male 8. Abdul Ghani Abdul Latif Male 9. Uneeb Sultan Tanoli Sultan Akbar Male 10. Rubina Shaheen d/o Mohammad Naeem Female 11. Samina Khursheed w/o Khursheed Jan Female 8 Road Name: Haripur-Hattar Village: KotNajibullah FGD: Drivers 1. Gul Said Khani Zaman Male 2. Riaz Muhammad Muhammad Ismail Male 3. Dunya Gul Vehdan Gul Male 4. Ibrar Jamshed Khan Male 5. Sadiq Shafiullah Male 6. Alam Zaid Duriyaman Male 7. Jehangir Khan Habib-ur-Rehman Male 8. Farid Makhan Khan Male 9 Road Name : Maqsood-Kohala Village: Baagra FGD: Male 1. Haji Muhammad Nawaz Shere Zaman Male 2. Fayyaz Khan Taj Khan Male 3. Hajr Kala Khan Mir Daad Khan Male 4. Hasrat Khan Hajf Akbar Khan Male 5. Farooq Khan Haji Farid Male 6. Irshad Fazal Ilahi Male 7. Irshad Malik Ali Asghar Male 8. Syed Shah Zaman Shah Male 9. Amjad Khan Taj Muhammad Male 10 Road Name: Maqsood-Kohala Village: Karhakhi FGD: Male 1. Rashid Khan Aurangzeb Khan Male 2. Khalid Khan Moosa Khan Male 37

39 3. Niaz Haider Ghulam Haider Male 4. Ijaz Khan Ghazanfar Khan Male 5. Abdus Sami Abdul Jalil Male 6. Mohd Sajid Muhd Sadiq Male 7. Suhail Khan Wasal Khan Male 8. Shoaib Younas YounasJadoon Male 9. Zahoor Ilahi Fazal Ilahi Male 10. Razia Bibi w/o Jawed Khan Female 11. Tasleema Bibi w/o MohdYounas Female 11 Road Name: Maqsood-Kohala Village: Karhakhi FGD: Shopkeepers 1. Mohd Irfan Gul Zaman Male 2. Mohd Ramzan Naik Muhammad Male 3. Naseer Ahmed Abdul Ghafoor Male 4. Mohd. Zeeshan Muhd. Ramzan Male 5. Israr Ahmed Ghulam Farooq Male 6. Aurangzeb Raza Muhammad Male 7. Mohd. Dawood Kalu Khan Male 8. KhursheedBandi Ghulam Khan Male 9. Mohd Shahzad Naik Muhammad Male 10. Mohd Jawed Naik Muhammad Male 11. Abdul Ghafoor Naik Muhammad Male 12 Road Name: Umerzai-Harichand Village: Dhakai FGD: Village Council 1. Yahya Khan Muzammil Khan Male 2. Ibrar Ahmed Zaheer Ahmed Male 3. Dr. Farhad Mohd Iqbal Male 4. Salar Jameel Mustafa Jameel Male 5. Haji Jan Alam Arshad Haroon Male 6. Javed Ahmed Abdul Hakeem Male 7. Niaz Ali Ijaz Ajmal Male 8. Mustafa Shah Karimullah Male 9. Ehsanullah Asad Male 10. Mohd Jameel Muhd Rasheed Male 11. Muhammad Imran Jilani Male 12. Faiz Muhammad Aurangzeb Male 13. ShireenaDilawar Dilawar Female 14. MinhaMehra Haroon Badshah Female 13 Road Name: Umerzai-Harichand Village: Umerzai Bazar FGD: Shopkeepers 1. Khalil-ur-Rehman Fazal-ur-Rehman Male 2. Shaukat Ali Hasan Farosh Male 3. Hilal Khalil-ur-Rehman Male 4. Islam Gul Ziarat Gul Male 5. Adnan Mehmood Shah Male 6. Abdur Rehman Rab Nawaz Male 7. Sikander Khan Zinda Gul Male 14 Road Name: Umerzai-Harichand Village: Harichand Bus Stand FGD: Drivers 1. Khadim Jan Badam Gul Male 2. AbdurRheman Dost Muhammad Male 3. Ismail Habibullah Jan Male 4. Ahmed Shah Haji Salar Jan Male 5. Mohammad Arif Wazir Rehman Male 6. Rab Nawaz Faqir Taj Male 7. Parvez Khan Inayatullah Male 38

40 15 Road Name: Haripur HattarTaxila Village: Hattar Village FGD: Villagers 1. Malik Asim Khan Abdul Rehman Male 2. Malik Abdul Quaim Abdullah Jan Male 3. Imran Shakir Male 4. Zain khan Abdul Raheem Male 5. Mohammad Fayez Saleem Khan Male 6. Fatima Shaheen Jahanzeb Female 7. Kaneez Fatima Mohammad Ali Female 8. Sajid Mehmmod Sadiq Khan Male 9. Sajid Zaman Rab Nawaz Male 10. Bakth Akbar Abdul Bashir Male 11. Muhammad Saleem Zaheer Khan Male 12. Malik Liqat Zaman Malik Siddique Male 13. Mudasir Zaman Lala Khan Male 14. FaqeerMehmmod Zafar Khan Male 15. Malik Shafaqat Zaman Abdul Shakoor Male 16 Road Name: Adina Yar Hussain Lahor Village: Yar Hussain Bazar FGD: Drivers 1. Gul Zaib Shams Male 2. Zeeshan Nawab Ali Male 3. Majid Khan Muhammad Afzal Male 4. Burhan Khan Jaseem Male 5. Zahir Khan Gul Said Male 6. Sheraz Khan Bacha Gul Male 7. Nihar Khan Qamar Zaman Male 8. Hafiz ur Rehman Matloob Male 9. Tariq Khan Rahman Ghani Male 10. Riaz Khan Arif Gul Male 17 Road Name: Adina Yar Hussain Lahor Village: Adina FGD: Village Council 1 1. Nizar Muhammad Said Mulook Male 2. Wazeer Muhammad Muhammad Ayub Male 3. Fahad Ali Muhammad Abbas Male 4. Yousaf Shah Ghazi Shah Male 5. Muhammad Waseem Muhammad Shereen Male 6. Muhammad Kamal Muhammad Jamal Male 7. Abdur Rahman Asim Nawaz Male 8. Bilal Hayat Fazal Hayat Male 9. Hayista Muhammad Mir Ahmad Shah Male 10. Ali Hussain Abdul Quddus Male 18 Road Name: Adina-Yar Hussain-Lahor Village: Yar Hussain FGD: Village Council 1. Ayaz Ahmad Abdul Wahab Male 2. Faqeer Khan Qaisar Khan Male 3. Hamid Khan Maqbool Ali Male 4. Bismeed Bibi Sher Rahman Female 5. Nashid Bibi Nazir Khan Female 6. Hamad ullah Zawar khan Male 7. Inamullah Zawar khan Male 8. Sher Rahman Nasir Muhammad Male 9. Manzoor Ali Arab Ali Khan Male 10. Asif Khan Ismail Khan Male 19 Road Name: Jhadai Sang-e-Marmar Village: Tariq Abad FGD: Villagers 39

41 1. Sheraz Khan Umer Khan Male 2. Fazal Kareem Muhammad Kareem Male 3. Mehraban Shah Gul Shah Male 4. Afzal Wahab Muhammad Kareem Male 5. Hazrat Muhammad Taza Gul Male 6. Sher Hussain Umer Khan Male 7. Khan Afzal Shahzad Khan Male 20 Road Name: Jhadai Sang-e-Marmar Village: Ala dad khel-1 FGD: Village Elder 1. Ishfaq Ahmad Johar Khan Male 2. Abbas Khan Aman Khan Male 3. Sher Akbar Muhammad Akbar Male 4. Parwar Khan Muhammad Azam Male 5. Jehangir Khan Muhammad Amin Male 6. Akhtar Gul Sadu Khan Male 7. Aman Gul Payinda Gul Male 8. Fida Hussain Hazrat Gulab Male 9. Muhammad Irfan Nazir Gul Male 10. Muhammad Iqbal Akbar Shah Male 22. Road Name: Shah AlamSardaryab Village: Shah Alam FGD: Village Council 1. Nasir Khan Haider Khan Male 2. Javed Khan Muhammad Sharid Male 3. Azim Khan Islam Gul Male 4. Ibn e Amin Yousaf Khan Male 5. Mukhtiar Khan Sultan Khan Male 6. Haider Khan Abdur Rehman Male 7. Shams ur Rahman Abdur Rahim Male 8. Umer Gul Sah Jahan Male 9. Misri Shah Ghazi Male 23. Road Name: Khair Abad-Kahi Village: Kahi -2 FGD: Village Council 1. Abdul Qadeer Mushif Khan Male 2. Dilawar Khan Rasul Khan Male 3. Abdul Manan Muhammad Shafiq Male 4. Abdul Qadoor Gul Bahadar Male 5. Javeed Khan Dilawar Khan Male 6. Farhad Khan Gul Madeen Khan Male 7. Hamid Iqbal Muhammad Tayab Male 8. Gul Huncha Rahim Dad Khan Female 9. Nasreen Bibi Ulas Khan Female 10. HazratUmer Naeem ud Din Male 11. Darwaish Khan Shams Male 12. Mir Baz Khan Nawab Ali Male 13. Anar Din Muhammad Afzal Male 14. Imran Jamal Jaseem Male 24. Road Name: Khair Abad- Kahi Village: Khan Kohi FGD: Villagers 1. Asmatullah Khan Dilawar Khan Male 2. Zaridad Khan Gulab Khan Male 3. Rasool Khan Abdul Shakoor Male 4. SialMadeenKhattak Madeen Khan Male 5. Tawas Khan Habibullah Male 6. Wajid Khan Gul dad Khan Male 7. Noor Nawaz Khan Mowas Khan Male 8. Muhammad Arif Momeen Khan Male 40

42 9. MsAyub Khan HusbanAyub Khan Female 10. M/o Sabir Khan Abdullah Khan Male 25. Road Name: Adina-Yar Hussain-Lahor Village: Yar Hussain Sharqi FGD: Females 1. Nishat Sher Rehman Female 2. Mumlikat Farman Female 3. Maiman D/o Sher Rehman Female 4. Seema Fazl-e-Rehman Female 5. Breekhna Mir Rehman Female 6. Gul Bahara Sharif Khan Female 7. Nazu D/o Sharif Khan Female 26. Road Name: Adina-Yar Hussain-Lahor Village: Adina- 1 FGD: Females 1. Farmin Shaukat Ali Female 2. Khubriya Abdul Azim Female 3. Najma Siraj Ali Female 4. Shupa Khan Raiz Female 5. Nasihat Nizar Ali Female 6. Zainab ZindaDil Female 7. Asma D/o Ali Hussain Female 8. Haleema D/o Abdul Aziz Female 9. Sharafat Fazal Hadi Female 10. Zulfan Abdul Quddus Female 27. Road Name: Khair Abad-Kahi Village: Khan Kohi FGD: Females 1. Shah Sultan Muhammad Ayub Female 2. Mahira D/o Muhammad Ayub Female 3. Sahira D/o Muhammad Ayub Female 4. Shamim Muzzafar Iqbal Female 5. Sahib Zadgai Rab Nawaz Female 6. HussanPari Aurang Shah Female 7. Nigat Tariq Female 8. Bad Shah Jihan Razi Khan Female 9. AsiyaNaz D/o Ayub Female 28. Road Name: Khair Abad-Kahi (Nizampur) Village: Kahi FGD: Females 1. Nasira D/o Rahimzad Gul Female 2. Shazia Aaj Rahim Female 3. Rabia Ibrahim Female 4. Rishma D/o Rahimzad Gul Female 5. Saima Aaj Rahim Female 6. Gul Gucha Rahimzad Gul Female 7. Taj Begam Niaz Ghafoor Female 8. Nusrat Niaz Ghafoor Female 9. Niaz Amin D/o Niaz Ghafoor Female 29. Road Name: Shah AlamSardaryab Village: Shah Alam FGD: Females 1. Arzoo Mohsin ullah Female 2. Zainab D/o Qasim Female 3. Ulfat Shams ur Rehman Female 4. Rozina Qasim Female 5. Shayan Nasir Female 6. Saba D/o Qasim Female 7. Parveen Faisal Female 8. Saima Qaisar Female 9. Asia Khalid Female 41

43 10. Fatima D/o Faisal Female 30. Road Name: Jhadai Sang-e-Marmar Village: Shamilat FGD: Females 1. Tayyaba Tahir Female 2. Sardaro D/o Sultan Female 3. Jehan Ara Multan Female 4. Ayesha Ziarat Gul Female 5. Haleema Sooda gar Female 6. Basmina Nasir Female 7. Qeemat Baha Nasir Female 8. Jan Pari Muhammad Hussain Female 9. Asia Fakhrul Islam Female 10. Nadia Yousaf Female 11. Gul Naz Ajmal Female 12. Basmina Jina Khan Female 13. Hina D/o Sodagar Female 14. Naheed Kamran Female 15. Samina Atta Khan Female 16. Nadia Yousaf Female 17. DilAfroza D/o Tjeed Female 18. Nasreen Amjad Female 19. MahZoni Raza Khan Female 20. Zakia Zaffar Female 21. Farhana Sarfaraz Female 22. Zeba Nazir Female 23. Rohida Riyaz Ali Female 24. Nazeen Jumma Khan Female 25. Shamim Amjad Female 31. Road Name: Jhadai Sang-e-Marmar Village: Tariq Abad FGD: Females 1. Shazadgai Muhammad Nabi Female 2. Shugafta Mumtaz Female 3. Bushra D/o Muhammad Nabi Female 4. Afsana Jehangir Female 5. Shah Naz D/o Muhammad Nabi Female 6. Rawina Shah Zeb Female 7. Sahibzad gai Qabool Badshah Female 32. Road Name: Jhadai Sang-e-Marmar Village: Ala bad Khel 2 FGD: Villagers 1. Multan Khan Sultan Khan Male 2. Mir Rahman Dilawar Khan Male 3. Abdur Rahman Gul Madeen Khan Male 4. Sadiq Khan Muhammad Tayab Male 5. Nadir Khan Rahim Dad Khan Male 6. Anwar Khan Ulas Khan Male 7. Bilal Khan Naeem ud Din Male 8. Gul Hussain Shams Male 9. Taj Muhammad Nawab Ali Male 10. Abdul Haleem Dilawar Khan Male 11. Hamid Khan Tajeed Khan Male 12. Sultan Khan Lal Khan Male 33. Road Name: Rislapur to Jahangira Village:PirSabaq FGD: Females 1. Bibi Farida Shamas Khan Female 2. Azra Ashiq Ahmad Female 3. Tahira Abdul Hannan Female 42

44 4. Shahnaz Moen-ud-Din Female 5. Bibi Saeeda Shumali Khan (Late) Female 34. Road Name: Rislapur to Jahangira Village: PirSabaq FGD: Females 1. Zilhar Begum Rishad Gul Female 2. Asia Zahir Ali Female 3. Meena Shahzad Ali Female 4. Kainat Yawar Hayat Female 5. Fakhra Fazle-e-Ali Female 6. Naveeda Fayaz Ali Female 7. Ruba Zahir Ali Female 8. Fazeelat Sawab Gul Female 9. Wadania Hazrat Umar Female 10. Jano Bibi Niaz Wali Khan Female 11. Bas Bibi Said Khan Female 35. Road Name: Rislapur to Jahangira Village: PirSabaq FGD: Females 1. Zarbaha Hazrat Muhammad Female 2. Gul Pari Husain Shah Female 3. Mumtajida Aziz Gul Female 4. Rekham Aziz Gul Female 5. Saima Ali Ali Saud Female 6. Najma Ali Saud Female 7. Khalida Ali Saud Female 8. HusanZeba Muslim Shah Female 9. Naila Akbar Ali Female 10. Hamida Shahid Khan Female 11. Khushnuma Farmanullah Female 12. Nasia Qarvez Khan Female 13. Shamshad Khan Muhammad Female 14. Afzoon Nasir Female 15. Jan Wari Shah Gul Female 16. Tanzeem Hayat Khan Female 17. Noor Baha Yousaf Khan Female 18. Yasmin Sherzada Female 36. Road Name: Rislapur to Jahangira Village: PirSabaq FGD: Male 1. Abdul Hannan Muhammad Khan Male 2. Anwar Ali Sher Ali Male 3. Ahmad Iqbal Dawar Khan Male 4. Fazil Ahmad Murad Khan Male 5. Gulbash Khan Dilroz Khan Male 6. Mansoor Khan Sahibzada Male 7. Saleh Muhammad Not mentioned Male 8. Syed Abad Shah Mukamal Shah Male 9. Qazi Husain Ahmad Abdul Moeen Male 10. Jan Muhammad Khan Shah Jahan Male 11. Wali dad Khan Raza Khan Male 37. Road Name: Rislapur to Jahangira section. Village: Zand Banda. FGD: Male 1. Javed Khan Dilbar Khan Male 2. Said Faqeer Ameerullah Male 3. Hassan Khan Hakeem Khan Male 4. Junaid Khan Absar Khan Male 5. Ali Zaman Muzaffar Din Male 6. Ali Said Hussain Shah Male 43

45 7. Fazl-e-Waheed Painda Khan Male 8. Afzal Baig Khan Afzal Male 9. Zubair Khan Shah Jahan Male 10. Qaiser Khan Muhammad Yousaf Male 11. Shamsheer Sher Ali Male 12. Niaz A. Khan Dilbar Khan Male 38. Road Name: Rislapur to Jahangira section. Village: Mughalkey FGD: Male 1 Shahzad Ali Irshad Male 2 Sadbar Khan Lajbar Male 3 Raz Muhammad Khan Gul Muhammad Khan Male 4 Abdullah Afsar Khan Male 5 Mudassir Adalat Khan Male 6 Shah Farzand Sarwar Shah Male 7 Shaheed Dad Khan Baidad Khan Male 8 Hamtaj Shahmandarooz Male 9 Kamran Shehzad Shamas Khan Male 10 Sarwar Shah Ghalib Shah Male 11 Asif Khan Zairafat Khan Male 12 Mizan Shah Haleem Shah Male 13. Mizaj Ali Mirchaman Khan Male 14. Fazal Khitab Umar Khitab Male 15. Asif Khan Ashraf Khan Male 44

46 Annex D Agreements for encroachment (petrol and CNG stations) 45

47 46

48 47

49 48

50 49

51 50

52 51

53 52

54 53

55 Annex E Roads Typical Cross Sections Typical Cross Section as submitted by the Design Consultant and included in the Tender Documents. 54

56 55

57 56

58 57

59 58

60 59

61 60

62 61

63 62

64 63

65 64

66 Annex F Minutes of Meetings with PKHA, PPTA and Design Consultants 65

67 Venue: ADB s PRM Office Islamabad Date: 23 August Meeting Minutes A. The Meeting was attended by: From ADB Mr Jiangbo Ning, Principal Transport Specialist and Chairman of the meeting Mr Ashfaq Khokhar, Senior Social Safeguards office Mr Jose Tiburcio Nicolas, Senior Social Development Specialist From the PKHA : Project Director Mr Ejaz Khan and Deputy Director Environment and Resettlement Mr Khalid Wazir From PPTA Consultant: Mr Mohammad Iqbal Niazi Resettlement Specialist Dr David Lupton, Transport Economist and Mr Niels Kofoed, Team Leader B. Background Information: The purpose of the meeting was to review the draft Social Due Diligence Report prepared by the PPTA consultants and to make decisions on the actions to be taken, particularly in regard to critical sections of the Risalpur to Jehangira road. The draft DDR submitted by the PPTA consultant on Friday 18 th August identified critical or sensitive subsections on three roads, S-14, S-9 and S-1. Subsequent discussions with ADB and PKHA by had proposed: The need to prepare RP for all sections of roads where the width available for the formation was less than the proposed minimum 5.5 meter carriageway. The need to identify critical or sensitive sections with clear remedial measures to avoid any impact/damage to structures located inside the right of way. Justified options showing how the critical sections can be mitigated. For the S-14, Risalpur to Jehangira road, three critical sections had been identified during previous survey namely; Km 7+300, Km and km C. Discussion The PPTA team leader reported on his recent site visit to the Risalpur to Jehangira road on16 th August which revealed that in addition to the narrow road width indicated by the wall to wall measurement there was further restriction from open drains with water utility pipelines and electricity poles within the wall to wall measurement resulting in a minimum clearance of only 4.6 meters, insufficient for a two-lane road. Three options were discussed: 4. Exclude the three sections of S-14 from the project 5. Design and improve the sections to No Impact 66

68 6. Demolish the affected buildings It was unanimous agreed to pursue option 2 giving consideration to the fact that: The road passes through crowded and congested bazar areas where consideration should include the local bazar community and nearby road uses. Therefore, physical design and other measures to improve road safety for all vehicle transporters, pedestrians, cyclists and the Bazar community should be considered. The aims would be to encourage safer, more responsible interaction between motorized and non-motorized traffic. Consequently, a strategy for Traffic Calming Measures as detailed in Annex G, including narrowed roads and speed humps could be followed. The expected traffic volumes at this point are only very light. It was therefore proposed to limit the carriageway width to a comfortable full one lane traffic lane of 3.65 meter. The existing open drains and therein the piped water utility should be curbed and covered under a concrete slab and utilized as a footpath within the remaining available space. Construction design for the narrowed sections should be paved with cement concrete overlay to avoid damage to adjacent property from vibration etc. It was suggested that this would also change the drivers sense from that of a smooth asphalt texture and could be regarded as a traffic calming measure. The sections identified for Traffic Calming Measures are of shorter length (50-80 meter) on straight road alignment with a clear sight distance for traffic coming from both directions. The Meeting concurred that with this proposed option with proper remedial measures, the problems can be mitigated and a Resettlement Plan avoided. Questions about S-1 Haripur-Hatar-Taxila section was related to signboards and front decorations from petrol and natural gas stations. All the service stations had entered prior written agreement with PKHA for voluntary removal on request without compensation. It was agreed that this was not an involuntary resettlement issue and that no resettlement plan was needed. D. Other issues discussed The meeting agreed that the Supervision Consultant should have a full-time resettlement specialist to ensure that mitigation measures are adhered to. E. Conclusion The PPTA consultant was requested to revise and resubmit their Draft DDR clearly stating that no structure will be touched and incorporating the discussed/agreed options, how to avoid, and give remedial measures for mitigation to achieve a No Impact conclusion. The report was requested by end of August. Moreover, the PPTA consultant were advised to prepare and submit a Land Acquisition and Resettlement Framework (LARF) to provide guidance to PKHA in the event of any Land Acquisition or Resettlement Issues occur during project implementation. 67

69 Annex G Traffic Calming Measures Traffic calming Traffic calming is where traffic is encouraged to slow down in a specific section of a road. It s achieved by education, enforcement and engineering. Traffic calming is essentially a way of reducing vehicle speeds by self-enforcing traffic engineering methods. Traffic calming is commonly applied in urban and residential road safety management and in the road safety management of through routes in towns and villages. Roads can be narrowed to such an extent that only single file traffic is allowed. They can also be used to provide sheltered parking. Suitable for use in urban or rural locations, as initial slowing features and as part of gateway features. Narrowing lanes, using traffic islands and/or road markings can give the impression of a more confined road and results in reduced speeds. If a road is narrowed special attention must be given to the needs of other road users. Signs alone have a minimal impact on traffic speeds and are often used with other traffic calming features F. What types of physical measures can be used? 1 A number of visual changes to roads are being made to encourage more attentive driving, reduced speed, reduced crashes, and a greater tendency to yield to wider road users in the community. Visual traffic calming includes lane narrowing s, road diets (reduction in lanes), use of trees next to streets, on-street parking, and buildings placed in urban fashion close to streets