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KARACHI MOBILITY PROJECTYELLOW BRT CORRIDORSOCIAL IMPACT ASSESSMENT&SOCIAL MANAGEMENT PLANFINAL REPORTMay 09, 20193128645182801Sindh Mass Transit AuthorityTABLE OF CONTENTSABBREVIATIONS & ACRONYMS6EXECUTIVE SUMMARY7INTRODUCTION16Project Context16Transport in Karachi16Mass Transit Planning and Implementation in Karachi17Project Justification17Social Assessment (SA)18Overview of the SA Process19Scope of Social Assessment19METHODOLOGY OF SOCIAL ASSESSMENT21Approach21Focus Group Meetings21Intercept Survey22Socio-economic and Census Survey22Policy Documents Review23Social Impact Assessment23PROJECT DESCRIPTION24Introduction24Project Development Objectives and Key Results24Sindh Mass Transit Authority24Project Components25Development of a BRT System26SOCIAL CONTEXT AND BASELINE CONDITIONS28Context28Socio-Economic Features28Demographic Characteristics28Influx of Immigrants28Incidence of Poverty in Karachi29Social and Human Development Indicators of Poverty30Education and Literacy30Karachi Human Development Index (HDI)31Health32Economy33Employment33Social Infrastructure and Services36Water Supply36Public Transport36Roads37Gender Based Violence in Karachi38PROFILE OF TRANSPORT SERVICES USERS41Context41Objectives41Methodology41Survey Instrument and Data Collection41Survey Analysis and Findings42Demographic Profile of Respondents42Religion and Ethnicity42Educational Status43Occupations43Income of Surveyed Riders43Expenses on Transport44Transportation Mode Options Used by Riders’44Purpose of Using Different Modes of Transport by Family45Frequency and Accessibility of Transport Use47Satisfaction/Dissatisfaction with Existing Transport System47Harassment49Services Needed in BRT50Quality, accessibility and affordability of current transport system51SOCIO-ECONOMIC PROFILE OF PAPs54GENERAL POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK55Overview55Applicable National Policies and Legislation55Pakistan Environmental Protection Act, 199755Antiquity Act, (1975)55Applicable Provincial Policies and Legislation56Sindh Environmental Protection Act (2014)56Sindh Public Property Act, 201056Sindh High Density Development Board Act 201056The Sindh Differently Able Persons (Employment, Rehabilitation and Welfare (Amendment) Act, 201756The Sindh Commission on the Status of Women Act, 201557The Sindh Domestic Violence (Prevention and Protection) Act, 2013... 57 7.3.7Sindh Bonded Labour (Abolition) Act 201557The Sindh Occupational Safety and Health Act (2017)57The Sindh Transparency and Right to Information, 201658Sindh Cultural Heritage (Preservation) Act, 199458Applicable World Bank Safeguard Policies58Environmental Assessment (OP 4.01)58Involuntary Resettlement (OP/BP 4.12)59Indigenous People (OP 4.10)59Physical Cultural Resources (OP 4.11)60Gender Policy (OP 4.20)60Word Bank Policy on Access to Information (2010)60Environmental Health and Safety Guidelines (2007)61Comparison of Key LAA, WB Policy and Gap Filling61Remedial Measures to Bridge the GAPs61Compliance Status with Country Laws and World Bank Policies61World Bank Operational Policies relevant to the Project62Addressing World Bank Safeguard Policies62International Treaties and Conventions63Labour63Gender and Development63Convention concerning the Protection of the World Cultural and Natural Heritage, 197264ILO Conventions - Ratifications for Pakistan64Effectiveness of Current Legislation64ANALSIS OF SOCIAL IMPACTS AND RISKS66Overview66Positive Social Impacts66Key Impacts and Risks66Income Losses of Vendors67Impact on Public Utilities68Potential Impacts on Parking Spaces in narrower sections68Restriction of Access Mobility during Construction69Temporary use of land69Businesses Losses of Bus Operators70Women Mobility, Employment and Safety (GBV)70Mitigation Measures71Physical Cultural Resources74HIV/AIDs and Community Health and Safety Impacts74SOCIAL MANAGEMENT PLAN76Introduction76Purpose and Objectives76Proposed Management Plans77Compensation & Livelihood Rehabilitation Plan77Social Management Plan (SMP)77STAKEHOLDER CONSULTATION AND INFORMATION DISCLOSURE81Introduction81Stakeholder Identification and Analysis81Summary of Consultation with Stakeholders81Issues and Concerns Expressed82Concerns Emerged from consultations with men83Concerns Emerged from consultations with women85Discussion with Transgender people87Concerns Emerged from Institutional Stakeholders88Consultations with Bus Operators90SA&SMP and C&LRP Disclosure Public Consultation Meeting90INSTITUTIONAL ARRANGMENTS92Overview92SMTA92Project Team92GRIEVANCE REDRESS MECHANISM (GRM)94Overview94Grievance Redress Committee94FINANCING, BUDGET AND IMPLEMENTATION96SMP Cost estimation and Budgeting96SMP Implementation Schedule and Commencement of Works96MONITORING, EVALUATION AND REPORTING98Overview98Internal Monitoring98External Monitoring99Reporting Requirements and Disclosure of Monitoring Reports100BIBLIOGRAPHY101Annex-I: Transport Service Users Survey BRT Yellow BRT Corridor, Karachi103Annex-II: SIA- Census Survey of the Project Impacted Persons105Annex-III: Focus Group Discussions with Communities (Men)108Annex-IV: Focus Group Discussions with Communities (Women)114Annex-V: Focus Group Discussions with Institutions116LIST OF TABLESTable 1: Labour Force Participation 1981-9834Table 2: Compliance of GoS Legislation and World Bank OPs61Table 3: World Bank Operational Policies Relevant to the Project62Table 4: Summary of Bank Policies and how they relate to Yellow BRT Corridor63Table 5: Social Management Plan77Table 6: Stakeholders Consulted82Table 7: Summary Consultation with Male PAPs82Table 8: Summary Consultation with Female PAPs85Table 9: Institutional Stakeholders89Table 10: Proposed Indicative C&LRP and SMP Budget96LIST OF FIGURESFigure 1: Karachi Yellow BRT Corridor Alignment27Figure 2: Migrant Population29Figure 3: Literacy and Education Ranking, 201731Figure 4: Karachi Human Development Index (HDI)32Figure 5: Age Structure of riders’ Population42Figure 6: Religion and Ethnicity42Figure 7: Educational Profile43Figure 8: Occupation43Figure 9: Income of Surveyed Riders’ Per Month (PKR)44Figure 10: Expenses on Transportation44Figure 11: Public Transportation Modes Used by Men45Figure 12: Purpose of Using Different Mode of Transport by Family46Figure 13: Frequency of Riding Bus in Each Week47Figure 14: Satisfaction/Dissatisfaction with the Existing Transport System48Figure 15: Factor of Satisfaction/Dissatisfaction with the Existing Transport System48Figure 16: Gender-based Violence49Figure 17: Services Needed in BRT51Figure 18: Photographs of Men Consultation84Figure 19: Photographs of Women Consultation87Figure 20: Photographs of Institutional Consultation90Figure 21: The Process of Grievance Redress95Figure 22: SMP Implementation Schedule97ABBREVIATIONS & ACRONYMSDHADefence Housing AuthorityCOICorridor of ImpactDMCDistrict Municipal CorporationEHSEnvironment, Health, and EnvironmentEPAEnvironmental Protection AgencyFGDFocus Group DiscussionGDPGross Domestic ProductGOPGovernment of PakistanGOSGovernment of SindhGPIGender Parity IndexGRCGrievance Redress CommitteeGRMGrievance Redress MechanismHHHouseholdIMAIndependent Monitoring AgencyIPIndigenous peopleITCIntelligent Traffic ControlKMCKarachi Metropolitan CorporationKSDPKarachi Strategic Development PlanSMTASindh Mass Transit AuthorityLAALand Acquisition Act 1894LGDLocal Government DepartmentM&EMonitoring and evaluationMDManaging DirectorMICSMultiple Indicator Cluster SurveyNGONon-Governmental OrganizationOPOperational PolicyPAHsProject Affected HouseholdsPak-EPAPakistan Environmental Protection Agency PAPProject Affected PeoplePBSPakistan Bureau of StatisticsPCRsPhysical Cultural ResourcesPDProject DirectorPDOsProject Development ObjectivesPECHSPakistan Employees Cooperative Housing Society PTPublic TransportROWRight-of-WaySEPASindh Environmental Protection AgencySASocial AssessmentSEASexual Exploitation and AbuseSKKASindh Katchi Abadis AuthoritySMPSocial Management PlanTATechnical AssistanceTORsTerms of ReferencesWBWorld BankEXECUTIVE SUMMARYIntroductionKarachi is the largest megacity of Pakistan. Owing to its burgeoning population, Karachi is struggling to keep up with the transport requirements of a modern functioning megacity. The proposed Karachi Mobility Project (KMP) is intended to meet primary transportation needs and to expand connectivity by providing a faster, more reliable, and comfortable riding facilities in comparison to the current local bus service. The corridor will provide important linkages to fast-developing industrial areas of Korangi and Landhi and will also substantially optimize the traffic flow in the city.As part of the feasibility study, SMTA through a Consultant conducted a Social Assessment (SA) to provide input to the project design to enhance the benefits of the project and to eliminate, avoid or mitigate the adverse social impacts that may result from the investment. Based on the findings of the social assessment, a Social Management Plan (SMP) which was endorsed by SMTA.Methodology for the Social AssessmentSocial impact assessment was conducted based on the latest available preliminary design using a mix of qualitative and quantitative tools to determine the likely impacts within the project corridor. The social assessment process comprised off discussions and consultations with WB, SMTA, communities, transport service users and institutional stakeholders. The assessment tools used for data collection and impact assessment included FGDs, intercept survey for transport services users; socio-economic and census survey; documents review; preparation of data collection instruments; social scan, field observations; data analysis and reporting.Project DescriptionThe proposed Project will follow the Integrated Corridor Management Approach that is served with safe, reliable, efficient and accessible sustainable transport services. The set of investment includes three components: (i) Urban Corridor Road Infrastructure (ii) Development of a BRT System (iii) Capacity Building and Technical Assistance. The proposed Yellow BRT corridor will be constructed at-grade is one in a series of planned BRT lines in Karachi and is approximately 21 km from the Dawood Chowrangi to the Business Centre of Karachi. The Yellow BRT corridor includes dedicated bus lanes located in the middle of the carriageway, on either side of the median, 28 stations, two bus terminals and one km of new bridge and associated facilities. The Project will be executed by the Sindh Mass Transit Authority.Social Context and Baseline ConditionsKarachi is the largest and most populous city in Pakistan and 7th largest megacity in the world. According to the provisional results of the 2017 census the population of Karachi was estimated at 14.9 million, growing at a rate of about 2.49 percent per year. Karachi Division has six districts and of these, East, West and Malir report substantially higher annual growth rates and high sex ratios indicating that there has been substantial in- migration to these districts. Between 1951 and 2017, Karachi has grown over 13 times, slightly higher than the urban growth in Pakistan.Karachi’s population is a diverse mix of various ethnic groups. Karachi has seen an influx of immigrants which has changed its demographics considerably and has also impacted the power balance between ethnic groups leading to a host of social issues. Karachi stands at number three among all the districts of the country in terms of having the least poverty. The metropolis has a poverty ratio of 4.5% on the Multidimensional Poverty Index (MPI). The incidence of poverty varies across the 18 towns and the cantonment areas within the metropolis. According to official estimates from Sindh Katchi Abadis Authority (SKAA), there are 539 slums in Karachi and 50 percent out of Karachi population live in informal settlements of various types.1Karachi is the financial capital of Pakistan and Karachi generates approximately 65% of the total national revenue. At the Sindh provincial level, the city’s share of the provincial tax receipts is as high as 70%. Karachi’s large-scale industrial sector employed 72.7% in Karachi producing 74.8% of the total large-scale output of the province.Travel in Karachi is characterized by congestion, poor road conditions and high levels of pollution and accidents. The public transport system is seriously deficient in serving the current and future needs and has been declining its participation over the past decade in the benefit of private transport modes such as rickshaws and motorcycles. There is inefficient service integration or supporting information systems; it suffers heavily from traffic congestion; vehicles are in poor condition and there is no effective system of regulation, management or driver training.Profile of Transport Services UsersThe Transport Services Users consideration in the transport sector is essential. An intercept survey was conducted during the first quarter of 2019 to examine rider’s behaviour, transport use patterns and travel characteristics; transport related problems needs and affordability. Some important results are as follows:The respondent population corresponds to all types of public transport users.Age structure of the riders shows a majority young population use public transport, literate and enjoys full time employment.About 34% of male (male rider survey) and 27% of female riders’ (female FGDs) monthly income is between PKR 20,000 to PKR 30,000.Majority of them use mini-buses for commuting.The monthly expenses on transport are in range of PKR 2,000 to PKR 3,muting to work is the most common reason using public transport.A vast majority (95%) has shown their dissatisfaction and about half of the female respondents face some sort of harassment during travel.In terms of services needed for BRT most of riders prefer seat comfort and service availability followed by safety in the bus.Socio-economic Profile of PAPsThere is a total of 120 Project Affected Persons (PAPs), all males, including vendors, plant nursery owners and their employees who will be impacted during the construction of the BRT line. According to the census data, total household members of these 120 PAPs are 518 with an average household size is 6.3. Of these 55% are male and 45%1 Arif Hasan Masooma Mohib, The case of Karachi, Pakistan:are female. Majority of PAPs are young within the age group of 18-40 years. Females are majority in the lowest age cohort more males in the middle one. A vast majority 86% is Muslim, however, a 13% of PAPs belong to the Hindu Community. A significant majority is married and half of them are literate and almost 16 PAPs are earning less than officially announced wages.General Policy, Legal and Administrative FrameworkThe review of the existing legislations, policies and institutions involved was conducted to identify requirements as well as gaps and conflicts of the relevant national and provincial, legal and institutional arrangements that would hinder or guide the development of the project in line with the international laws applicable to KUMP. Pakistan being a signatory to various international conventions and laws, it’s important that national projects are in line with these laws and the relevant international conventions.The Constitution includes provisions to protect the rights of individuals to private property, equal treatment to all citizens/ persons, without any distinction including on the basis of sex a range of provisions with regards to labour rights. The national and provincial laws protect peoples and environment through a number of legislations including land acquisition through fair and adequate compensation for public interest projects, gender equality and labour related issues and protection of cultural resources. A host of institutions are created at federal, provincial and local government levels for infrastructure development and public and provision of social services.The World Bank’s Operational Policies address the social risks and harms that may derive from WB financed projects in order to avoid actions with undesirable effects. The IA will comply with OP 4.12 where involuntary resettlement, impacts on livelihoods and assets, acquisition of land or restrictions to natural resources may take place as a result of the Project.Analysis of Social Impacts and RisksThe proposed project would address the transportation needs of expansive population and employment growth, transportation and economic development initiatives. Specifically, the project would improve accessibility, mobility, transit travel times and reliability, and passenger facilities.The BRT system will be developed within the exiting ROW and will not involve new land acquisition. Unlike the above positive impacts and benefits of the Project, the proposed investments on BRT infrastructure development can also result in adverse social impacts. The project will impact 120 PAPs including informal vendors, skilled laborers and plant nurseries owners and employees. The affected vendors run their businesses on public land (ROW) without any legal permission or license. The survey identified 19 vulnerable households includes three disabled and 16 are below poverty line. In addition, a number of existing public transport operators will be impacted using BRT corridor. Since buying and selling of private buses is very common, it was agreed with SMTA that a census survey will be conducted one year prior to the commencement of the construction phase.The project will also impact on a number of public utilities. These include water supplies, drainage system, telecommunication infrastructure, gas and electricity supply poles andtemporary use of land and existing transport operators. To minimize and compensate these impacts, mitigation measures were proposed.Social Management PlanA Social Management Plan (SMP) has been developed to ensure that the Yellow BRT Corridor Project (the Project) is implemented in a socially acceptable manner. The SMP guides to manage social issues covering the construction, operation and decommissioning phases of the BRT Project. Proposed management plans include Compensation & Livelihood Plan, Community Health and Safety Management Plan, recommendations to include gender aspects in the BRT design and Labour Influx Management Plan. Under these plans, key mitigation strategies and enhancement measures were proposed.Table 1: Social Management PlanImpacts and RisksMitigation MeasuresResponsibilityCostIncome losses of vendorsA separate compensation and livelihood rehabilitation plan was preparedSMTAImpacts on the Public UtilitiesSMTA will contact all relevant local authorities for utilities and affected people to plan re-provision of power, water supply, drainage, telecommunication and other affected systems;SMTA will relocate and reconnect utilities well ahead of start of construction works and coordinate with the relevant utility companies for relocation and reconnection;Inform potentially affected communities well in advanceIf utilities are accidentally damaged during construction, it shall be reported to the SMTA and utility authority, and repairs will be arranged immediately at the contractor’s expense.The Project Team will conduct an extensive public information campaign and inform the public about any disruptions, in advance, and their relocation/repair will be ensured in shortest possible time.Project costPotential impacts on parking areas inRevise the technical pertinence of the detailed engineering design proposed for the BRT corridor in Future Colony towards Dawood Chowrangi’s Depot through: i) rerouting of heavy trucks; ii) elevation ofSMTA/Design consultantIncluded in the constructionImpacts and RisksMitigation MeasuresResponsibilityCostNarrower sectionsexisting road for heavy vehicle traffic diversion; iii) construction of separator between walkway and motor vehicle lanesSMTA needs to develop a parking policy for the BRT corridor to provide parking facility to the public for the safe and organized parking of their vehicles along the BRT to avoid traffic congestion and other hazards.Enforcement from the relevant authorities must be ensured to avoid ROW to be invaded and/or used for illegal parking.Restriction of access and mobility during constructionConstruction activities will be carried out segment by segment.Contractors will keep community members apprised of construction schedules in readily accessible public locations as well as on the SMTA website.Seek consultation with communities when developing construction plansA traffic management plan will be prepared for this purpose.Contractor/ supervision engineerContractor will coverTemporary use of landThe Contractor will directly negotiate with the respective land owners to agree on terms and conditions of leasing arrangement for temporary occupation of land and accordingly a lease agreement can be signed between the contractor and the respective land owners.The temporary occupation term will not exceed three years and the land owners will be provided with the agreed lease money and incidental land restoration costs to restore the land to its original use.ContractorConstruction costBusiness losses of bus operatorsCensus survey of bus operator one year prior to constructionConsultations with all people affected, including owners, drivers, conductors, and terminal managers on potential impacts mitigation measuresDevelop mitigation measures, which may include rerouting, providing job opportunities in BRT operation,SMTA$6 million allocated but the exact amount is to be determinedImpacts and RisksMitigation MeasuresResponsibilityCostcompensation for business loss, purchase of discarded buses.Skill trainingWomen’s Mobility, Employment and safety (GBV)Form a Gender Action Committee involving relevant stakeholdersConduct project stakeholder consultations throughout project implementationSMTA to ensure to hire 20% female operational staff during BRT operations with no gender pay gapInclude code of conduct in bidding documentTraining on GBV awareness to BRT operational staff.Conduct media campaign to raise awareness among BRT staff, passengers on GBV including sexual harassmentDisseminate information across all buses on helplines operated by Women Development Department, Provincial Commission on the Status of Women and NGOs (Madadagar etc.) to report cases of GBV including sexual harassmentDisseminate GBV service providers contact informationPut in place GBV sensitive GRMConsider separate sections for male and female passengersProvide feeder routes in order for women to have easy access to BRT services through careful development of BRT operation planProvide emergency service facilities, such as CCTVProvide security services in stations as neededDevelop worker camp management planDevelop an app to report cases of sexual harassment on busesMonitoring (including project effects on women during implementation)BRT operator Contractor and SMTAThe monitoring cost by SMTA is roughly$3000 on monthly basisThe other costs will be covered by Operators.Impacts on cultural resourcesThe access to cemetery as well as vibration and dust will be taken care of during construction.SMTA,Contractor, and Cultural HeritageTo be determined if foundImpacts and RisksMitigation MeasuresResponsibilityCostCultural resources uncovered during land clearing will handed to traditional authorities to be preserved;SMTA will collaborate with Culture Tourism and Antiquities Department of Govt. of Sindh in identifying and avoiding damage to cultural sites and resources.Refer to Chance Find ProceduresDepartment of GovernmentHIV/AIDSand communities Health & SafetyPrevention and treatment guidelines on HIV/AIDS for community/workplace will be prepared;HIV/AIDS prevention clauses will be incorporated into works contracts;There should be no discrimination or stigma against workers based on real or perceived HIV status;Refusal of employment or dismissal should not be based on HIV status, nevertheless testing for HIV should be carried out as specified in the code;Due care and confidentiality will be exercised in handling information on HIV status of workers bound by the rules of confidentiality set out in existing ILO instrument; andPrevention programs on HIV by contractors will include education and information provision, peer counselling, condom use promotion and distribution, and facilitation of voluntary counselling and testing and support for behavioural change.SMTA,Department of Health, Contractor, BRT operatorStakeholder ConsultationMeaningful consultation and engagement with stakeholders with bus riders, bus operators, vendors, government departments and civil society organizations is critical to ensure that the views, interests and concerns of project stakeholders are taken into account in the assessment of the potential impacts of the project.The major concerns raised during the consultations were impacts on people’s livelihood, lack of employment opportunities; economical fare of BRT buses; separate compartments for ladies and senior citizens; hiring of female drivers; rehabilitation of existing roads. Avoid crowdedness and reckless driving; courteous staff and removal of high-tension wires; and zero tolerance towards sexual harassment and women quota for jobs in BRT.Institutional ArrangementsThe implementation of the SMP will involve distinct roles, functions, and various agencies. SMTA is the Executing Agency (EA) and has the overall responsibility for the implementation of SMP with World Bank approval. At Project level, SMTA will exercise its functions through the Project Team. The Project Team will collect information and progress on SMP and will be tasked with day-to-day project related activities at project level. The Project team will be comprised off social, gender, communication and environment officers. The Project Team will be responsible for the preparation, implementation and monitoring of SMP. As part of KMP , SMTA will hire a Third Party Monitoring whose scope will include , among other things , the conduction of an independent monitoring and evaluation for the implementation of SMP.Grievance Redress MechanismThe project level Grievance Redress Mechanism (GRM) will be set up for the Project to address grievances arising from stakeholders. This SMP determines the structure, roles and functions of the GRM, through grievances arising due to social impacts can be addressed at the Project level. The GRM will be set up with a two-tiered structure; one at field level enabling immediate local responses to grievances and another at the Project level for addressing more difficult cases not resolved at the local level through Grievance Redress Committee headed by the Project Director during three weeks from the date of submission of the grievance. The GRM will include channels to receive complaints on Gender-Based Violence (GBV), procedures on confidential reporting and safe and ethical documentation and referral and resolution of GBV cases to existing service providers.Financing, Budget and ImplementationThe total indicative SMP cost estimates is estimated to be PKR 71.66 million (USD 0.51 million). The budget of the SMP will cover among others, activities ensuring the implementation of the SMP including rehabilitation and income restoration measures. The SMP will also cover the Project Team salaries for the estimated three years of the project duration as well as Third Party Validation costs. The SMTA will allocate sufficient budget to cover training costs of both PAPs and project staff as well as contractors. The SMP implementation schedule will be based on readiness level of the Yellow BRT Corridor Project final design and commencement of the construction work. The Project Team will prepare a detailed implementation schedule indicating the sequence and time frame of activities under in different phases and SMP implementation timelines synchronized with the construction schedule for the Project.Monitoring and EvaluationMonitoring will involve (i) compliance monitoring through internal and external monitoring to ensure that implementation is on schedule and problems are dealt with on a timely manner; (ii) The social impacts monitoring of the project and whether PAPs are able to restore and preferably improve their pre-project living standards, incomes, and productive capacity utilizing baseline information established through the socio-economic survey undertaken during project preparation; and (iii) overall monitoring to assess status of PAPs.The SMTA will prepare and submit semi-annual) SMP monitoring reports to World Bank as part of project implementation performance monitoring. Such periodic monitoring reports documenting progress on compensation and livelihood rehabilitation assistance implementation and compensation plan completion reports will be provided through Project Team to World Bank for review and disclosure.INTRODUCTIONProject Context1 Karachi is the largest urban agglomeration and the only megacity of Pakistan. The population of Karachi has grown from 9.856 million in 1998 to 16.051 million as per the provisional results of 2017 census, which is equivalent to growth rate of 2.6% per annum.2 The Karachi metropolitan area covers 3,600 square km, with a built-up area of approximately 1,600 square km. Karachi Metropolitan includes six districts, divided into eighteen towns and 178 Union Councils (UCs). Additionally, there are six cantonments areas, and the Defense Housing Authority (DHA), which also plays a significant role in the development of Karachi.Transport in KarachiIn the absence of any rail-based urban mass-transport system, the city relies almost entirely on the road network for urban transportation. About 30% of trips are made on public transport, which is predominated by fleets of old and poorly maintained buses and minibuses. There are over 3.6 million registered motor vehicles (2015), of which 84% are privately owned (47% motorcycles, 37% four wheelers), with Public Transport (PT) vehicles comprising 4.5% of the total number. However, PT carried 42% of the person trips in 2011 which has been declining in recent years, to almost 30% in 2015. The declining share of PT trips results from an undersupply of PT and a rapid increase in motorization, particularly of two-wheelers.3The megacity is lacking a mass transit system to support its growth and competitiveness. The public transport system cannot cope adequately with current levels of demand, and is characterized by: (i) overcrowding, (ii) a lack of service integration, (iii) the absence of supporting information systems, and (iv) lack of effective systems of service regulation, management or driver training. Operations in the sector are also adversely affected by: (i) lack of clarity on institutional roles and overlapping responsibilities between several departments of the provincial government and (ii) the lack of progress to implement transport master plan to guide future development of roads and public transport, and a strategy for financing the city’s transport system.Similar difficulties extend across the road transport system, the current focus on primary networks in the absence of an adequate distributor network is resulting in reduced benefits from investments in primary networks. In addition, the network suffers from heavily traffic congestion – particularly along main arterial routes and is compounded by a lack of circumferential routes and poor traffic management at major junctions. The impetus to build flyovers at critical junctions while improving traffic flow has further exacerbated these problems by excluding adequate facilities for either pedestrians or cyclist. Road capacity is greatly reduced due to on-street parking – with vehicles frequently double- or triple-parked, and pavement and road encroachment – and the rapid growth rate of private vehicles is compounding these problems daily.2 Pakistan Census Bureau3 Draft Terms of Reference, KUMPThere is a clear need for immediate action to address transport deficiencies and to develop an effective, integrated and affordable transport system in Karachi, with public transport as its backbone. This should be achieved through the development of a strategic framework and decision-making process, and a coordinated set of actions which guide and reinforce investment decisions against logical and manageable criteria for the longer term.1.2.1 Mass Transit Planning and Implementation in KarachiKarachi is struggling to keep up with the transport requirements of a modern functioning megacity to meet primary transportation needs are for: (i) the rapid development of a better quality, faster and more convenient mass transit system; (ii) improvement in traffic management – including reduction in pedestrian-vehicle conflicts;(iii) provision of missing road links; and (iv) developing a city transport policy and plan, including resolving the currently dispersed and fragmented responsibility for roads, transportation and traffic management within the City.Given the above, the Karachi Master plan as part of the Study for Karachi Transportation Improvement Project known as JICA Master Plan of 2012, a Karachi Urban Transport Master Plan (KUTMP 2030) was developed, which is the most comprehensive transport study for Karachi. It considers aspects of multimodal transport, safety, pricing, environment, travel demand management and land use for improving the transport situation with a long-term vision and. The Plan has identified the following priority RBT projects that Karachi needs to undertake to overcome the looming Urban Mobility Crisis. These 5 BRT corridors are:GreenSurjani Town to Municipal Park, SaddarRedMalir to Peoples’ Roundabout, SaddarYellowDawood Chowrangi to Numaish, SaddarBlueM.W. Tower to New Sabzi Mandi, Super Highway (M-9)OrangeTMA Orangi to AO Clock Tower, North NazimabadThe Government of Pakistan (GoP) is financing the Green BRT corridor project, which is under construction. The Government of Sindh (GoS) is financing the Orange Corridor, a feeder to the Green, which will enhance its ridership. For the Red BRT Corridor, the Asian Development Bank (ADB) will finance it and the preparation is well underway. As part of the Red corridor preparatory studies, the Yellow BRT’s demand forecast, service plan, and route rationalization program tasks is currently under preparation financed by the World Bank.Project JustificationRapid urbanization and growing traffic volumes has left Karachi with huge unmet demand for critical infrastructure and has led to massive expansion of overcrowded and impoverished informal settlements, congestion at bus stops, and traffic jams due to lack of mass transport. The current situation is severely impacting on the quality of life of the population and exacerbating the already dire conditions for those in poverty. Failure to take action will adversely impact on the economic growth potential of the city, with ramifications for the whole country. A balanced and well-structured vision for the Karachitransport sector needs to be developed and delivered through an efficient and effective integrated transport solution.Yellow BRT Project is intended to improve services part of the metropolitan area which is critical for economic development that include transport systems through provision of improved modern BRT of to expand connectivity by providing a faster, more reliable, and comfortable passenger experience in comparison to the current local bus service. The corridor will provide important linkages to fast-developing industrial areas of Korangi and Landhi and will also substantially optimize the traffic flow in the city.Social Assessment (SA)Social Assessment (SA) was conducted to provide information on the extent of social impacts likely to arise on account of proposed Bus based Rapid Transit (BRT) Yellow BRT Corridor on Transport Service users and communities living in the area of influence4. This SA (i) explains the social impacts and mitigation measures for the Yellow BRT corridor Project; (ii) specifies the requirements that will be followed in relation to project screening, assessment, and planning, including arrangements for meaningful consultation with project affected people (PAPs) and other stakeholders and information disclosure requirements; (iii) specifies implementation procedures, institutional arrangements; and (iv) specifies monitoring and reporting requirements.The overall objective of the Social Assessment (SA) is to provide input to the project design to enhance the benefit of the project and to eliminate, avoid or mitigate the adverse social impacts that may result from the investment; and to establish the basis for social monitoring and evaluation and formulate recommendations to ensure that the proposed development takes into consideration appropriate measures to mitigate/minimize any adverse impacts through all phases of its implementation. The specific objectives of this SA will help to:Compile a gender-specific, socio-economic and poverty profile of transport service users; evaluate the prevailing expenditure on transport by different income groups; establish how different social groups, or users meet their particular travel requirements; and the adequacy and safety of such services.Ascertain the behaviour, views, needs and transport related problems/issues of the current users of public (formal and informal) and private transportation, potential future users of the BRT services of the Yellow Corridor. Particular focus should be given to passenger transport use patterns and travel characteristics; transport related problems and needs and affordability; the extent to which public demand for transport is being satisfied vis-à-vis level and quality of service; desired and priority improvements; and users’ willingness and ability to pay for improved services. Attention should be paid to the differences in needs, travel patterns, characteristics, willingness and ability to pay etc. between men and women, and different age and social groups.4 Area of Influence is defined to cover population of 2 Km from each side of the road alignment of the proposed Yellow BRT Corridor.Identify the risks of GBV, in particular, Sexual Exploitation and Abuse (SEA) and Workplace Sexual Harassment (SH) that the project may exacerbate by identifying and suggesting appropriate prevention and mitigation measures.Assess both the positive and negative social impact of the proposed project on different groups of people and investigate how certain social groups (e.g. working and labour classes; women; youth etc.) may be affected. Establish differential access of social groups to the services to be provided by the proposed project and identify mechanisms to enhance the social benefits in an inclusive manner.Assist in the identification of the most critical project interventions or complementary investments in order to improve and to maximize social benefits of the investment.Help establish baseline socioeconomic information and indicators essential for preparation of a compensation and livelihood rehabilitation plan of affected vendors and effective project monitoring and evaluationOverview of the SA ProcessThe SA process commenced with start-up meetings with the WB5 and the project Executing Agency (EA) regarding the general policy guidelines of the project, its goals and objectives. This was followed by an internal consultant’s meeting in which various aspects of the project were discussed including methodology to conduct SA, identify social impacts; identify project stakeholders and to incorporate their views and priorities.The SA is the requirement for the feasibility study that complements economic, financial, technical, and environmental analysis. SA was also used to identify household current mobility practices and problems, assess user needs and service preferences and assess willingness and ability to pay for an improved BRT system.The social assessment was conducted to examine the livelihood impacts within the ROW and compile a list of all affected families and assessment of income losses resulting from the investment, taking into accounts the social, cultural, and economic impacts on PAPs affected by the Project.Scope of Social AssessmentThe Social assessment has covered the following aspects as envisaged in the TORs:Desk review of all relevant studies carried out on Karachi BRT;Identification of key stakeholders;Carry out quantitative and qualitative survey to establish socioeconomic baseline;5 According to the World Bank, a SA refers to the “analysis that a Borrower undertakes during project design to assess social feasibility of a project” (Social Analysis Sourcebook: Incorporating Social Dimensions into Bank Supported Project, The World Bank, 2003). SA also incorporates a range of instruments that can be used not only to obtain the necessary social input and identify appropriate mechanisms for community participation in the design and implementation of these systems, but to ensure that vulnerable social groups are not excluded from the benefits of investments and system improvements.Carry out consultation with different stakeholders;Assessment of potential social impacts (positive and negative) and risks;Identify women’s transportation needs and constraints and assess project-related risks of gender-based violence (GBV);Women’s labour force participation in the transport sector in Karachi to understand the challenges of employing women this sector.Identify key occupational health and safety aspects that are barriers to women’s employment in the sector.Preparation of a Social Management Plan to mitigate the adverse social impacts and to enhance project benefits through modifying the project design;Preparation of the final social assessment report.2 METHODOLOGY OF SOCIAL ASSESSMENT2.1ApproachSocial impact assessment was conducted based on the latest available preliminary design using a mix of qualitative and quantitative tools to determine the likely impacts within the Project Corridor. It takes into account the views and preferences of PAPs and other stakeholders in an effort to improve the Project design and to establish a participatory process for the Project implementation and monitoring. Concerted efforts were made to integrate gender aspects into the Project design and into the social assessment process for collecting sex disaggregated data.The social assessment process comprised off discussions and consultations with WB, SMTA, communities, transport service users and institutional stakeholders; initial site reconnaissance and social scan; documents review; preparation of data collection instruments; field observations; data analysis and reporting. The social assessment is guided by the proponent’s policy on the Project during the scoping study in line with OP4.12 and background secondary information from review of literature.Focus Group MeetingsA total 20 focus group meeting were conducted with communities in the project area of influence with male and female community members separately along the proposed BRT road segments provided below. Sample pictures taken from these meetings is included in section 2.6.Mansehra ColonyDawood ChowrangiSinger ChowrangiBrooks ChowrangiKPT interchangeKala PullAllah Wali ChowrangiNoorani ChowrangiChamra ChowrangiThe FGDs were conducted along the route with the men, women, transgender, elderly, disabled using transport services, project impacted vendors, NGOs and institutional stakeholders. Limited consultations were also undertaken with bus operators to discuss options for taking their vehicles off-road and compensation to cover their income losses. In each of the focus group meetings community members were provided with the opportunity to voice their concerns and suggestions about the project. During the focus group meetings, a wide range of issues were discussed. Community perceptions and attitudes regarding availability, access, reliability, quality and use of Yellow BRT services were documented. The aim was to ascertain their concerns, suggestions and feedback on anticipated social impacts due to proposed project implementation.The following topics for consultation were discussed during focus group meetings:People’s accessibility to BRTMobility needs (e.g. business, work, school, shopping, social events) of diverse groups of people, particularly, the poor and women;Intermediate means of transport of different group of people;Adequacy of exiting transport infrastructures to meet the need of different group people;Location of stations;Need for parking and ride facilities at stations;Need for the access facilities for disabled, elderly, women, families with young children and other vulnerable groups;The transportation constraints for elderly and disabled, particularly the latter’s rights to occupation;Project ImpactsPositive impacts of the BRTConcerns, suggestions, risks and feedback on Yellow BRT systemFacilitiesServicesDesignWillingness to payIntercept SurveyFor transport service users, 160 randomly sampled surveys with male and female riders at various route segments were conducted to compile a gender specific, socio- economic and poverty profile of transport service users. The questionnaire for transport services user is attached as Annex I.Parallel to the 8 Focus Group Discussions (FGDs) for men, 8 FDGs were held with women in select areas including one with transgender people. In addition, secondary information was collected on GBV and economic opportunities for women in the transport sector from different key informants and stakeholders in Karachi.Help in arranging focus groups and field facilitation was sought from six experienced male and female field investigators. Four field investigators conducted the user survey, whereas two helped organize the group discussions and Key Information Interviews (KII). The social and gender consultant conducted all the FGDs and the Key informants Interviews separately.The Intercept survey developed in English and translated into Urdu was used for gathering quantitative information on riders’ patterns of mobility, constraints and challenges, affordability and accessibility issues, among others and contained 22 questions.Socio-economic and Census SurveyA socio-economic census survey was carried out of all project affected persons (100 %) along the Yellow BRT Corridor. The survey tool is attached as Annex II. A Transport Operators Survey has already been conducted. Based on the above- mentioned surveys two separate documents including a Social Management Plan andCompensation and Livelihood Plan were prepared for PAPs and their affected employees.Policy Documents ReviewAn extensive search and review of secondary literature was undertaken. The review included census reports, research reports, consultancy reports, policies documents, regarding social services and infrastructure related subject matter with emphasis on Karachi. Relevant national and provincial policies and legislation that are likely to have an impact on the implementation of the Project were analysed. The list of the documents reviewed during the course of assignment is provided in the Bibliography Section.Social Impact AssessmentDuring the impact assessment, the socioeconomic and project information collected in previous steps was used to determine the potential impacts of the Project. Subsequently, the potential impacts were characterized to determine their significance. Mitigation measures were identified to minimize the significant social impacts. A social management plan was also developed based on the mitigation measures identified during the field investigation.Briefing a Plant Nursery Owner at Jam Sadiq BridgeData Collection from Some Plant Nursery Owners at Jam Sadiq Bridge3 PROJECT DESCRIPTION3.1IntroductionThe proposed Project will follow the Integrated Corridor Management Approach in the need of all road users along the corridor will be improved. In line with the approach, severely deteriorated road segments along the corridors and catchment areas will be improved, traffic management will be upgraded, and parking issues will be addressed.The Project proposed forms part of a long-term vision for the Karachi megacity, one that is served with safe, reliable, efficient and accessible sustainable transport services. At the centre of the transport Project is the bus rapid transit (BRT) project, which is intended to form the backbone of a fully integrated and extensive transit system for the city, enabling public transport to become the mode of choice for travel. In addition to the BRT project an Intelligent Traffic Control (ITC) system is proposed which will enhance traffic management across the network, ensuring smoother flow along the roads and allow for prioritization of high capacity transport such as BRT.Project Development Objectives and Key ResultsThe Project Development Objective is to improve mobility, accessibility and safety along selected corridors in Karachi. The key results that will measure the achievement of the PDOs are as follows, are:Car travel time during peak hour along the Yellow Corridor,Ridership of the BRT system (passengers per day), of which women ridership (percentage),Users satisfaction with the quality of the new BRT service,Number of jobs accessible within 60-minute commute by walking and taking the Bus Rapid Transit System (Urban Accessibility Index)Number of road traffic fatalities broken down by road user type.Rapidly growing traffic volumes and poor infrastructure remain key constraints to economic growth and development. The project is one in a series of planned BRT lines in Karachi and is approximately 21 km from the Dawood Chowrangi to Shahrah-e- Qaideen junction with Kashmir Road. The Yellow BRT Corridor will mainly serve lower to middle income groups, or working and labour classes, including many women. The corridor connects several industrial, commercial and residential areas. Some of the major industrial areas that would be serviced by the proposed system are Korangi and Landhi industrial areas near Dawood Chowrangi. Commercial areas such as Defense Housing Authority (DHA), Tariq Road and Saddar are also located along the corridor whereas residential areas such as Mansehra Colony, DHA and PECHS are also traversed by the proposed route.Sindh Mass Transit AuthorityThe Sindh Mass Transit Authority (SMTA) will be the Executing Agency (EA) of the Yellow BRT Project. The SA work would be supervised by the EA. The EA will be the focal point for coordination with all other consultants, government agencies and any WB. This social assessment will be used by the EA in order to ensure that all social impactsare adequately addressed and that the relevant capacity and training needs are established for the recommended measures to be implemented effectively. The EA will also provide liaison and contacts with the local authorities, NGOs, academic institutions, and will work cooperatively with the Consultant team for all public participation and public consultation activities.Project ComponentsComponent 1: Urban Road Infrastructure along the Yellow CorridorThis component will finance:Reconstruction of road infrastructure and related utilities improvement and shifting (e.g. street lighting, sewer/water supply, drainage, oil pipeline) and non- motorized transport facilities such as motorcycle lanes, footpaths and pedestrian crossing along the Yellow BRT Corridor and its direct and feeder service routes,Implementation of the recommendations and mitigations measures identified by Environmental Management, and Compensation and Livelihood Rehabilitation Plans prior and during construction, andDetailed designs, construction supervision activities and third-party ponent 2: The Development and Operationalization of a BRT System along the Yellow CorridorThis component will finance:Construction of the BRT infrastructure, including segregated busways, interchange facilities, stations, terminal and depots,Procurement and installation of ITS equipment and fare collection system,50% of the cost of the BRT buses,Implementation of the social management plan including labour redeployment services, for the affected existing bus operators including drivers, conductors,Technical Assistance to implement and monitor GBV and other Gender Actions,The development of a TOD strategy along the yellow Corridor, (vii)Technical Assistance for Transaction Advisory Services, and(viii)A program of regular engagement with key stakeholders, and implementation of a public relations and media strategy for generating support and disseminating information on the BRT ponent 3: Capacity Building and Technical AssistanceThis component will finance:Project management cost including TA for processing compensation/severance payments and managing labour redeployment services,Technical assistance in traffic management and road safety,Support to regional transport authorities in automating the management and monitoring of bus routes permits, andInstitutional strengthening of urban transport sector management of the urbanDevelopment of a BRT SystemThe Yellow BRT corridor is developed primarily along Korangi Road connecting Karachi’s southeast suburbs, characterized by dense industrial and residential land uses, with the city’s CBD region with thriving and dynamic commercial, institutional, cultural, and religious activities.Route AlignmentThe BRT lanes will be median-aligned and built on the existing road. The existing road has predominantly three lanes in each direction with service road and a lateral median at certain locations. Construction of the BRT lane and associated facilities, including the stations, depot and pedestrian bridges/underpasses will not involve new land acquisition. The proposed bus terminals and depot will use vacant government land.Yellow BRT corridor Technical Design FeaturesBased on the feasibility study and the revised alignment, the main feature of the Karachi BRT Yellow Corridor would be as under:Construction of BRT lanes with 21 km of corridorDedicated bus-lanes located in the middle of the carriageway, on either side of the median.28 stations (22 at-grade 6 underground)2 Depots: Dawood Chowrangi and Christian Colony on Landhi RoadCorridor Description – ROWBased on existing ROW and BRT operational arrangements, the corridor can be categorized in seven segments:Future Colony – from Dawood Chowrangi terminal to Mansehra Colony (1.3 km)Korangi Road along Korangi Industrial Area – from Mansehra Colony to Malir River bridge (10.1 km)Malir River bridge (1.4 km)KPT interchange – directly underneath the flyover (0.8 km)Korangi Road – from KPT Interchange to Shahrah-e-Faisal Interchange (4.2 km)Shahrah-e-Faisal – mixed operations on split stations with left side access (1.3 km)Shahrah-e-Qaideen – from Shahrah-e-Faisal Interchange to M.A. Jinnah Road (2.7 km)1200150227201Figure 1: Karachi Yellow BRT Corridor AlignmentSOCIAL CONTEXT AND BASELINE CONDITIONSContext41 This Section describes the baseline social and economic conditions in the area that will potentially be affected by the Karachi Yellow BRT Project (the Project). The baseline characterization focuses on key social impacts related to population and demographics, community well-being, employment and income, employability, infrastructure and services and economic development. This Section builds primarily on secondary resources from published literature, focus group discussions with communities and on-site observations of the project corridor.Socio-Economic Features4.2.1 Demographic CharacteristicsKarachi is located strategically on the coast of the Arabian Sea, north-west of the Indus River Delta, the City is growing both laterally and vertically. Under the circumstances, considerable horizontal expansion is taking place. As the City is bounded on the south by the sea and to the west by Hub River and Balochistan, the urban sprawl is more towards the east and north.Karachi is the largest and most populous city in Pakistan and 7th largest metropolitan city in the world. According to the provisional results of the 2017 provisional census the population of Karachi was estimated at 14.9 million, growing at a rate of about 2.49 percent per year.6Influx of ImmigrantsKarachi has seen an influx of immigrants, which has changed its demographics considerably, and also impacted power balances between ethnic groups leading to a host of issues particularly an incremental pressure on delivery of social services. Karachi is not only a large city of Pakistan but also most diverse one, demographically, as a result of unplanned migration over the past many decades. The city is divided into planned and unplanned settlements. In 2001, the total migrant population was estimated about 22 percent of the total population. In the 1998 census, the sex composition shows a significant difference in male and female population migrated to Karachi as shown in Figure 2.6 It is important to note that gap of 17 years between the 1998 census and 2017 provisional census and the controversy on city population in the current census, it was not possible to collate a comprehensive and latest data on socio-economic baseline1,500,000 Migrated Population1,000,000500,00001981Male Female1998Source: Urban Slums Report: The Case of Karachi, Pakistan. Arif Hasan and Masooma Mohib, 2001Figure 2: Migrant PopulationAccommodating such large-scale influx into metropolis would require extraordinary planning and management, which is problematic due to limited resources and weak infrastructure. Issues of urban sprawl in Karachi are further complicated by ethno-religious diversity and fight for political control and ownership.Incidence of Poverty in KarachiUrban poverty has many different dimensions, ranging from material well-being (basic needs of like nutrition, good health, shelter, education etc.) to lack of human rights, citizenship or social networks. Economic factors such as low income, lack of assets, access to markets or public services can lead into poverty. Poverty is also defined by indicators like inability to afford adequate housing, tenure insecurity due to fear of eviction and depletion of savings invested in housing, unhygienic conditions, low-quality public services, poor health and education, and lack of employment or inability to have regular income translating into social insecurity7.Karachi stands at number three among all the districts of the country in terms of having the least poverty8. The metropolis, with an approximate population of 20 million, has a poverty ratio of 4.5% on the Multidimensional Poverty Index (MPI)9.47 In Karachi, the poverty ratio was 4.5% in 2014-15, 6.7% in 2012-13, 9.9% in 2010- 11 and 10.5% in 2008-09. Karachi witnessed a significant poverty reduction in the 10 years up to 2015, with 9 percent of the city’s population living in poverty in 2014–15 compared to 23 percent in 2004–05. This makes Karachi City, the least poor district in Sindh province and third least poor in Pakistan.10Despite this, there are pockets of high poverty and great variations in wealth within Karachi, due to its large physical and population size. The incidence of poverty varies in7 Compiled with the help of Oxford Poverty and Human Development Initiative (OPHI) and United Nations Development Programme (UNDP), the report was recently released by the Planning Commission of Pakistan9 MPI is based on the Alkire Foster methodology that covers three dimensions – education, health and living standards — as a yardstick to measure poverty instead of the traditional methods of relying on income or consumption as a base.10 ibidthe 18 towns and the cantonment areas within the metropolis. The incidence of poverty is lowest in the cantonment areas. The highest incidence of poverty reported is in the working class and Katchi Abadi-dominated towns such as Orangi, Gadap and Landhi.In Katchi Abadis, poverty is a multi-dimensional phenomenon. Some of the many facets of poverty include: inadequate and unstable income leading to inadequate consumption and indebtedness; poor quality and overcrowded housing; poor and risky asset base; unplanned and illegal occupation with high risk of evacuation or demolition; inadequate access to public services and infrastructure (piped water, sanitation, electricity), schools, vocational training, health care, public transport, communication and law enforcement; and, no safety net to ensure basic consumption, housing and health care, protection of the civil and political rights of the poor11.According to one estimate, there are 600 slums in Karachi and 50 percent of Karachi population live in informal settlements of various types12. The availability of social services in these urban slums in Karachi City showed that 55 per cent of slums did not have health facilities. While 10 per cent of Expanded Program for Immunization (EPI) services are provided through fixed sites, 48 per cent through outreach and 19 per cent through lady health workers, a total of 23 per cent of slums did not have EPI services. Private curative healthcare services were available only in 43 per cent of the slums.13Opting to live in a Katchi Abadi is itself an important indicator of poverty. Poor infrastructure services and living under the stress and constant threat of eviction is an important feature of life in katchi abadis. The government on the one hand is unable to provide proper shelter to the poor and on the other occasionally resorts to evictions and demolition for expansion of necessary city infrastructure. The fear of evictions leads the poor to develop community/ethnic based settlements as well as protection networks/organizations.Social and Human Development Indicators of PovertyAs proven worldwide, improved access to social services and other safety nets reduces household expenditure and poverty levels. Better literacy, nutrition and health can drive a dynamic workforce and the development of these social indicators will lead to higher productivity and thus will contribute to stronger economic performance, (i.e., improved per-capita incomes).Education and LiteracyPakistan has low gender development index (GDI) of 0.742 in 2016 according to UNDP and a low gender inequality index (GII)14 of 0.546. However, over the years,11 Mahbub ul Haq Human Development Centre. 2014. “The Rise of Karachi as a Mega-City: Issues and Challenges.” Policy Brief. Islamabad.12 Karachi’s unplanned areas can be divided into three main categories: (i) katchi abadis that have been regularized or are awaiting regularization; (ii) slums, which are very dense inner-city areas with deficient infrastructure; and (iii) hinterland, or goths, which have become part of the urban sprawl.13 UNICEF Annual Report 2017, Pakistan14 GII reflects gender-based inequalities in three dimensions – reproductive health, empowerment, and economic activity. Empowerment is measured by the share of parliamentary seats held by women and attainment in secondary and higher education by each genderKarachi has witnessed an increase in literacy; the narrowing of the male-female literacy gap; an increase in the age at which people get married (especially women); an increase in divorce rates; a reduction in the number of married people; and a trend towards the formation of nuclear families as opposed to extended ones.In 2017, Karachi literacy rate was 87 percent and national ranking Karachi stands 59 in terms of school infrastructure and availability of facilities.15 Karachi stands 43 in national and first ranking in district education. The ranking in terms of Education Score was 72.18 in 2016, Enrolment Score 73.70, Learning Score 67.90, Retention Score 58.00 and Gender Score 89.13 as presented in the following Graph16. The Figure 3 provides details of literacy and education ranking.100%90%80%70%60%50%40%30%20%10%0%EducationEnrolmentLearningRetentionGender Parity,Figure 3: Literacy and Education Ranking, 2017Education is the most important factor distinguishing the poor from the non-poor. It is a vital prerequisite for combating poverty, empowering women, protecting children from hazardous and exploitative labour, protecting the environment and influencing population growth. However, literacy rate in Katchi Abadis exhibits a dismal picture. Overall literacy rate in Katchi Abadis is 71 per cent with a significant gender gap with 76 per cent for males and 66 per cent for females. The adult literacy rate in Katchi Abadis is low at 45 per cent, and ranges from 30 to 48 per cent in different areas with a primary enrolment rate at 54 per cent.Karachi Human Development Index (HDI)Pakistan has experienced a marginal increase in the value of HDI from 0.560 last year to 0.562 in 2017. Within the country, Karachi falls in high HDI17 and is fourth in the national HDI ranking18 in terms of human life – education, health, and standard of living.15 Federal Bureau of Statistics through PSLM survey, 201716 SDPI, Pakistan District Education Ranking, 201617 Pakistan Human Development Index Report 2017, UNDP, available at HDI classifications are based on HDI fixed cut-off points. The cut-off points and HDI classification are as follows: less than and equal to 0.299 for very low human development; 0.300-0.499 for low human development; 0.500-0.599 for low medium human development; 0.600-0.699 for medium human0.880.870.860.850.840.830.820.810.800.790.780.860.870.850.850.820.81200520072009201120132015YearHDIFrom the graph shows increment improvement from 2005 to 2013. However, 2015 shows a downward trend mainly due to political confrontation between two major parties resulting in change in development priorities. Figure 4 provides HDI trend from year 2005 to 2015.Figure 4: Karachi Human Development Index (HDI)HealthInformation on the health characteristics of a population is crucial to a proper understanding and interpretation of the health status of the people, their potential health problems, and the resources for providing services. However, current statistics were not available.Infant and Maternal MortalityThe presence of private sector health facilities helped improve health related incidences of poverty. The current infant mortality rate under 5 years [per 1000 live births] has improved to 59 and the maternal mortality to 180. These positive changes reflect increasing levels of awareness, education and availability of decentralized governance of Sindh Katchi Abadis. The preventive health facilities and adoption of family planning practices by an increasing number of young peoples in Karachi.19Disability in Urban SindhIn urban Sindh the disability cases were reported in 2017-18 included 3,232 men and 5,680 women age 15 over who have difficulty in functioning according to six core domains20. The number is almost double in comparison with rural Sindh. The disability statistics are based on the framework of the WHO’s International Classification to takedevelopment; 0.700-0.799 for high medium human development; and 0.800 or greater for high human development19 Sindh District –Based Multiple Indicators Cluster Survey (MISC) 2003-4, Planning & Development Department, Government of Sindh, Karachi, Nov. 200420 The Pakistan Demographic and Household Survey, 2017-18into account six core functional domains, namely, seeing, hearing, communication, cognition, walking, and self-care.21HIVKarachi is among the top cities of the world with an ‘alarming’ increase in HIV prevalence, according to a senior official of the Joint United Nations Program on HIV/AIDS (UNAIDS). The Sindh Aids Control Program (SACP), in 2017 reported 11,464 HIV patients so far who had been put under treatment. They included 11,225 HIV positive people, while the remaining 239 were full-blown AIDS cases.22 In addition, 3% prevalence among Injecting drug users in Karachi shifts the entire epidemic scenario the country to a higher stage - at a ‘concentrated level’ (HIV 2). This indicates that the current momentum in HIV and AIDS is further built upon.Occupational Safety and Health Situation in Urban SindhThe overall incidence of occupational injuries/diseases in the province indicates that approximately 5 percent of all employed work force 10 years and above had suffered from an occupational injury/disease during 2014-15. The gender segregation shows that that the incidence of occupational injury/ disease was higher among male workers compared to their female counterparts (5.24 percent vs. 3.02 percent).23EconomyKarachi is the financial capital of Pakistan and contributes towards a substantial percentage of the national GDP and revenue. Karachi’s economy has grown steadily in the past 18 years and per capita income has remained the highest in the country. Karachi’s contribution to gross domestic product (GDP), ranging from 11 to 20 percent, depending on the methodology used and national tax revenue remains high. According to various estimates, Karachi generates approximately 65% of the total national revenue (federal and provincial taxes, customs and surcharges). At the Sindh provincial level, the city’s share of the provincial tax receipts is as high as 70%.Furthermore, being the financial hub of the country, majority of the public and private banks’ head offices are located here. Karachi is also home to Pakistan’s largest stock exchange, Karachi Stock Exchange (KSC) 100 Index, which has contributing significantly in GDP growth and handles nearly all of the transactions in government securities and in the shares of most of the important industrial and financial institutions.4.6.1 EmploymentUnderemployment and unemployment remain as fundamental a set of problems as the metropolitan area faces. In spite of that, Karachi has also emerged as a major trading, commercial, banking, insurance, retail, financial and economic hub of Pakistan; a growth that has attracted migrants. The City is the heart of manufacturing employment21 Person who have difficulty in functioning according to domain, by the highest degree of difficulty in at least one domain, and percentage with a lot of difficulty or cannot do at all in more than one domain, according to background characteristics, Pakistan DHS 2017-1822 Dawn, April 27th, 201723 PBS, Pakistan Labour Force Survey 2014-15in the country24. Karachi has a high concentration of industrial activity and is home to the Sindh Industrial & Trading Estate (SITE), Korangi Industrial & Trade Estate, North Karachi Industrial & Trade Estate, etc. According to one study conducted in 199725, Karachi’s large-scale industrial sector employed 71.6% of the total employed labour force in Sindh, and out of the total number of large-scale units in Sindh, 72.7% were located in Karachi producing 74.8% of the total large-scale output of the province. According to the 1998 census, employment has fallen from 33.43% in 1981 to 27.58%, with the worst affected being the population above 60 years of age.Table 1: Labour Force Participation 1981-98Employment19811998Male1,235,10495.061,920,89594.33Female64,12664.94115,4065.67Total1,299,23033.432,036,30127.58Pop. 10 and above3,886,1527,384,156Source: Arif Hasan and Masooma Mohib, 2001According to the recent Labour Force Survey 2017-1826, the total labour participation rate for Pakistan is 31.7%. For males it is 48.3 % and for females it is 14.5%. The total participation rate for Sindh is 30.2% for males it is 49.4% and for females it is 8.6%.27 The highest rate of activity for females is in the agriculture sector at 72.7% at the national level. The share of females employed in ‘transport, storage and communication’ category of all employed in this sector is 2.5% as compared to 97.5% for their male counterparts. This data gives an idea about large gender gaps in the transport sector.According to a professional network of Women Engineers Pakistan, of the total engineering population in Pakistan, women make up about 10%28 - data from the Pakistan Engineering Council (PEC) states that of the total 12,000 engineers - for the year 2018 – 677 are female engineers which makes them 5.6% of the total.29 According to some key informants, there is no technical or vocational training provided to women (in Sindh) related to the transport sector.Currently, women are also employed in private consulting firms in Karachi, involved in the designing and operations of the various BRTs (blue, green, orange, red and yellow), such as National Engineering Services Pakistan (NESPAK), Engineering24 Transforming Karachi into a Liveable and Competitive Megacity, World Bank25 Khuhro, Hamida & Mooraj, Anwer (1997) Karachi, Mega City of Our Times, OUP, Karachi26 Report%20of %20LFS%202017-18.pdf27 This Table means crude activity rates when it talks about total labour force participation rates. Crude activity rate includes active population expressed as a percentage of the total population whilst labour force participation rate usually comprises all persons above certain age (usually 15 sand above, PK uses 10 +) who are employed or unemployed (but looking for a job). Since the latter is most commonly used and it is the most relatable term, and as there are significant differences in values between these two indicators, I would suggest that the report uses the second definition (or at least both). South Asia Region Women in Power (SARWIP) Pakistan Report, World Bank, 201829 ibidAssociates (EA), Engineering Exponent (EE) and Osmani & Company Pvt., Ltd. All four firms have employed women engineers/architects etc., at approximately 10-15 percent of their total respective staff with some companies having 30 percent female engineers. Most of them are graduates from NED University of Engineering, Karachi or from Sir Syed University, Karachi. These professional women work mostly in the offices, occasionally visit the site but do not have jobs that require them to be present for long hours at the construction sites. This is due to lack of toilet facilities for women or fear of harassment by labour or other men, amongst others. The SMTA has two women working in the positions of Media Manager and Assistant Director Finance - a gender officer will be hired soon. The Provincial Transport Authority (PTA) has one woman working as a lawyer.Consultations with some professors of NED University indicated that an important link could be formed between female students graduating from NED with degrees in Architecture, Civil Engineering, Electrical Engineering, Transportation etc., to employment opportunities created by the various BRT corridors and for the Yellow BRT in particular. As mentioned before, Dr. Mir Shabbar Ali, Professor, Department of Urban and Infrastructure Engineering is interested in liaising between the project (through the gender officer at SMTA) and NED graduates, particularly, females. There are many different categories of jobs that will be created therefore proper foresight and planning can ensure that employment opportunities for women increase. In addition to the professional and educated cadre of workers, it is equally important to ensure that women who have lower skills or lower levels of education also get a fair chance in suitable categories.In order to recruit and retain women in all levels of the project, it is important to set aside a certain quota as a positive discrimination measure. In 2018, the Sindh Government announced an increase in quota for women (from 5% to 15%) in the public sector, which can be adopted by SMTA (considering that it is a male-dominated sector, even a modest improvement will be a big milestone for the project). Although, private companies will do the bidding for transport operation and this cannot be imposed on them it is important that women are hired. Suggestions by KIIs in terms of hiring of female drivers ranged from 33% to 50%. These recommendations suggest that there is openness around hiring of females. There were an overwhelming percentage of women in the FGDs who made this recommendation. They felt that women could learn to navigate these 18- meter buses easily.Women’s employment is not just necessary for the much-needed monetary benefits it can provide, it is also important from the perspective of creating a critical mass in this male-dominated sector, and to enhance their mobility. Without the participation of women as users and workers, it would not be possible for the transport services to respond to their needs and it would remain male dominated.Despite the increase in both Karachi’s labour force and its participation, it is considered low due to low female participation and largely because regular formal sector employment is not available to less than half of all households.The growth in the service sector has attracted many people to new jobs in the city; however, the existing infrastructure has been unable to cope with the growth. As a result, the poorer populations, though an integral part of the growing service sector, have been pushed out into relocation colonies far from the city centre to make way for newdevelopment in line with the economic growth of the city. The distance of these relocation colonies from the city often results in a total disconnect from livelihoods with even less access to basic services, further deepening the cycle of poverty.4.7Social Infrastructure and ServicesThe economy and population of Karachi continue to expand rapidly, but investment in urban infrastructure and services has failed to keep pace with this growth over the past two decades. Inadequate and unreliable infrastructure and services increase business and household costs, harm Karachi’s urban and natural environment, and compromise the city’s regional and global competitiveness.Water SupplyKarachi being one of the Pakistan’s fastest growing metropolises, is challenged by increasing demand for water and sanitation services, in particular to Katchi Abadis face major challenges for service delivery. Karachi contrary to any urban centres in Pakistan, which are either located along a body of fresh water or depend on groundwater sources, Karachi receives water from distant sources.Public TransportThere are various estimates relating to the number and type of transport available in Karachi, however, it is estimated that 90% of the Karachi public transport comprises of privately owned30 buses and mini-buses. According to the Motor Registration Wing of the Excise and Taxation Department in the Government Sindh, as of 31 December 2018, there are 12,209 registered mini-bus, 84 coach, 445 coasters and 10,127 bus. However, many the registered mini-buses and buses are very old and out of service. According to the Provincial Transport Authority, there are 6,457 buses of various sizes servicing 192 routes. In addition, there are 29,084 registered taxis and 3,049,383 registered motorcycles in Karachi as of end of 2018. This substantial (and sharply increasing) number of motorcycles can be largely attributed to the failure of the government to provide and maintain an efficient and affordable public transport system. This can be substantiated by the fact that the government owned Karachi Transport Corporation (KTC), shut down its services comprising of 800 buses in 1997 due to lack of funds and unsustainable losses.Available public transport system in Karachi is also highly gender insensitive (as other sectors in Pakistan due to the overall socio-cultural context). A study by URC reports that women respondents complain about non-availability of female seats, having to sit on hot engine cover in buses, harassment by male passengers, and rudeness and unnecessary touching by male drivers and conductors.The urgent need for a public transport system specifically for just one sub-set of the population can be gauged form the fact that morning peak hour traffic is largely generated by travel to educational facilities. A person trip study of Karachi conducted by JICA in 2005 reports 15.43 million trips regarding travel to educational facilities, and out of a total 24.227 million trips made on a typical weekday, 60% are for schooling purposes.30 Largely owned and run by PukhtunsThis number sheds serious light on the immediate need to address transportation for school/college/university going population. The city government must either provide student specific transport for various routes, or have students reserved seats, and involve private sector, especially affluent educational institutes to provide transport facilities for students, this would greatly reduce peak hour traffic congestion.Travel in Karachi is characterized by congestion, poor road conditions and high levels of pollution and accidents. While much of the primary highway network has a wide alignment and wide central medians, the road hierarchy is deficient; with secondary roads missing, which provide a vital feeder service between the major thoroughfares and residential areas. The city has relatively low vehicle ownership rates, although these are increasingly rapidly and there is a need to avoid overprovision for private vehicles to ensure a sustainable and balanced transport system serves the city.Sixty percent of people in Karachi rely on public transport for mobility and yet the public transport system is seriously deficient in serving this need. It under serves current levels of demand; there is inefficient service integration or supporting information systems; it suffers heavily from traffic congestion; vehicles are in poor condition and there is no effective system of regulation, management or driver training.Similar problems extend across the road transport system, in a city where so many people travel on foot; pedestrians’ needs are secondary to those of private vehicles, giving rise to significant problems with regards to pedestrian safety and accessibility. There are pro-private vehicle provisions such as “flyovers” at major intersections to relieve local congestion points but are implemented with limited or no provisions for pedestrians or public transport services.At the same time Karachi is experiencing enormous growth pressures, with the population continuing to grow at around 6 percent per annum, having reached at least 15 million people in 2006. The urban area is expanding outwards and is reaching beyond 30 kilometres from Saddar and the City Centre. The current draft Master Plan shows that development is planned to sprawl more than 40 kilometres to the east in future years. Motor vehicle and motorcycle ownership, which is growing at a rate of around 14 percent per annum (over 500 new vehicles joining the road network each day) is potentially the most significant threat to Karachi’s opportunity to improve the quality of life of its people. This extraordinary rate of growth has major adverse implications for pedestrians, air quality, the public transport system, road safety and the overall liveability and accessibility of the city.RoadsThe Karachi Metropolis Corporation (KMC) is responsible for the maintenance and upkeep of all major roads within the city, and District Municipal Corporations (DMC) are responsible for the associated roadside drainage and street lighting, totalling about 176 Km in length. Other roads are the responsibility of the town councils. Maintenance budgets come from federal, provincial and district sources and new construction and maintenance works are contracted out - although contractors frequently hire back the plant owned by the Works and Services department in order to undertake the works.Gender Based Violence in KarachiThere are well-founded concerns that projects involving major civil works can increase the risk of GBV, and in particular, Sexual Exploitation and Abuse (SEA). Projects can create a power differential between those who are engaged in civil works and the project-affected communities, which can increase the opportunities for the members of the project-affected communities to be sexually exploited and abused. The risk of incidents of sex between laborers and minors, both girls and boys, can also increase. Besides the risks of SEA, incidents of Sexual Harassment (SH) can occur in the project related entities. The consequent assessment of GBV risks and the proposed measures to mitigate potential risks are in line with the World Bank’s Good Practice Note31 developed to identify and mitigate GBV risks in the Bank’s projects involving major civil works.According to the Pakistan Demographic and Health Survey (PDHS) 2017-18, 28 percent of women age 15-49 have experienced physical violence. By region, the percentage of women who have experienced physical violence is highest in the Federally Administered Tribal Areas (FATA) at 56%, followed by Balochistan (48%), and Khyber Pakhtunkhwa (43%). Comparatively women in Sindh are least likely to have experienced physical violence at 15%. According to this survey, 6% of women age 15-49 have ever experienced sexual violence in Pakistan. Women residing in the Khyber Pakhtunkhwa region are most likely (9%) to have experienced sexual violence, followed by women in Gilgit, Baltistan (7%), Punjab (6%). Compared to the rest of Pakistan, the experience of sexual violence is least common in ICT Islamabad (3%). 39 percent of the survivors sought help to stop violence in urban Sindh. In most cases women approach their families but very few of them - police or a social worker. This is an important aspect as much as lack of help-seeking behaviour can be a barrier to accessing health care for women and their children and for seeking justice and can result in underreporting of potential project- related SEA cases.There is an issue with the accuracy of data regarding Gender Based Violence (GBV)32 in Sindh and Karachi in particular. Despite a number of NGOs working on women’s rights, finding accurate and updated data on GBV in Karachi is difficult. This is also due to the fact that the actual population size of Karachi is not accurately portrayed, despite the latest census. Therefore, prevalence of violence in terms of the population size is not easy to ascertain. This is exacerbated by the continuous influx of rural migrants from all over Pakistan to Karachi. Incidents of violence related to construction sites or influx of labour is not available for Karachi.The Sindh Human Rights Commission (SHRC) publishes a report with some data for Sindh. According to SHRC for the year 2017-2018, there were a total of 65 cases reported from Karachi of which 37 were in relation to women. A further breakdown of these reported cases shows that 7 cases reported were in relation to occupation of31 “Good Practice Note: Addressing Gender-Based Violence in Investment Project Financing involving Major Civil Works” World Bank 2018 Gender-Based-Violence.pdf32. Gender-based violence is defined by the United Nations as any act of violence that results in physical, sexual, or psychological harm or suffering to women, girls, men, and boys, as well as threats of such acts, coercion, or the arbitrary deprivation of liberty.property, 8 cases of domestic violence, one gang rape, 4 cases of inhuman treatment, 6 cases related to protection issues and 11 in the ‘other’ category. The data for the same year shared unofficially by the female Senior Superintendent Police, Karachi, pointed out that the figures for violence against women (different categories) can go up to 5000 cases per annum in Karachi. Therefore, accurate data is difficult to obtain as the cases, which are registered, are at times also withdrawn. The little data that does exist is based on reported cases only and does not reflect the actual prevalence of violence, as silence is a usual coping strategy for women. Despite this, media and newspaper report often showcase the random and frequent occurrence of violence in Karachi due to target killings and political unrest making it a violent city to inhabitA top-level mapping of the range of service providers for GBV survivors in Karachi was carried out. This included meetings with some of the Key Informants (KI) and stakeholders such as the Women Development Department, Commission on the Status of Women (Sindh), Aurat Foundation, National Commission on Human Rights (NCHR), Lawyers for Human Rights and Legal Aid (LHRLA), Legal Rights Forum (LRF), Now Communities, Human Rights Commission of Pakistan (HRCP) Urban Resource Centre (URC), and experts on urban planning and architecture from NED University, Karachi.Discussion held with the KIs revealed that despite the occurrence of violence against women in Karachi33, there are only two shelter homes for women. Pannah34 shelter receives women and children from all the provinces and can house 40-45 women and children at a time. It provides free shelter and boarding to women and their dependent children. It has a good security system for protection of women with an alarm system, C. cameras, tracked vehicles, and police escort for special cases. It offers women legal aid in matters of divorce and custody of children.Sarim Burney Welfare Trust35 provides a safe shelter for women – though it is not specifically for survivors of domestic violence, but women in general who are in distress. It provides legal aid to women with free housing and boarding. Both these shelters are roughly located at a distance of about 30 minutes to 1 hour (by car) from the Yellow BRT Corridor. Therefore, they are not located very close to the settlements around the Yellow BRT. There is only one women’s police station located in Saddar, Karachi. There are no non-governmental organizations working on GBV or women’s rights in the areas surrounding the Yellow BRT bus-line.There are a number of helplines for violence against women in Karachi, which were shared during the KIIs. The Women Development Department has a helpline (1094) that was established in 2018 and has number that can be dialled on a cell phone. When the gender consultant dialled the number, the response was not encouraging. If a woman in distress calls this line and she has no travel fare to come to their office, this helpline33 No accurate data exists for Karachi specifically. Data on violence is based on newspaper clippings, which is not an accurate measure since it only contains reported cases. Therefore, no data was found for Karachi specifically. Gender consultant requested data and statistic on violence against women in Karachi, this is still pending.34 not be of any help to her. Also, if a man answers the phone – as was the case - chances are that she would not talk to him if he sounds unwelcoming.Madadgar36 is a national helpline for women and children run by Lawyers for Human Rights and Legal Aid (LHRLA) for the past 17 years. This helpline provides telephonic counselling, face to face counselling to walk-in survivors, crisis intervention guidance, legal advice and referral services to children and women. The helpline receives about 15- 20 calls a day, however this number increases when the toll-free number is shared publicly on television talk shows.Justice Nasir Aslam Zahid, former Chief Justice of Sindh and former Supreme Court Judge founded the Legal Aid Society37 in 2013 with the main objective of serving marginalized and underprivileged communities to reduce challenges in accessing justice. In 2014, it set up the Legal Advisory Call Centre (LACC), which is available six days a week. It has a national toll-free number 0800-70806, accessible to any person who calls.The Citizens-Police Liaison Committee (CPLC) has a helpline (1102) that can be dialled by anyone seeking help. Women suffering domestic violence or other forms of abuse can call this helpline from anywhere in the country.A general mapping of the service providers for GBV in Karachi reveals an insufficiency and lack of preparedness. For Karachi, a megacity, with a population of approximately 20 million, services catering to survivors of violence in general and for violence against women in particular, are extremely poor. This raises some concerns in the context of the BRT project and its potential in increasing the risks for VAW. Despite the bleak picture that exists, something can be created out of the bits and pieces of information that has been shared above that can serve as a watchdog or stopgap function during the construction of the Yellow BRT.During the KIIs, the Women Development Department (WDD) and the Commission on the Status of Women (CSW) expressed their enthusiasm for becoming a part of the Yellow BRT project. The Director WDD expressed interest for the WDD to have a role in stopping sexual harassment against women in the context of this project. Currently, the 2010 Anti-Sexual Harassment Law is under revision to expand the definition of the ‘workplace’. But this law caters to a limited sphere of formal sector work and does not cover harassment that occurs outside the workplaces. However, another law PPC 50938 (amended) does cover sexual harassment in public places and needs to be strengthened and publicized so that women know about it and use it for their own protection.The chairperson of the Sindh CSW recommended making a committee of stakeholders that can be involved in the unfolding of the Yellow BRT project from a gender perspective so that appropriate mitigating measures for VAW can be developed in a synergistic manner.36 (and%20PPC)%202010.pdfPROFILE OF TRANSPORT SERVICES USERSContext95 The Transport services users’ consideration in the transport sector is essential to ensure that transport is equitable, affordable that provides access to resources and opportunities required for development. The Section outlines a gender-specific, socio- economic and poverty profile of the current users of private transportation, their use patterns and travel characteristics; transport related problems and needs; the extent to which public demand for transport is being satisfied vis-à-vis level and quality of service. It also briefly discusses passenger transport desired and priority improvements; and their willingness and ability to pay for the proposed Yellow BRT corridor improved services.Objectives96 The riders’ survey objectives were to ascertain;Transportation behaviours, including modes of transportation that respondents typically use, types of transport that they use, frequency of usage, and why they need BRT;Attitudes toward various attributes of public transportation, such as safety, reliability, travel time, comfort, access, and knowledge of how to use the system;Demographic information, including household income, age, gender, ethnicity, and employment status.Methodology5.3.1 Survey Instrument and Data CollectionA Transport Services Users Survey questionnaire was developed and queried a number of topics including demographics, satisfaction with current service and opinions about proposed BRT.A sample of all route segments from Dawood to Allahwali Chowrangi was drawn to ensure that a representative sample of the riders is captured. The riders’ survey was conducted from Feb 07, 2019 to Feb 11, 2019. Once collected, the survey data was compiled and subsequently analysed. A total of 160 questionnaires (male 80 and female80) were collected during the surveying period. Prior to analysing survey data, it was first necessary to compile all the data of the survey. Microsoft Excel was used to generate summary statistics for each survey question, creating graphs and tables showing the distribution of responses.Two male and two female surveyors were recruited to conduct a rider’s survey. The survey team was comfortable conversing with riders in Urdu. All surveyors were briefed and trained at a training session where the project and its goals, the schedule and how to use survey questionnaire were described. In-field supervision was also provided to the surveyors.Survey Analysis and FindingsThe following analysis is based on survey responses from completed questionnaires from randomly selected bus riders. The results were first analysed question-by-question, and summary statistics demonstrate the distribution of survey responses.Demographic Profile of RespondentsTypical age data are reported in ranges, with the percent of persons in 5 to 7 categories of age cohorts. Figure 5 shows that the riders’29%6%4% 5%32%population contains a relatively large number (32%) of young people (20-29 years), while 5% riders’ population comprises of below 19 years of age. About 24% of the riders’ population was 30- 39 years of age whereas 29% were 40-49 years of age. A portion of about 6% comprises of 50- 59 years of age. Above 60 years of age account for only 4% of the riders’ population.24%15-1920-2930-3940-4950-5960-69Figure 5: Age Structure of riders’ PopulationReligion and EthnicityAbout 87% of the riders’ population was Muslim. The other 9% population was Christian and 4% was Hindu (Figure 6).Baloch ethnic group was the largest, which forms 19% of riders’ population followed by Awan, Bhatti and Rajput together constituting 15% each of the riders’ population. Khattak, Sheikh and Solangi together forms 12% while other constituting nearly 43% of the riders’ population. About 11% of the riders’ population did not answer (Figure 6). The ethnic groups represented in the women survey were hindko and Pushto speakers, Bengali, Burmese, Sindhi and Punjabi speakers.ReligionChristian, 9%Hindu, 4%Islam, 87%EthnicityNotBaloch,Answere19%d, 11%Awan,5%Others,Bhatti,43%5%Rajpoot,5%Khattak,Solangi,Shaikh,4%4%4%Figure 6: Religion and EthnicityEducational StatusOverall, 32% of respondents have attended primary/secondary school, 30% have a middle education, 10% have an intermediate education, and 4% have agraduate degree while only 1% holds aIntermed iate, 10%Primary, 13%Graduat e, 4%Master, 1%NotMiddle, 30%master’s degree. About 23% of the rider’s population was not literate (Figure 7).Seconda ry, 19%literate, 23%OccupationsFigure 7: Educational ProfileThe majority of the riders work as a full-time employee, reported by 69.6% of the riders. Students, either attending secondary schools or higher education, are 12.7% of all surveyed riders by occupation, followed by 8.9% self-employed, 2.5% retired, 2.5% working as a part time, and 3.8% were job seekers (Figure 8).Self- employed, 8.9%Student, 12.7%Retired, 2.5%Part-time, 2.5%Full-time, 69.6%Job Seeker, 3.8%Figure 8: OccupationThe women’ occupations included home-based workers, domestic workers, polio workers, garment workers, teachers, students, government employee, housewives and health workers.Income of Surveyed RidersThe riders reported a wide range of household incomes as shown on Figure 9. Household incomes less than PKR 10,000 were reported by 3% of only male riders; 41% of male riders’ and 20% of female riders were earning from PKR 10,000 to PKR 20,000. About 34% of male (male rider survey) and 27% of female riders’ (female FGDs) were earning from PKR 20,000 to PKR 30,000; 11% male and 4% female were earning from PKR 30,000 to PKR 40,000; 4% of male and female each were earning PKR 40,000 to PKR 50,000. A mere population of surveyed male riders’ (4%) was earning 50,000 or more. The 4% male and 46% female riders did not mention their income.50%45%40%35%30%25%20%15%10%5%0%<10,000>10 - 20K>20 - 30K>30 - 40K>40 - 50K>50KNo ResponseMaleFemaleFigure 9: Income of Surveyed Riders’ Per Month (PKR)Expenses on TransportThe riders’ have different expenditure patterns on the mode of transport. Around 9% male and 19% of female respondents said that their monthly expenses on transport was less than of PKR 2,000 while 3% of male and 10% of female riders mentioned that their monthly expese on tansport was in between PKR 2,001-PKR 3,000. About 4% of male and 18% of female spent more than PKR 3,000. Nearly 53% of the female riders did not reply about their monthly expense on transport (Figure 10).Transport Monthly Expenses60%50%40%30%20%10%0%≤20002,001 - 3,000>3,000No ResponseMaleFemaleFigure 10: Expenses on TransportationTransportation Mode Options Used by Riders’Many (76%) men currently use mini bus (Coaster) to go to work or other daily need. Almost 6% riders’ use mini bus and rickshaw and 6% riders’ use mini bus, rickshaw and bikes apart of coaster to reach their destination on time. Mini bus and bike users were5%, mini bus and large bus users were 3%, riders’ who only use bike were 1% and the riders’ who use mini bus, large bus and bikes were also 1% (Figure 11).3% 1% 1%5%1%6%6%76%Mini Bus (Coaster)Mini Bus (Coaster) and RickshawMini Bus (Coaster), Rickshaw and Bike Mini Bus (Coaster) and BikeMini Bus (Coaster) and Large BusBikeMini Bus (Coaster), Large Bus and BikeRickshaw and BikeFigure 11: Public Transportation Modes Used by MenIn order to ascertain which mode of transport was most used by women, choices given in this question were: Auto Rickshaw (big three-wheeler seating 8 people and small three-wheeler seating three people), minibus, big bus and any other.Out of 80 women surveyed, 52 (65%) women used auto-rickshaw for daily use. They preferred this mode as they found it to be cheaper than other means of transportation – it carried about 8 people in one trip therefore the fare was cheaper and could easily be accessed close to their homes. The second mode of transport was the minibus chosen by 34 (42.5%) women. About 23 (28.7%) women said they preferred auto rickshaw and 10 (12.5%) also selected using the big bus. Many women selected more than one mode of transportation as ‘trip-chaining’ meant that they used different modes to get from one place to another. For instance, they walked to the stop and then rode the Rickshaw to get to another stop for another means of transportation to get to secondary and final destinations.Purpose of Using Different Modes of Transport by FamilyThere were different reasons for using the existing transport. The existing transport was being used for, going to work, education, going to market and health etc.On mini bus, commuting to work is the most common reason a person rides, accounting for 63 respondents in the riders’ survey. Trips to school, including elementary, secondary, and college students, account for 11 riders’ while 17 riders made their rides for health purpose. Shopping was the trip purpose for only eight riders (Figure 12).Bikes are also used to commute to work, accounting for seven riders. Rides for educational purpose account for 16 while health and shopping purpose trip were 11 and 13 respectively (Figure 12).Most of the riders’ (29) reported that usually their family goes for shopping by foot. Also 13 respondents said that usually their family member prefer to go to educationalfacilities or drop their children to schools by foot while 11 respondents reported that their family goes for shopping or market by foot (Figure 12).Rickshaw was also a cheap ride for poor people. Riders’ who can’t afford private vans for their children for schools or taxis to go for shopping or health facilities, they usually prefer rickshaws to travel. Almost seven of the riders’ population reported that they use rickshaws for their children to drop them to schools. Most of the riders’ (25) said that their families’ uses rickshaw to visit health facility while 11 riders said their families uses rickshaw for shopping or to visit market (Figure 12).706050403020100WorkEducationHealthMarketA small number of surveyed riders said they used their own car or private vans to drop their children to schools.Figure 12: Purpose of Using Different Mode of Transport by FamilyWomen shared different reasons for using the available transport, the categories provided in the survey ranged from recreational purposes, education, going to market, work, health and any other. The majority of women (48) shared that they used the transport to get to the market, another 36 said they used the transport to go to work, 24 women said the purpose of using public transport was health related and about 18 women said they used it for ‘recreational’ purposes (shopping, visiting relatives, etc..) and only two women said they used transport for educational purposes. This low number is not because women’s education is given low priority but because not many school-going girls were approached. Either they were not available, or the enumerators did not approach them. Another reason for this is that many school/universities going girls/women usually pool their resources to hire a small van that provides pick and drop facilities and do not use public transport. Their own privately hired vehicle will pick and drop them door to door, whereas, the big buses and other modes of transport available neither pick them from a bus top close to their homes not drop them close to their educational institute. This is a common way for students to commute, as car poor is also cheaper than other available means.Frequency and Accessibility of Transport UseMore riders used public transport 11-14 times a week (80%). In addition, another 14% riders took 7-10 rides a week. At the minimum 6% riders took six or less than six rides in a week (Figure 13).6%14%80%≤6 Rides7 - 10 Rides11 - 14 RidesFigure 13: Frequency of Riding Bus in Each WeekIn terms of frequency of use of transport, out of 74 women who answered this question, 58 women shared that they used it daily and 16 said they used transport on a weekly basis. This indicates the trend that most women use transport on a daily basis. When asked if the mode of transport that they used was easily accessible to them, an overwhelming number of women chose ‘No’ compared to only 2 women who chose ‘Yes’. Some women neither affirmed nor negated this question but rather gave reasons why they thought transport was inaccessible. For instance, some women shared that the transport operators do not stop for women with children, the elderly or people with special needs. This response indicated that even if transport is available, it is not accessible to this group of people as a form of discrimination. This is further discussed in a later section.Satisfaction/Dissatisfaction with Existing Transport SystemSurvey respondents were asked to evaluate their satisfaction of existing service quality. These service quality factors were included: Availability of service, quality, staff behaviour, privacy, seat comfort, crowding, noise, affordability, pocket robbery and punctualityOverall 95% of the respondents indicated that they are not satisfied with the existing transportation service while only 5% reported that they are satisfied (Figure 14).A large number of male (97%) and female (93%) riders were not satisfied with the existing transport system. A mere number of male riders’ (5%) and female riders’ (3%) were give satisfactory remarks (Figure 14).Overall Satisfaction/DissatisfactioYes, 5%No, 95%Satisfiction/Dissatisfaction by Gender100%80%60%40%20%0%YesNoMaleFemaleFigure 14: Satisfaction/Dissatisfaction with the Existing Transport System6050403020100Among all the respondents, 60 respondents were unsatisfied with the availability of the service, 55 respondents complaint about overcrowding, 49 persons reported that the buses or seats are not comfortable, 47 riders’ complaint about the behaviour of the staff. About 26 riders reported that the fares are not affordable and are more than the amount fixed by the government. Some of the riders (22) indicated that the quality of the buses is not up to the mark. Noise complaint was also reported 16 riders. Pickpockets were also reported by four respondents (Figure 15).Figure 15: Factor of Satisfaction/Dissatisfaction with the Existing Transport SystemAs indicated by the table, below, all but two women said that they were unsatisfied with the transport service. They qualified their response by checking almost all of the above categories. Most women complained about the overcrowding and behaviour of the male passengers, conductor and drivers, which they found to be uncooperative and rude.Harassment158. Out of 79 women respondents, 46% responded that they had faced the harassment during the travel on bus and on bus stops as well while 54% of women respondents said that they did not face any harassment during travel (Figure 16). At the same time, this finding does not corroborate with the findings in the focus groups where women brought up this issue of their volition without being probed as one of their key concerns. The reason could be that the enumerators in the survey had to ask women this question without building rapport. The findings of the focus groups that point to the prevalence of sexual harassment in public transport are in line with those of the other studies. For example, a 2015 study of the Asian Development Bank found that 78% of women in Karachi “experienced sexual harassment/felt harassed or uncomfortable”39.No, 54%Yes, 46%Figure 16: Gender-based ViolenceMany women passengers complained about being harassment by male passengers, bus conductor and drivers while riding the bus. One woman shared that men pay double the fare at times to be in the women’s compartment. According to one woman:‘We mostly prefer to walk instead of taking the bus, as it is not secure and safe for us.’‘Once a lady tried to climb the bus and the driver drove so fast that the lady fell and came under the tires of the bus and died on the spot.’- A female respondentAnother woman suggested running separate buses for women. Majority of the respondents who had experienced traveling by bus said there was a small row of seats that divided the male section from the female area. Many women shared being harassed by men who touched their backs and other body parts by shoving fingers through the open area. They said that men entered the women’ssection and since the area was quite compact, they kept standing close to women till the trip ended – women felt that this inappropriate proximity was intentional, and men took advantage of the situation.Respondents shared also being stared at and harassed at the bus stops where they had to wait for a long time for the bus to arrive. They shared the same thing about their walks to and from their homes to the bus stops with men commenting, whistling and ogling. When probed about how they coped with this kind of behaviour, majority of women said that they remained silent, as this was just ‘routine stuff’.39 shared their experiences of male drivers and bus conductors as well. They said that the transport operators put on indecent and loud music in the presence of women and if they yelled for them to stop so they could get off the bus, they would not listen due to the level of noise – this resulted in women missing their stop. Many women shared their experiences of the young bus conductors touching their hands when they paid the fare to them. There were many incidents of the bus staff not being respectful towards passengers or being careful about passengers exiting or entering the bus. Women shared many incidents of being injured while getting off the bus or entering and at times it was due to lose metal or a sharp edge. Women also shared that their clothes or abaya would get caught in these sharp edges and that this was potentially quite dangerous.Services Needed in BRTSurvey respondents were asked to express their needs in BRT services. The service quality factors were included: Availability of service, privacy, seat comfort, ease of entering/exiting the bus, ease of payment, cleanliness, availability of wheel chair, safety in the vehicle and punctuality.Overall 24% of the respondents indicated that the buses and seats should be comfortable, 20% riders said the service of BRT services should be available as most of the time existing buses do not come on time and people have to wait longer. About 17% respondent expressed that there is no cleanliness system in the existing buses therefore there should be some system to keep BRT clean. Safety of riders’ in BRT should be the top priority. 17% riders demanded that the BRT should be safe, and drivers should be properly trained. About 10% riders demanded that the fares should be economical in BRT and payment/fare payment system should be easy. Some riders’ (9%) said that in BRT the exit and entrance system in the bus should be safe and easy. A mere riders’ (4%) demanded that there should be a timetable for BRT buses, so people can reach their destinations on time. Privacy and availability of wheel chair space were also demanded (Figure 17).25%20%15%10%5%0%Figure 17: Services Needed in BRT5.5Quality, accessibility and affordability of current transport systemAll the women in the FDGs agreed that the quality of the current transport was substandard as the buses were very old with many technical faults. In the summer, there was no air-conditioning, so the passengers faced suffocation in humid weather. One respondent shared:‘We go to the crossing first by walk which is approximately 15 to 20 minute then we take rickshaw and after paying 50 rupees to rickshaw we reach the bus stop. Then the bus charges us 20 rupees to drop us at our destination’.- Female Respondent‘If there is a space for 20 passengers they fill it with 28 to 34 passengers mostly men which makes the bus very congested.’Majority of the women shared that they used Chingchi,40 auto rickshaw and bus to go to the market and work. Discussions revealed that women took a combination of different modes of transport to reach their destination, as this respondent explained:‘We first walk for 20 minutes to the Chingchi stop, then take that to go to another stop and change to another Chingchi which takes us to the main road, from there we take the bus to reach our destination.’They shared that the bus fare of PKR 20 per trip was the cheapest of the different modes of transport available, but they had to spend more before reaching the main road for the bus. Having gone through the trouble of reaching the main road, women had to wait for the bus (or any other mode of transport) to stop for them. Sometimes, the40 Chingchi is a modified form of Auto Rickshaw. It has different forms, having a capacity to carry six to eleven passengers. One form of Chingchi has three seats where three passengers can sit on one seat.transport operators did not stop for women with children as they occupied space but did not pay the full fare. The preferred passengers for most bus drivers were men who paid the full fare and had no issues of segregation. So, for the drivers and the conductors, filling up the small space allocated for women with men was more profitable.Women participants shared that using a combination of different modes hiked up their expenses on traveling. For instance, in the case of a medical emergency, they either made expensive private arrangements with auto rickshaw operators; private taxis or paid for an ambulance. Their out of pocket expense on transport ranged from 3000 to 6000 per month depending on the distance travelled and mode of transport used. For instance, if women used Chingchi they paid 20 Rs as opposed to an auto rickshaw that would cost them ten times more. An auto rickshaw though expensive (if ‘booked’ for one person) could provide door to door service, whereas the Chingchi was cheaper but it did not run until the eight seats were filled which caused immense delays for women. Majority of women who travelled in Chingchi said that the wait, travel time, one-way took them on an average of two hours per day, totalling four hours round trip. Another issue that women shared had to do with the price hikes in petrol or Compressed Natural Gas (CNG). They felt that transport operators manipulated the situation and asked women to pay more if there was a strike that day or if the prices had gone up and that sometimes they lied to charge more. Women expressed an overwhelming need for transit buses that could pick them up from close to their homes and transport them to the main bus route.Women felt that if they used the buses for their health needs, the bus did not stop near the hospital leaving them to cross a four-lane road. One respondent explained how she tackled this situation:‘We have to cross the road which is very dangerous, so we take a rickshaw from where he dropped us to the hospital. This is our routine practice now that whenever we go to the hospital we book a rickshaw so that he can drop us at the door of the hospital.’Women shared their observations about treatment of the elderly and people with special needs by saying that in most cases the drivers did not stop for them- Field NotesSome respondents also shared that for their social activities (late night weddings) they have to book auto rickshaws - due to non-availability of buses - that charge double the rates they have during the day. Another common complaint thatmost women shared was speed driving by the bus operators. The bus drivers are given a ‘token’ by the transport-owner to bring in a certain amount of money for the day. In order to meet this target, the drivers sped to outdrive the other operators and reach the bus stops to pick up maximumpassengers. An older woman shared that to get on the bus was difficult, as it required strength to pull oneself up and balance on the foot stead, before tackling the next challenge of finding a place inside the women’s compartment full beyond its maximum capacity.The survey included a question on whether any women received transportation costs or had any arrangements with any company they worked for – All but one woman from Singer Chowrangi said that she had an arrangement where they company cut PKR 2000 out of her PKR 14000 salary. In another question the women were asked whether they had experienced any accidents while riding a bus or any other mode of transport.About 5 women responded in the affirmative and the rest shared that they had no experience of any accidents. This was addressed in the focus group discussions as well.6 SOCIO-ECONOMIC PROFILE OF PAPsIn this Section, the demographic and socio-economic characteristics of the PAPs mostly informal vendors are briefly summarized based on findings from the census and socio-economic survey conducted during February 2019. The main objective of the section is to analyse socioeconomic and cultural characteristics of the PAPs such as demography, literacy, income, and employment, to provide the context of the persons are being impacted by the Project. The details are provided in the Compensation& Livelihood Rehabilitation Plan (C&LRP).There is a total of 120 PAPs all males including vendors, plant nursery owners and their employees who are considered Project Affected Persons (PAP) during the construction of the BRT line. All PAPs are resident of various localities in the Karachi City. According to the obtained census data, total population of these 120 PAP households is 518 inhabitants. Of these 55% are male and 45% are female).The average household size is 6.3 and varies from 15 persons per households as largest and smallest of 1.0 person per household. Among the PAPs 19 households have four or less than four members and 23 households have eight or more than eight members. It is observed that extended families are very common. A large number (70.7%) of PAPs comprises of 18-40 years of age.Almost 86% of the PAPs are Muslim, whereas 13% population is Hindu. A mere population (1%) comprises of Christian. The largest caste in the PAPs is Pukhtun which accounts for 25% of the total estimated population, followed by Sindhi 23% and Punjabi 19%. Syed and Baloch together constitute 18% of PAPs. About 15% of the PAPs did not answer. Out of the total PAPs, up to 68% are married whereas 32% are married.In terms of literacy and education, about 50% PAPs are illiterate whereas 21% have completed primary education. Almost 11% of PAPs have attended middle school while 16% of the PAPs have attained matric level education. The distribution of household income reveals that a mere portion (7%) of PAPs earns more than PKR 50,000/month and considered economically stable. Almost four PAPs are earning less than PKR 10,000/month whereas 31 PAPs are earning from PKR 10,000 to PKR 20,000. About 30 PAPs are making from PKR 20,001 to PKR 30,000; six PAPs are earning from PKR 30,001 to PKR 40,000 and four PAPs are earning PKR 40,001 to PKR 50,000.A wide range of household incomes are reported of PAHs. Income of more than PKR 50,000/month is reported by 12 PAHs whereas one is earning less than PKR 10,000/month. About 23 PAHs are earning from PKR 10,000 to PKR 20,000, 28 are earning from PKR 20,001 to PKR 30,000, 10 from PKR 30,001 to PKR 40,000 and eightGENERAL POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORKOverview144 This section outlines and reviews the existing legislations, policies and institutions involved and identifies requirements as well as gaps and conflicts of the relevant legal and institutional arrangements that would hinder or guide the development of the project in line with the national and international laws applicable to Yellow BRT Corridor. Pakistan being a signatory to various international conventions and laws, it’s important that national projects are in line with these laws and as such some of the relevant international conventions are reviewed in this Section.Applicable National Policies and LegislationPakistan Environmental Protection Act, 1997The Pakistan Environmental Protection Act, 1997 is the basic legislative tool empowering the government to frame regulations for the protection of the environment. The Act is applicable to a broad range of issues and extends to socioeconomic aspects land acquisition, air, water, soil, marine and noise pollution, as well as the handling of hazardous waste. The powers of the federal and provincial Environmental Protection Agencies (EPAs), established under the Pakistan Environmental Protection Ordinance 1983, have also been considerably enhanced under this legislation and they have been given the power to conduct inquiries into possible breaches of environmental law either of their own accord, or upon the registration of a complaint.7.2.1.1 Guidelines for Public Consultation (1997)The Pakistan Environmental Protection Act 1997 requires public participation during the review of an EIA (section 12 (3)). The “policy and procedure for the filing, review and approval of environmental assessments” requires the proponents to consult with the affected community and relevant NGO’s during the preparation of an environmental report.Antiquity Act, (1975)The Antiquities Act relates to the protection, preservation and conservation of archaeological/historical sites and monuments. This act is designed to protect antiquities from destruction, theft, negligence, unlawful excavation, trade and export. Antiquities have been defined in this act as “Ancient products of human activity, historical sites, sites of anthropological or cultural interest and national monuments etc.”The act prohibits new construction in the proximity of a protected antiquity and empowers the government of Pakistan to prohibit excavation in any area that may contain articles of archaeological significance. Under this act, the proponents are obligated to ensure that no activity is undertaken in the proximity of a protected antiquity, and during the course of the project if an archaeological discovery is made, it should be reported to the Department of Archaeology accordingly.Applicable Provincial Policies and LegislationSindh Environmental Protection Act (2014)The main focus of the law is on sustainable development, protection, conservation, rehabilitation, and improvement of environment. It instructs the provincial government to establish the Sindh Environmental Protection Council. Under the law, EIA/IEE is essentially required for all the projects before commencing any construction activity. It prohibits specified discharges and emissions. Sindh Environmental Quality Standards are an essential part of the law. The SEPA empowers the provincial government to issue notices and to enforce the Act for the protection of the environment. The environmental and social legal and regulatory systems are considered to be adequate to address environmental and social risks. After the 18th Constitutional Amendment, environmental management has been delegated to the provincial governments.Sindh Public Property Act, 2010The Sindh Public Property (Removal of Encroachment) Act, 2010 having been passed by the Provincial Assembly to avoid illegal encroachments and provide measures for removal of encroachment from public property and to retrieve possession. The City Government will provide continuous oversight and reinforcement to facilitate the to remain free from illegal encroachments as outlined in the Sindh Public Property (Removal of Encroachment) Bill, enacted in 2010.Sindh High Density Development Board Act 2010The Act promulgated to ensure coordinated and integrated development of high- density zones in the urban centres of the province including Karachi. The Law empowered the board to identify and mark high density zones keeping in view the general principles of the Karachi Strategic Development Plan 2020.The Sindh Differently Able Persons (Employment, Rehabilitation and Welfare (Amendment) Act, 2017The Act provides for the employment, rehabilitation and welfare of differently able persons. The definition of "differently able" is any persons who on account of injury, disease or congenital deformity, is challenged for undertaking any gainful profession or employment in order to earn his livelihood and includes a person who is blind, deaf, physically challenged or mentally challenged. In the Sindh Differently Able Persons (Employment, Rehabilitation and Welfare) Act, 2014 was amended and job quota was increased from two percent to five percent. The Act also waived admission fees at public educational institutions for people with disabilities as well as 75% of tuition fee, along with establishing reserved seats.Pakistan is a signatory of the United Nations Convention on the Rights of Persons with Disabilities (UNCRPD).The Sindh Commission on the Status of Women Act, 2015The Act has enabled the government to constitute a Commission to be known as the Sindh Commission on the Status of Women, to exercise the powers to examine the policy, programs and other measures taken or to be taken by Government for gender equality, women’s empowerment, political participation, representation, assess, implementation and make suitable recommendations to the concerned authorities. In addition, the Commission will be responsible to review all provincial laws, rules and regulations prejudicial to the legitimate interest and rights of women and suggest accordingly.The Sindh Domestic Violence (Prevention and Protection) Act, 2013The Sindh Domestic Violence Act 2013 is based on a rich and gender-sensitive approach to domestic violence, defining it to include physical and psychological abuse. The law provides a wide range of remedies to victims of domestic violence, including the passage of protection orders to restrain the perpetrator of domestic violence from harassing the complainant, entering her residence or place of employment.The passage of this Act came after 5 years of struggle by the Aurat Foundation, in collaboration with activists, jurists, lawyers and women legislators. The Act defines domestic violence as inclusive of but not limited to, all acts of gender-based, and other physical or psychological, abuse committed by a respondent against women, children or other vulnerable persons, with whom the respondent is or has been in a domestic relationship. The new law provides for up to 2 years of imprisonment for offenders, and fines ranging from PKR 1000 and PKR 50,000, and also calls for the formation of a special committee to educate the complainants about their rightsSindh Bonded Labour (Abolition) Act 2015The Act is gender sensitive, an anti-discrimination clause is added to each new proposed Law in accordance with ILO requirement viz: “No discrimination shall be made on the basis of sex, religion, political affiliation, sect, colour, caste, creed, ethnic background in considering and disposing of issues relating to the enforcement of this Act”. In all proposed Laws the cognizance has been changed from that of the Judicial Magistrate to the Presiding Officer Labour Courts who is a Session Judge.The Sindh Occupational Safety and Health Act (2017)The Sindh Cabinet has approved the Sindh Occupational Safety and Health Bill, 2017, following the incidents like Baldia factory fire which claimed 259 precious lives besides burn injuries to several others. The Sindh Occupational Safety and Health Act 2017 to make provisions for occupational safety and health conditions at all workplaces in the province for the protection of workers during work. Under the Act, an Occupational Safety and Health Council will be established in Sindh with secretary of Sindh government’s Labour and Human Resources Department as its chairperson.The proposed council lays down penalties in case of death and injury due to violation. In case of death sub-section 01 of section 38 will accord 2 years imprisonment or a fine of PKR 100,000 or both. Similarly, in case of injury the imprisonment may extend to six months or a fine up to PKR 20,000 or both.These laws and regulations apply in any project situation where labour rights and protections are enforced. These laws are applicable to construction contractors and will be included in the bidding documents of the contractors.The Sindh Transparency and Right to Information, 2016The purpose of this Act to provide transparency and freedom of information to ensure that all citizens have better access to public information, to make the government more accountable to citizens, to enforce the fundamental right to information in all matters of public importance, to ensure transparency in all Government matters. Transparency and access to information are essential principles of democracy which not only enable the citizens to hold the Government and their institutions accountable but also help in improving the system of governance.Sindh Cultural Heritage (Preservation) Act, 1994Sindh Cultural Heritage (Preservation) Act of 1994 was passed by the Provincial Assembly in February 1994 and was enacted in April 1994. This act aims to preserve and protect ancient places and objects of architectural, historical, archaeological, artistic, ethnological anthropological and national interest in the Province of Sindh.The act enables the Government to declare any premise or object of architectural, historical, archaeological or national value, after consultation with the Advisory Committee. The act also states that if it is apprehended, the act enables the Government if apprehends that a protected heritage is in danger of being destroyed, injured or allowed to fall into decay, Government may Acquire it under the provision of the Land Acquisition Act, 1894, as if the preservation of a protected heritage were a “public purpose” within the meaning of that Act. The Committee is responsible to maintain and preserve every protected heritage in respect of which Government has acquired any of the rights mentioned in section 7 or which the Government has acquired under section 12 of the Act.The Act also mentions that if any person including the owner destroys, removes, injures, alters, defaces a protected heritage maintained by Government under this act or in respect of which an agreement has been executed under section 8 of the act, shall be punishable with fine which may extend to on lakh rupees, or with imprisonment which may extend to three years, or with both.7.4Applicable World Bank Safeguard PoliciesThe World Bank’s Operational Policies (WB/OP) address the social risks and harms that may derive from WB financed projects in order to avoid actions with undesirable effects for the social stakeholders participating in the Project, or rather create tools for these to be mitigated promptly. The World Bank’s social safeguard policies are summarized below.Environmental Assessment (OP 4.01)The OP 4.01 requires among others that screening for potential impacts is carried out early, in order to determine the level of IA to assess and mitigate potential adverse impacts. The IA ensures that appropriate levels of social assessment are carried out aspart of the project design, including public consultation process, especially for Category A and B projects. The OP 4.01 is applicable to all components of Banks financed projects, even for co-financed components.Involuntary Resettlement (OP/BP 4.12)The policy of involuntary resettlement is intended to assist project affected people (PAPs) arising from developing projects, in order not to impoverish any affected people within the area of influence of projects. The World Bank’s safeguards policy on involuntary resettlement, OP 4.12, is to be complied with where involuntary resettlement, impacts on livelihoods and assets, acquisition of land or restrictions to natural resources may take place as a result of the project. It includes requirements that:Involuntary resettlement should be avoided where feasible, or minimized, exploring all viable alternative project designs.Where it is not feasible to avoid resettlement, resettlement activities should be conceived and executed as sustainable development projects, providing sufficient investment resources to enable persons displaced by the project to share in project benefits.Displaced persons should be meaningfully consulted and should have opportunities to participate in planning and implementing resettlement projects.Displaced persons should be assisted in their efforts to improve their livelihoods and standards of living or at least to restore them, in real terms, to pre- displacement levels or to levels prevailing prior to the beginning of project implementation, whichever is higher.For subproject activities that impact people and livelihoods in this way, IA will comply with the requirements of the disclosed C&LRP:examines the project’s potential negative and positive social impactsRecommends measures to prevent, minimize, mitigate, or compensate for adverse impactsRecommends measures to improve social performance.Indigenous People (OP 4.10)For purposes of this policy, the term “Indigenous Peoples” is used in a generic sense to refer to a distinct, vulnerable, social and cultural group possessing the following characteristics in varying degrees:41self-identification as members of a distinct indigenous cultural group and recognition of this identity by others;collective attachment to geographically distinct habitats or ancestral territories in the project area and to the natural resources in these habitats and territories;customary cultural, economic, social, or political institutions that are separate from those of the dominant society and culture; andan indigenous language, often different from the official language of the country or region.41 Excerpts from the OP 4.10, WB Operational Manual. July 2005.This policy has defined Indigenous Peoples for policy application as well as the planning process to be followed if a Bank-funded project affects Indigenous Peoples.There are no known indigenous groups in the project area as identified under OP4.10. Therefore, this OP is not triggered. The only identified indigenous people are in Kalash valley in the northern Pakistan (Chitral district of Khyber Pakhtunkhwa province), as a result of Bank screening exercise done in the past.Physical Cultural Resources (OP 4.11)The policy is premised on the Bank assisting IA to avoid or mitigate adverse impacts on physical cultural resources from development projects that it finances. The impacts on physical cultural resources resulting from project activities, including mitigation measures, may not contravene either the borrower’s national legislation, or its obligations under relevant international environmental treaties and agreements.Since the Yellow BRT corridor construction work will mostly involve within the ROW of the road alignment, it is unlikely that any sites of cultural, archeological, historical, or religious significance will be affected. However, in case of discovery during construction of any such sites or artifacts, the work will be stopped at that site and the provisions of this Policy will be followed. Additionally, the provincial and federal archeological departments will be notified immediately, and their advice sought before resumption of the construction activities at such sites.Gender Policy (OP 4.20)This Operational Policy statement was revised in March 2012 to ensure consistency with the requirements of OP/BP 9.00. The World Bank’s Gender Policy aims to assist member countries to reduce poverty and enhance economic growth, human well- being, and development effectiveness by addressing the gender disparities and inequalities that are barriers to development, and by assisting member countries in formulating and implementing their gender and development goals.To this end, the Bank periodically assesses the gender dimensions of development within and across sectors in the countries in which it has an active assistance program. The Bank's Country Assistance Strategy (CAS) draws on and discusses the findings of the gender assessment. The Bank's assistance to the country incorporates measures designed to address this need. Projects in these sectors and thematic areas are designed to adequately take into account the gender implications of the project. The Bank regularly monitors the implementation of this policy.Word Bank Policy on Access to Information (2010)This policy sets out the Bank's requirements for disclosing and sharing information. The World Bank recognizes that transparency and accountability are essential to building and maintaining public dialogue and increasing public awareness about the Bank’s development role and mission. It is also critical for enhancing good governance, accountability, and development effectiveness. Openness promotes engagement with stakeholders, which, in turn, improves the design and implementation of projects and policies, and strengthens development outcomes. It facilitates public oversight of Bank-supported operations during their preparation and implementation,which not only assists in exposing potential wrongdoing and corruption, but also enhances the possibility that problems will be identified and addressed early on42.Environmental Health and Safety Guidelines (2007)The World Bank Group Environment, Health, and Safety (EHS) General Guidelines (2007) contain performance levels and measures for development of industrial projects that are considered to be achievable in new facilities at reasonable costs by existing parison of Key LAA, WB Policy and Gap Filling178 While Pakistan law provides for land acquisition, the regulations and rules are not very explicit regarding the resettlement and rehabilitation of Project Affected People (PAP). The World Bank OPs, on the other hand, are more comprehensive. Table 4 presents comparison between LAA (1894) and WB OP 4.12 policy principles of key LAR aspects.Remedial Measures to Bridge the GAPs179 To reconcile the inconsistencies between the LAA 1894 and WB OP, EA has drafted this document Yellow BRT Corridor which reconciles Pakistan’s legal and regulatory system for LAR (LAA 1894) and WB Safeguards as in OP 4.12, and addresses the gaps between the two systems, the following principles (as mentioned under the project safeguard policy below) will be adopted and reflected in the eligibility and entitlements provisions indicated in the SMP on compensation pliance Status with Country Laws and World Bank Policies180 The present compliance status of the project with the Country’s Laws/ legislation and World Bank Involuntary Resettlement Policies is summarized in Table 2 as under:Table 2: Compliance of GoS Legislation and World Bank OPsInstitutionLegislation / PolicyActions Taken to ComplyGovernment of PakistanLand AcquisitionNo land acquisition impacts instead the SA/SMP and C&LRP were rmation Disclosure43The draft the SA/SMP and C&LRP will be disclosed at SMTA website. Stakeholder’s consultations will be held to disclose the SA/SMP and C&LRP and feedback will be incorporated, and a final draft will be submitted to World Bank for review and input.World BankEarly screening and ScopingScoping consultations were already held.42 Excerpts from the World Bank Policy on Access to Information. World Bank, July 2010.43 Under section 4: sub section (1) Whenever it appears to the Collector of the District that land in any locality is needed or is likely to be needed for any public purpose or for a Company, a notification to that effect shall be published in the official Gazette, and the Collector shall cause public notice of the substance of such notification to be given at convenient places in the said locality.InstitutionLegislation / PolicyActions Taken to ComplyParticipatory approachConsultation meetings and focus group discussions were held in the project area.AlternativesAlternatives considered to be included during the project design.Physicaland Cultural ResourcesPCR Framework and Chance Find Procedures will be included in contract documents.GenderGender consultations were conducted and incorporated in the SA/SMP and C&LRP.Consultation and Information DisclosureStakeholders ‘consultative meetings, focus group discussions and formal public consultations were carried out. Public consultations were carried out during the field surveys.World Bank Operational Policies relevant to the ProjectWorld Bank Operational Policies and their relevance to the Project are briefly described in Table 3 below.Table 3: World Bank Operational Policies Relevant to the ProjectWorld Bank OPs44PolicyTriggeredYesNoEnvironmental AssessmentOP/BP 4.01-Physical Cultural ResourcesOP/BP 4.11-Involuntary ResettlementOP/BP 4.12-Access to InformationBP 17.50-Indigenous PeopleOP 4.10-The Policy sets out a broad framework and policy guidelines for land administration and utilization. The main objective of the policy is to provide guidelines aimed at enhancing land management systems, land use, conservation of land resources and enhancing environmental quality.Addressing World Bank Safeguard Policies183 The project is not anticipated to generate any potential large scale, significant and/or irreversible impacts. None of the project activities will be located in socially sensitive areas, and all the associated impacts can be mitigated with relatively standard mitigation measures. The Table 4 provides the summary of bank policies and how they relate to Yellow BRT corridor Karachi.44 World Bank Operational PoliciesTable 4: Summary of Bank Policies and how they relate to Yellow BRT CorridorWorld Bank PolicyReasons of ApplicabilityAddressed byInvoluntary Resettlement OP 4.12Project may require economic displacement and relocation of mobile vendors leading to compensation, rehabilitation assistance.Preparation of a Social Assessment and Social Management Plan as well as Compensation & livelihood Rehabilitation. This includes an accessible grievance procedure.Physical Cultural Resources OP 4.11Project may pass through culturally significant areas including areas that are an integral part of a people’s cultural identity and practicesAvoid through using Chance Find Procedures while selecting the subproject siteConsultation and Information DisclosureA process of consultation, with stakeholders including PAPs (male and female) including adequate and accessible disclosure of any resettlement information for transparency and social accountability.Stakeholder Consultation and focus group discussions with both male and female were carried out. Public consultations were carried out during the months of October and November 2018. Draft and Final SA&SMP’s will be disclosed in SMTA website and World Bank Info Shop.International Treaties and ConventionsPakistan is a signatory to a number of multilateral environmental and social agreements. These agreements impose requirements and restrictions of varying degrees upon the member countries, in order to meet the objectives of these agreements. However, the implementation mechanism for most of these agreements is weak in Pakistan and institutional setup mostly non-existent. The following are the relevant international treaties and conventions that have been ratified by Pakistan.LabourILO Conventions Nos. 29 and 105 (forced and bonded labour), 87 (freedom of association), 98 (right to collective bargaining), 100 and 111 (discrimination), 138 (minimum age), 182 (worst forms of child labour). Guidance materials will elaborate key provisions for implementing requirements related to work standards including nonemployee workers engaged by contractors or other intermediaries to work on Project sites or perform work directly related to the Project’s core functions.Gender and DevelopmentIn 1998, the National Plan of Action to take forward the 12 points of Beijing was endorsed by the Government of Pakistan. In 2000, the National Commission on the Status of Women (NCSW) graduated from being a committee to a statutory oversightbody. In 2002, the national policy for women development and empowerment was formulated, with an emphasis on economic empowerment. GRAP was approved in 2005. More recently, the 2010 labour policy clearly outlines the need to recognize women’s labour and increase their labour force participation.Convention concerning the Protection of the World Cultural and Natural Heritage, 1972The Convention recognizes that the duty of ensuring the identification, protection, conservation, presentation and transmission to future generations of the cultural and natural heritage and situated on its territory, belongs primarily to that State. It will do all it can to this end, to the utmost of its own resources and, where appropriate, with any international assistance and co-operation, in particular, financial, artistic, scientific and technical, which it may be able to obtain.ILO Conventions - Ratifications for PakistanPakistan has ratified 08 fundamental and 26 technical ILO conventions in which following are relevant to the project:C029 - Forced Labour Convention, 1930 (No. 29)C111 - Discrimination (Employment and Occupation) Convention, 1958 (No. 111)C138 - Minimum Age Convention, 1973 (No. 138)C001 - Hours of Work (Industry) Convention, 1919 (No.1)C029 - Forced Labour Convention, 1930 (No. 29)Article 1 of the convention states that each member undertakes to suppress the use of forced or compulsory labour in all its forms within the shortest possible period. Article 2 of the convention states that the term forced, or compulsory labour shall mean all work or service which is exacted from any person under the menace of any penalty and for which the said person has not offered himself voluntarily.Effectiveness of Current LegislationThere is a need to review the effectiveness of current legislation, to identify and address the regulatory issues that must be dealt with immediately, including compliance with existing regulations. Legislation for the transport sector should generally be applicable to all modes on a uniform basis. Vehicle registration, road worthiness and uniform road rules are the most common in this group of regulations.Where there is a need for specific legislation to address specific infrastructure or specific operations, these may be addressed in either a section within the relevant Act or as a schedule of that Act.It is essential that any regulation enacted should have at least four key requirements:The regulation must preserve the integrity of the infrastructure and give status to the system for which it has been draftedThe regulation must provide for effective and ongoing enforcement procedures (processes and penalties)The regulation must be drafted and applied so that it is able to facilitate the introduction of additional components to the transport network as and when necessary.The regulation must provide for the ongoing management and maintenance of the transport infrastructure and operations as required.ANALSIS OF SOCIAL IMPACTS AND RISKSOverview194 The Pakistan laws and regulations and WB OP 4.12 required to cover direct economic and social impacts that both result from Bank financed investment projects, and are caused by (a) involuntary land acquisition (i) loss of shelter due to physical displacement; (ii) loss of assets or access to assets; or (iii) loss of income sources or means of livelihood, whether or not the affected persons must move to another location; or (b) the involuntary restriction of access to legally designated parks and protected areas resulting in adverse impacts on the livelihoods of the displaced persons.Positive Social ImpactsThe proposed project would address the transportation needs of expansive population and employment growth, transportation and economic development initiatives. Specifically, the project would improve accessibility, mobility, transit travel times and reliability, and passenger facilities from Dawood Chowrangi to Numaish be one of the future heavily transit-reliant corridor.The Project will help address the chronic capacity shortage in the urban transport facilities and services. An efficient and reliable urban transport network system is essential for socio-economic development and economic growth of a city. The Project will also create direct and indirect employment opportunities and will promote the development of a safe and sustainable public transport system to the beneficiaries, which will indirectly sustain WB's support for inclusive and environmentally sound growth in Karachi.The BRT buses will provide faster, more efficient and comfortable service than the ordinary bus service. Buses will generally run on segregated lanes with no interference from mixed traffic and with some priority at traffic signals. It is the way forward for urban mobility which offers next level of mass transit after bus transit, reduces emissions, reduces traffic volumes, offers safe, reliable and comfortable transport, provides saving in travel time offers employment opportunities, attracts investment, creates a new culture of public transport travel and change in land use.Key Impacts and RisksUnlike the above positive impacts and benefits of the Project, the proposed investments on BRT infrastructure development can also result in adverse social impacts and exacerbate the existing social challenges, if the adverse social impacts are not well identified and managed or mitigated during identification, design and implementation of the Project.The BRT system will be developed within the exiting ROW. Investments along the Yellow corridor and the feeder and direct services routes in the catchment areas such as: minor road works, construction of bus shelters, rehabilitation of utilities (component 1); segregated bus-ways, interchange facilities, stations and bus shelters, terminal and depots, facilities for pedestrians, motorcyclists and non-motorized transport (component 2); and investments under component 3 will not involve new land acquisition. Theproposed bus terminals and depot will use vacant government land. However, there are vendors within the right of way in some sections along the corridor and catchment areas and some of these vendors will need to be relocated because of the implementation of the project. To mitigate the impacts on these vendors, the Bank Policy on Involuntary Resettlement OP 4.12 has been applied and a compensation and livelihood rehabilitation plan has been prepared.During the detailed scoping study at the preliminary stage the targeted Yellow BRT Corridor will not require any land acquisition for construction work. The construction will be carried with the median of the existing road alignment (ROW). However, vendors and few nurseries within the ROW will have some livelihood impacts, which were identified through census survey and will be compensated prior to implementation of the Project. However, the key social impacts and risks are the following:Income losses of vendorsImpacts on the public utilitiesPotential impacts of parking spaces in narrower sections;Restriction of access and mobility during constructionTemporary use of landBusiness losses of bus operatorsWomen mobility, employment and safety (GBV)Impacts on cultural resourcesHIV/AIDS and communities Health & SafetyThe detailed scope and impact severity for each identified component is given below.Income Losses of VendorsThe census survey suggests that the project will impact 120 PAPs including informal vendors, skilled labours and plant nurseries owners and employees. A total 13 PAPs who refuse to provide information, all of them have temporary moveable structures. Households of the 82 informal vendors have 518 members who will be temporarily impacted economically due to the construction of BRT corridor. Details are included in the separate document, C&LRP.Impact on Public Utilities4024884100938,.Affected SSGC Pumping Station at Jam Sadiq BridgeThe preliminary design identified impact on a number of public utilities. These include water supplies, drainage system telecommunication infrastructure, gas and electricity supply poles. Temporary ambulance stations, police/ security check posts will also need to be relocated NESPAK has already submitted designs to be impacted utilities with the ROW to SMTA for onward sharing with the utility institutions to submit their budget and plans for relocation or redesign of these existing affected utilities.Mitigation MeasuresMitigation measures are proposed in the SMP require the contractor to:SMTA has prepared drawings of the power, water supply, drainage and telecommunication and other systems likely to be interrupted by the works;SMTA will contact all relevant local authorities for utilities and affected people to plan re-provision of power, water supply, drainage, telecommunication and other affected systems;SMTA will relocate and reconnect utilities well ahead of start of construction works and coordinate with the relevant utility companies for relocation and reconnection;Inform potentially affected communities well in advanceIf utilities are accidentally damaged during construction, it shall be reported to the SMTA and utility authority, and repairs will be arranged immediately at the contractor’s expense.The Project Team will conduct an extensive public information campaign and inform the public about any disruptions in advance, and their relocation/repair will be ensured in shortest possible time.Additional due diligence will be conducted at the stage of detailed design or Project implementation stage to identify the potential impacts on existing services, utilities and infrastructure due to construction of BRT and related infrastructure particularly impacts on livelihood activities of local population/businesses along the BRT corridor and measures will be defined to eliminate the impacts.Potential Impacts on Parking Spaces in narrower sectionsIn the narrower part of the road alignment from Future Colony to Dawood Chowrangi Depot there are 483 shops in both sides of the existing route. These shops will be potentially impacted due to BRT construction. Consultations with drivers and owners of parking vehicles were conducted to take their opinion about alternate parking locations, after construction of BRT. Their preference of commercial vehicles was to park their vehicles at the main road to attract business. In order to avoid or to minimize potential impacts following mitigation measures are suggested.Mitigation MeasuresRerouting of heavy trucks plying on the route towards port locations.Build separator between walkway and motor vehicle lanesSMTA needs to develop a parking policy for the BRT corridor to provide parking facility to the public for the safe and organized parking of their vehicles along the BRT to avoid traffic congestion and other hazards.Enforcement from the relevant authorities must be ensured to avoid ROW to be invaded/used for illegal parking.Restriction of Access Mobility during ConstructionRestriction of access and mobility of people due to construction of the BRT will surface during the construction phase this stage, which will be managed by the civil works contractors during the construction period and contractors will ensure no inconvenience to the people. These activities would affect all populations within the corridor, including minority and low-income populations, and would consist of repaving and restriping of lanes, sidewalk improvements, temporary lane and sidewalk closures, and placement of shelters and other BRT station features. Temporary traffic delays would be likely during construction and detours would be provided to maintain access for motorists, transit riders, and pedestrians. Construction would be staged so as to limit impacts to the surrounding communities.Mitigation MeasuresConstruction related activities will be minimal and temporary at any one location along the project corridor and would be similar throughout the corridor.Contractors will keep community members apprised of construction schedules in readily accessible public locations as well as on the SMTA website, and seekcommunity input when developing construction plansA traffic management plan will be prepared for this purpose as part of the EMP. The contractor must identify the impacts and address them during the construction.Temporary use of landIf land is temporarily required for project contractor’s facilities like camps sites, stack yards, etc., will be through term lease agreement between the civil works contractor and the land owners. The Contractor will directly negotiate with the respective land owners to agree on terms and conditions of leasing arrangement for temporary occupation of land and accordingly a lease agreement can be signed between the contractor and the respective land owners. The temporary occupation term will not exceed three years and the land owners will be provided with the agreed lease money and incidental land restoration costs to restore the land to its original use.Mitigation MeasuresLease rate/rent for temporary use of land will be fixed as per prevailing market rate in agreement of the PAPs.Businesses Losses of Bus OperatorsThe Project will negatively impact on existing public transport operators including owners and employees because their routes must be either closed, realigned or shortened in order to be compatible with the BRT routes and avoid competition on the same routes.Mitigation MeasuresA detailed socio-economic and census survey will be carried out about one year prior to start of BRT construction in order to have a detail account of the affected people, their income and a detailed entitlement matrix will be developed to offset their income losses.Public buses will be bought and auctioned or scrapped and will not be allowed to ply on the proposed BRT route.Cash compensation equal to one year of income will be paid to transport owners and employees to compensate their income losses.Laid off employees will be offered Labour Redeployment Services to be offered to people who lost their job.Women Mobility, Employment and Safety (GBV)Transport infrastructure and service is key to improving the well-being of people by providing access to economic opportunities, therefore, it should be designed to best address the needs of men, women of different socio-economic and demographic characteristics, e.g. elderly, disabled, and transgender people.Women’s use and purpose of public transport differs from men in significant ways indicating that their experience of mobility is very different. Women have daily mobility patterns that are more complex than men based on their gender roles that are made up of their dual reproductive and productive functions. As primary caregivers, women are more likely to accompany children to school and medical services, procuring fresh produce from the markets, going to work and may do all of this by making short trips, changing modes of transportation to get to their various destinations. This way of using transportation for multiple purposes by women is referred to as ‘trip-chaining’. 45There is little information on the comparative mobility experience of transgender and cis-gender46 males and females. Public transport is not accessible for everyone (men and women) because it is only available on the main road. Both men and women have problems regarding their access to the available public transport resources of traveling. However, women’s and men’s experiences with transport differ in terms of their safety, personal security, accessibility and affordability of transport affecting women and girls disproportionally more than men and boys. For example, lack of safe transport options can translate into girls missing schools, women not looking for jobs far away from homes, giving up their jobs or being unable to access health or childcare services.45 When sex and gender are aligned according to societal perceptions as in male, man. Not transgender.Women’s access to travel resources tends to be limited due to lower cash incomes and less decision-making control over household financial resources. Women and girls face harassment, bad attitudes of bus operators, staring of fellow male passengers while travelling in public buses so most of them prefer to travel on taxi or rickshaw. Some of the main causes of women’s low participation in the transport sector can be attributed to cultural barriers, and gender stereotyping, which have a strong influence on the education choices that women and men make, and which see transport positions as a ‘male ‘occupation.In addition to the above, women and transgender people face harassment and issues of personal safety on public transport. They are often subjected to sexual and other forms of violence when using transport services, therefore their perceptions of personal safety go beyond road safety to include risks of stalking, assault and rape. The concept of ‘transmobilities’ is used in an article that looks at the ways gender non-conforming individuals experience a form of mobility that is shaped by a broader cultural system which normalizes violence against gender minorities.47 This term can be used in the context of the present project.Mitigation MeasuresResearch from around the globe indicates that large construction projects, which involve the influx of male workers close to residential areas, can expose women and girls (transgender and young boys) to risks of sexual violence and abuse. Therefore, it is imperative that certain mitigation strategies be in place before the onset of infrastructure construction, although the following suggestions need a follow-up to materialize.Form a Gender Action Committee with concise terms of reference involving relevant stakeholders such as the WDD, CSW, gender experts, relevant people from the Sindh Mass Transit Authority (SMTA) human rights activists, female Police Department of Urban and Infrastructure Engineering (the latter to help create employment opportunities for newly graduates). It is recommended that this group be led by the Gender Specialist of the SMTA’s Project Team, who is currently being recruited, unless SMTA decides otherwise in consultation with the committee members. The functions of the Committee will be determined by the SMTA. The Committee will serve as a sounding board for all key gender matters that the Project will commit to:Make existing helplines more active in order to have readiness for GBV service provision. The Madadgar and CPLC helplines offer some potential that can be tapped into for this project. Especially during the construction phase, these helplines could be strengthened with some support from the Project funds (if need be) to hire more professionals for the call centres who can provide support around the clock with strong referral mechanisms.Regularly monitor the GBV service providers to check their capacity and coverage as some of them might weaken or disappear over time.47 oi=10.1080%2F0966369X.2017.1382451&journalCode=cgpc20Make certain the availability of a GBV-sensitive GRM with multiple channels to initiate a complaint. It should have specific procedures for GBV including confidential reporting with safe and ethical documenting of GBV cases.Incorporate requirements in the Bidding Documents for the contractors to adopt the Code of Conduct that defines obligations of all their staff regarding policies related to GBV, SEA and workplace harassment, and to have it signed by all their staff, as defined in the Standard Procurement Documents.Undertake project stakeholder consultations continuously throughout the project implementation to inform those affected by the project of GBV risks and project activities and to get their feedback on project safeguard issues. The regularity of consultations to be determined in consultation with SMTA.Ensure safety around the project sites prior to civil works commencing: i) have separate, safe and easily accessible facilities for women and men working on the site ii) visibly display signs around the project site that signal to workers and the community that the project site is an area where GBV is prohibited. iii) as appropriate, public spaces around the project grounds should be well-lit.Develop a GBV Action plan putting together all the above actions in a consistent, time bound structure together with Accountability and Response Framework. The details of what is expected to be covered in the framework are outlined in the Bank’s GBV Good Practice Note, referred earlier in this report.Enhancing women’s mobilityIn Karachi, sexual harassment is a high risk for women, especially young women and girls, who use public transport. The Yellow BRT corridor will incorporate features designed to reduce and mitigate the risk of sexual harassment and to encourage use of the BRT by women and minority groups to increase women ridership.Consider a separate section in the Yellow BRT vehicles for women passengers as recommended by women participants in the FGDs and the KIs. Women called for the bus to have a 50/50 partition. The SMTA staff suggested that in order to make maximum use of space, this partition could be collapsible or removable to cater to the influx of passengers. It was also recommended by some people that there should be separate (additional) buses running for women during the peak hours in the morning and evening. This recommendation requires further discussion. Any concessions made for women that are ‘quick win’ approaches involving gender segregation should be paired up with long-term solutions aimed at changing norms around acceptability of harassing women on public transport.Consider allocating seats for the elderly and disabled people. This is something that needs a bit more investigation as the SMTA staff felt that if seats are reserved for the disabled, this can be misused by people who are able-bodied, they suggested having ‘disabled’ included in the CNIC card (identity card) could be one way to ward this misuse. It is recommended that at least 3 seats for the disabled be allocated in each bus.Use the buses to educate the passengers on changing toxic masculine behaviour and stopping violence against women and transgender persons. For instance, if TV screens are installed in the metro bus (and stations while waiting), there could be infomercials and short videos that educate people on GBV. Otherstrategies could involve putting such messages on the bus fare tickets and having big GBV related educational posters displayed at the bus stations as well as inside the buses.Hire female drivers and staff at the bus stations to ward off incidents of violence. In order to protect the female drivers (as well as males), there could be a safety partition between them and the passengers.Train all bus drivers and staff of the BRT line to be more gender sensitive. There could be a bonus or incentive attached to completing such a training or it could be made mandatory as part of their job. All security staff hired by the bus service should be trained as well. Their training could include non-confrontational strategies to intervene when incident happens with quick referrals.Display helpline numbers at all the bus stations and inside the buses and install emergency phones that function without dialling to register quick complaints. Make complaint cells or boxes available in the bus stations.Install security cameras and Passenger Emergency Alarms (PEAs) so that passengers can communicate directly with the operator through PEAs if there are any problems. Assign women guards and staff at all important stops across the network.Improve transit facilities: This means ensuring that there are feeder/transit buses or shuttles that can go inside the crowded settlements and bring women to the main line in the yellow corridor. It is usually the ‘last mile’ (walking from the bus stop to their destination), or the ‘first mile’ (walking from the home to the bus stop) where harassment and violence occurs. Therefore, it is important to conduct a survey of which routes to have the transit facilities on for women to make it easily and hassle free to the main bus line.Enhancing women’s employmentLack of gender-sensitive transport infrastructure and services and lack of women in the sector often reinforce each other. Share of women in the sector as drivers, engineers or leaders remains low. As a result, transport services remain heavily male- dominated, which contributes to women’s voices as transport users not being heard, with often little incentives for transport services to respond to particular needs of women service users. A focus on women’s employment in the sector can help SMTA project a more progressive image that is more representative of its customer base, which may affect riders’ perceptions of transport safety and actual incidence of sexual harassment in public transport as more and more women will start taking up public-facing roles in the sector.SMTA will ensure that women will be provided employment and business opportunities during construction and operation phases and there will be no differential payment between men and women for work of equal value.BRT security staff will be comprised off both male and female staff and they will be trained to protect women from harassment. The Project Team will develop an Anti-harassment Policy for the Project.SMTA will provide job opportunities to women particularly during the operation phase matching their skill set or provide additional training in the required areas of expertise. Efforts will be made to recruit women at all skill levels.SMTA will establish/strengthen links with higher education institution/s,e.g. Department of Urban and Infrastructure Engineering to create a school to employment transition link for female (and male) graduates.SMTA will monitor the Project effects on women during each implementation and operation through relevant sex-disaggregated data collected pursuant to the monitoring and evaluation system referred in the M&E SectionPhysical Cultural ResourcesThere is currently no archaeological or other physical cultural resource sites within the project corridor except Christian Cemetery, a place of religious importance located far from the ROW.Mitigation MeasuresThe following mitigation measures will be observed:The access to cemetery will not be impacted during construction phase.Mitigation measures such as vibration and dust will be taken care of during construction.Cultural resources uncovered during land clearing will handed to traditional authorities to be preserved;SMTA will collaborate with Culture Tourism and Antiquities Department of Govt. of Sindh in identifying and avoiding damage to cultural sites and resources.HIV/AIDs and Community Health and Safety ImpactsThe construction of the BRT will have adverse public health impacts due to dust, noise, pollution, and migration of construction workers into the project area. The transportation of heavy machine and equipment to the project area may cause additional hazards, accidents and human injuries. It is therefore necessary to generate awareness of Community health and safety refers to protecting local communities from hazards or negative health and safety by the project. Project related activities may directly, indirectly or cumulatively change community exposure to hazards. A significant concern with major development projects is the spread of communicable diseases from the workforce to the surrounding communities.To ensure the intensive education on the issues of transmission and prevention of HIV/AIDs as recommended by ILO, SMTA will work in collaboration with the Health Directorate of the Ministry of Health, Sindh to increase education of workers and how to take precautionary measures to protect themselves.SMTA will ensure that the appropriate tools to collect, analyse and organize the information needed to maintain a safe and healthy working environment are made available and used in the workplace. Highlights of the principles to be followed by workers are set out below, based on ILO and World Bank Group’s Environmental, Health, and Safety Guidelines:Mitigation MeasuresSMTA will ensure the following mitigation measures:Ensure to assess the health risks and potential impacts on the safety of affected communities during the design, construction, operation, and decommissioning of the Project.Establish preventive measures and plans to address them in a manner commensurate with the identified risks and impacts. These measures will favour the prevention or avoidance of risks and impacts over their minimization and reduction.Assess potential exposure to both accidental and natural hazards, especially where the structural elements of the project are accessible to members of the affected community or where their failure could result in injury to the community.Ensure that the Project avoid or minimize the exacerbation of impacts caused by natural or man-made hazards. SMTA will ensure that the Project is gender- sensitive and consider how women’s and children’s health and safety could be particularly at risk.SMTA will ensure in collaboration with appropriate and relevant authorities and third parties, to be prepared to respond to accidental and emergency situations in a manner appropriate to prevent and mitigate any harm to people. This preparation will include the identification of areas where accidents and emergency situations may occur, communities and individuals that may be impacted, response procedures, provision of equipment and resources, designation of responsibilities, communication, and periodic training to ensure effective response.SMTA will consider the differential impacts of emergency situations on women and men, the elderly, children, disabled people, and potentially marginalized groups, and strengthen the participation of women in decision-making processes on emergency preparedness and response strategies.Prevention and treatment guidelines on HIV/AIDS for community/workplace will be prepared;HIV/AIDS prevention clauses will be incorporated into works contracts;There should be no discrimination or stigma against workers on the basis of real or perceived HIV status;Refusal of employment or dismissal should not be based on HIV status, nevertheless testing for HIV should be carried out as specified in the code;Due care and confidentiality will be exercised in handling information on HIV status of workers bound by the rules of confidentiality set out in existing ILO instrument; andPrevention programs on HIV by contractors will include education and information provision, peer counselling, condom use promotion and distribution, and facilitation of voluntary counselling and testing and support for behavioural change.SOCIAL MANAGEMENT PLANIntroductionA Social Management Plan (SMP) has been developed to ensure that the Yellow BRT Corridor Project (the Project) is implemented in a socially acceptable manner. The SMP guides to manage social issues covering the construction, operation and decommissioning phases of the BRT Project. It includes implementation arrangement and a monitoring plan with a list of recommendations that specify possible mitigation measures to maximize the positive effect and minimize adverse effects of the construction and operations phase.The SMP is consistent with WB operational policies and provincial legislations. Its objectives and principles describe mitigation and performance improvement measures and actions that address the identified social risks and impacts of the Project on communities. The management plan took into account the engagement with the key stakeholders, transport service users and communities living in the area of influence.The SMP sets out a systematic response by SMTA to managing and mitigating social issues, concerns and impacts. The SMP should be reviewed in conjunction with the Compensation & Livelihood Rehabilitation Plan developed during the SA process. The SMP provides a high-level summary of social issues and mitigation measures to be monitored in meeting and securing desired social objectives of the Project.Purpose and Objectives227 The purpose of the SMP articulates a clear set of actions and responsibilities for the management of social impacts affecting communities in the operations’ area of influence. It is a living document that will be amended and updated as circumstances change, and knowledge is gained.228 The primary objectives of the SMP are to:Identify and assess nature of social impacts, nature and number of beneficiaries potentially affected by the proposed project;Identify mitigation measures to prevent, minimize, mitigate or compensate for adverse social impacts.Develop enhancement measures to improve subproject social performance.Develop a mechanism for project-level grievance redress mechanism.Evaluate engagement activities to identify successes, areas for improvement and provide the basis for future engagement activities;Detail priority issues and impacts that need to be managed; andOutline the management and monitoring measures planned to improve social performance.229 A SMP is necessary for adequate management of these social impacts in order to promote positive outcomes and decrease or minimize the adverse impacts that may arise. The SMP predicts and plans responses for certain common and specific social impacts that may occur throughout the operations activities for the Project.Proposed Management PlansThe project activities proposed at the pre-construction, construction, operations and decommissioning phases are analysed and planned within the national and international standards using the above parameters and generate appropriate mitigation measures which then feed into the social management system.The key impacts include loss of income from vending within the right of way, access to livelihood activities within the ROW and income loss; impacts on bus operators; increased pressure on local and services as a result of influx; social unrest due to conflicts between work seekers and land occupants. Detailed description of all proposed social mitigation measures that are needed based on risks arising out of the Project, the type of activity undertaken or actions during construction such as implementing livelihood restoration measures. SMP shall cover the following plans:Compensation & Livelihood Rehabilitation Plan232 In order to offset livelihood access and lost business/income issues, a separate C&LRP has been prepared and will be implemented prior to the commencement of the construction work. Please refer the C&LRP document for details.Social Management Plan (SMP)233 Based on the impact and risk assessment, a SMP has been prepared to summarize key impacts, mitigation measures, allocating of responsibility and cost in the following Table 5.Table 5: Social Management PlanImpacts and RisksMitigation MeasuresResponsibilityCostIncome losses of vendorsA separate compensation and livelihood rehabilitation plan was preparedSMTAImpacts on the Public UtilitiesSMTA will contact all relevant local authorities for utilities and affected people to plan re-provision of power, water supply, drainage, telecommunication and other affected systems;SMTA will relocate and reconnect utilities well ahead of start of construction works and coordinate with the relevant utility companies for relocation and reconnection;Inform potentially affected communities well in advanceIf utilities are accidentally damaged during construction, it shall be reported to the SMTA and utility authority, and repairs will be arranged immediately at the contractor’s expense.Project costImpacts and RisksMitigation MeasuresResponsibilityCostThe Project Team will conduct an extensive public information campaign and inform the public about any disruptions, in advance, and their relocation/repair will be ensured in shortest possible time.Potential impacts on parking areas in narrower sectionsRevise the technical pertinence of the detailed engineering design proposed for the BRT corridor in Future Colony towards Dawood Chowrangi’s Depot through: i) rerouting of heavy trucks; ii) elevation of existing road for heavy vehicle traffic diversion; iii) construction of separator between walkway and motor vehicle lanesSMTA needs to develop a parking policy for the BRT corridor to provide parking facility to the public for the safe and organized parking of their vehicles along the BRT to avoid traffic congestion and other hazards.Enforcement from the relevant authorities must be ensured to avoid ROW to be invaded and/or used for illegal parking.SMTA/Design consultantIncluded in the constructionRestriction of access and mobility during constructionConstruction activities will be carried out segment by segment.Contractors will keep community members apprised of construction schedules in readily accessible public locations as well as on the SMTA website.Seek consultation with communities when developing construction plansA traffic management plan will be prepared for this purpose.Contractor/ supervision engineerContractor will coverTemporary use of landThe Contractor will directly negotiate with the respective land owners to agree on terms and conditions of leasing arrangement for temporary occupation of land and accordingly a lease agreement can be signed between the contractor and the respective land owners.The temporary occupation term will not exceed three years and the land owners will be provided with the agreed lease money and incidental land restoration costs to restore the land to its original use.ContractorConstruction costImpacts and RisksMitigation MeasuresResponsibilityCostBusiness losses of bus operatorsCensus survey of bus operator one year prior to constructionConsultations with all people affected, including owners, drivers, conductors, and terminal managers on potential impacts mitigation measuresDevelop mitigation measures, which may include rerouting, providing job opportunities in BRT operation, compensation for business loss, purchase of discarded buses.Skill trainingSMTA$6 million allocated but the exact amount is to be determinedWomen’s Mobility, Employment and safety (GBV)Form a Gender Action Committee involving relevant stakeholdersConduct project stakeholder consultations throughout project implementationSMTA to ensure to hire 20% female operational staff during BRT operations with no gender pay gapInclude code of conduct in bidding documentTraining on GBV awareness to BRT operational staff.Conduct media campaign to raise awareness among BRT staff, passengers on GBV including sexual harassmentDisseminate information across all buses on helplines operated by Women Development Department, Provincial Commission on the Status of Women and NGOs (Madadagar etc.) to report cases of GBV including sexual harassmentDisseminate GBV service providers contact informationPut in place GBV sensitive GRMConsider separate sections for male and female passengersProvide feeder routes in order for women to have easy access to BRT services through careful development of BRT operation planProvide emergency service facilities, such as CCTVProvide security services in stations as neededDevelop worker camp management planBRT operator Contractor and SMTAThe monitoring cost by SMTA is roughly$3000 on monthly basisThe other costs will be covered by Operators.Impacts and RisksMitigation MeasuresResponsibilityCostDevelop an app to report cases of sexual harassment on busesMonitoring (including project effects on women during implementation)Impacts on cultural resourcesThe access to cemetery as well as vibration and dust will be taken care of during construction.Cultural resources uncovered during land clearing will handed to traditional authorities to be preserved;SMTA will collaborate with Culture Tourism and Antiquities Department of Govt. of Sindh in identifying and avoiding damage to cultural sites and resources.Refer to Chance Find ProceduresSMTA,Contractor, and Cultural Heritage Department of GovernmentTo be determined if foundHIV/AIDSand communities Health & SafetyPrevention and treatment guidelines on HIV/AIDS for community/workplace will be prepared;HIV/AIDS prevention clauses will be incorporated into works contracts;There should be no discrimination or stigma against workers based on real or perceived HIV status;Refusal of employment or dismissal should not be based on HIV status, nevertheless testing for HIV should be carried out as specified in the code;Due care and confidentiality will be exercised in handling information on HIV status of workers bound by the rules of confidentiality set out in existing ILO instrument; andPrevention programs on HIV by contractors will include education and information provision, peer counselling, condom use promotion and distribution, and facilitation of voluntary counselling and testing and support for behavioural change.SMTA,Department of Health, Contractor, BRT operatorSTAKEHOLDER CONSULTATION AND INFORMATION DISCLOSUREIntroductionPlanning effective and sustainable infrastructure investments requires an understanding of the needs and preferences of a wide range of stakeholders to ensure public ownership and support. Such intervention should proceed after stakeholders including communities have indicated their broad support for it. The purpose of public consultation is to ensure that the views, interests and concerns of project stakeholders are taken into account in the assessment of the potential impacts of the project as well as in project decisions, particularly in the design of mitigation measures.The objectives of consultation are:To fully share key information about the project with the PAPs;To obtain information about the needs and proposed priorities of the affected people, as well as information about their reactions/feedback to activities during implementation of the Project;To ensure transparency in all activities related to rehabilitation/improvement and livelihood restoration for affected communities.Stakeholder Identification and AnalysisThe purpose of the stakeholder identification and analysis was to clarify who should be involved in the consultation process and have an interest in or might influence the project. The process of selecting stakeholders was kept transparent and all stakeholders were provided with equal opportunity to engage and contribute to outcomes. Particular attention was given to include low-income communities, women and other marginalized groups.The range of stakeholders involved in Project consultations included the following.People adversely affected, including vendors within the right of wayPersons who will be affected by loss of parking spaces within the right of way,Current public transportation service providers (bus owners, drivers, operators), taxi drivers and so on.Project beneficiaries, mainly the public transportation users. These group of people can sub divided into, women, men, youth, disabled, elderly.Institutional stakeholders-NGOs, academia and Government DepartmentsSummary of Consultation with StakeholdersStakeholders are groups or individuals that can affect or take affect from a project’s outcome. Affected communities include population that is likely to be affected by the Project activities. Consultations with the Project stakeholders were undertaken during the second and third week of February 2019. Consultation were conducted in representative number of public transport users, informal vendors, bus operator, communities and institutions while ensuring that people from various segments of the society participate in the consultation and to ensure proper coverage of possible stakeholder concerns. Consultations werecarried out through focused group discussions, individual interview, key informants’ interviews and transportation users’ survey. 120 male individuals and 74 female individuals attended focused group discussions. In addition, 80 male and 80 female users are covered by the quantitative users survey.Details of the stakeholders consulted are shown in Table 10. The key concerns emerged from consultations are summarized below. Photographs of the consultations are included in Figure 18.Table 6: Stakeholders ConsultedNo.MenWomenInstitutions1.NumaishMansehra ColonyWomen Development Department2.Kala pullKala PulCommission on the Status of Women (Sindh)3.Nasir ColonySinger ChowrangiAurat Foundation4.Dawood ChowrangiDawood ChowrangiNational Commission on Human Rights (NCHR)5.Awami ColonyKPT InterchangeLawers for Human Rights and Legal Aid (LHRLA)6.Allah Daad GothAllah Wala TownLegal Rights Forum (LRF)7.Zia ColonyNoorani ChowrangiHuman Rights Commission of Pakistan (HRCP)8.Mehran TownChamra Chowrangi/Shaan ChowrangiUrban Resource Center (URC)9.Azam TownExperts on Urban Planning and Architecture of NED University10.Shafi Goth11.Future Colony12.Gold Mart Shopping CenterIssues and Concerns ExpressedThe community and institutional representative raised several issues and gave various pertinent comments. A summary of the key concerns of the consultations are given below:Table 7: Summary Consultation with Male PAPsS. No.VenueDateNo of Participant1Numaish09/2/201982Kala Pull09/2/2019103Nasir Colony09/2/2019134Dawood Chowrangi10/2/201975Awami Colony10/2/201921S. No.VenueDateNo of Participant6Allah Daad Goth10/2/2019187Zia Colony10/2/2019178Mehran Town10/2/201989Azam Town10/2/20191410Sharfi Goth11/2/201722Concerns Emerged from consultations with menBRT is badly needed in the extending populated area. Many people have to change several buses to reach their destinations. BRT will ease the life of the local people.If anyone is losing their property/assets due to the Project activities, adequate compensation should be provided to them.There may be noise and disturbance during construction. Noise disturbance should be minimized.Construction activities may increase dust in the area and the local people may get sick.The public transport problem in the city has aggravated dramatically over the years and has now become the most serious one being faced by the citizen of Karachi at the moment.The Project authorities will not follow mitigation measures proposed for the project.The locals should be given employment opportunities in the project.The project management of the Project should ensure that the health and livelihoods of the locals are not be affected by the project.Fares should be economical, so poor people can travel easily.The BRT should not be overcrowded.Due to BRT, the roads will be blocked. Overhead bridges should be constructed to cross the roads.The BRT stations should be closer to the colonies, so people can on board easily.There should be a separate compartment for ladies in BRT.Roads are not paved and carpeted. Due to unpaved roads, dust pollution is increasing.Roads should be black top before the implementation of BRT Project.The existing buses are uncomfortable and overcrowded. There should be separate section for ladies and old age people.Congestion is increasing due to the conversion of various roads from residential to high density commercial land-use. Existing buses are overcrowded. We hope that due to BRT people will reach their destination on time.Existing buses are running on diesel and causes air pollution. The BRT will help in minimizing the air pollution.Parking areas should be constructed at every BRT station, so people can park their vehicles at BRT station to travel further on BRT.People are not happy with the existing transportation system and are compelled to use bikes and local overcrowded buses.The staff of the existing buses does not have manners and misbehaved with riders.High tensions overhead electric wires might cause problems in construction of BRT.Detail provide as Annex IV.Figure 18: Photographs of Men ConsultationConsultation at NumaishConsultation at Kala PulConsultation at Nasir Colony 1Consultation at Nasir Colony 2Consultation at Dawood ChorwanigConsultation at Awami ColonyConsultation at Allah Daad GothConsultation at Zia ColonyConsultation at Mehran TownConsultation at Azam TownConsultation at Sharafi GothConsultation at Future ColonyConcerns Emerged from consultations with womenTable 8: Summary Consultation with Female PAPsS. No.VenueDateParticipants1Mansehra Colony08/2/201982Kala Pull08/2/2019123Singer Chowrangi08/2/201984Dawood Chowrangi09/2/201985KPT Interchange10/2/2019116Allah Wala Town09/2/20198S. No.VenueDateParticipants7Noorani Chowrangi10/2/201998Shan Chowrangi10/2/2019129Transgender101/2/20179The quality of the current transport was substandard as the buses were very old with many technical faults.There should be a separate section in the Yellow BRT vehicles for women passengers. It is also suggested by some people that there should be separate (additional) buses running for women during the peak hours in the morning and evening.There should be some feeder/transit buses or shuttles that can go inside the crowded settlements and bring women to the main line in the yellow corridor.The BRT will be beneficial for elder people and women.Existing buses are overcrowded and uncomfortable.Those who do not own any vehicle are the real sufferers. Students, office workers and other people use public transport to reach their destination face difficulties irrespective of age and gender.Women are not happy with the existing transportation system and are compelled to use overcrowded buses.Fares should be economical, so poor women and elderly people can easily afford.The drivers of the buses are usually operated by reckless drivers who do not follow the rules of the road, endangering many.It is the responsibility of the government to provide citizens economical and appropriate transport facilities so that they can reach to their desired destination easily and safely.The BRT will be beneficial for women, if fares are affordable.Employment opportunities should be provided to the local peopleThe BRT will be beneficial for poor people especially for ladies and children.People must pay huge amount of fares by travelling in autos and taxis. This problem is not reducing instead it is increasing day by day in KarachiLadies and elder people compartment should be separated from male compartment.The Transportation system will be improved due to BRT project.Women hope that their family members will get jobs in BRT Project during construction and operational phase.The BRT would be beneficial, if fares are affordable.The BRT should have designated stops. The stops should be closer to the communities.To safely cross the roads, bridges should be constructed.The BRT buses should not be overcrowded, and some seats should be reserved for old age people.The buses could be used to educate the passengers on changing toxic masculine behaviour, stopping violence against women and transgender persons.In order to recruit and retain women and transgender persons in all levels of the project, it is important to set aside a certain quota as a positive discrimination measure.Suggestions were also made to hire female and transgender drivers and staff at the bus stations to avoid incidents of violence.Discussion with Transgender peopleA separate FGD was held with transgender people to understand their specific needs in relation to trans-mobility. The main issues faced by them was of harassment when they rode public buses, if they sat in the male section they were ridiculed and told to go the female section and when they went to the female section, they were asked to leave. Not having any designated place for them caused major issues and embarrassment for them. In case of harassment, no one defended them as they would if a ‘woman’ was harassed. They felt no one liked to sit next to them.‘When some man or woman is being harassed we will interfere and do something about it, but when someone harasses us, people like to watch the tamasha (show).’- Transgender, GIA FGDTransgender people who beg or belong to the low socio- economic stratum used public transport with the daily fare coming to Rs. 120. Others from a slightly better economic class used Careem and Uber for discretion and safety, paying more than 15 thousand per month. Some of them used auto rickshaw to avoid harassment, which was more expensive than the public bus, however, the driver usually refused to give them a ride for fear of losing othercustomers who did not want to sit next to transgender people. They shared some suggestions to improve the transport system, which are included in the next section on recommendationsDetailed women consultation provided as Annex-V.Figure 19: Photographs of Women ConsultationWomen Consultation at Kala PullWomen Consultation at Mansehra ColonyWomen Consultation at Shan ChowrangiConsultation with TransgenderConcerns Emerged from Institutional StakeholdersThe Women Development Department (WDD) expressed their enthusiasm for becoming a part of the Yellow BRT project.The Women Development Department (WDD) has expressed interest for the WDD to have a role in stopping sexual harassment against women in the context of this project.The Commission on the Status of Women (CSW) would be happy if they can be a part of BRT.The Commission on the Status of Women (CSW) recommended to make a committee of stakeholders that can be involved in the unfolding of the Yellow BRT project from a gender perspective so that appropriate mitigating measures for violence against women can be developed in a synergistic manner.There should be some quota for women employment in BRT ProjectThere should be separate compartment for ladies in BRT.BRT is a good initiative and it should have been started earlier.It is necessary that a Gender Action Committee with concise terms of references is formed involving important stakeholders. The main function of such a committee would be to act as a watchdog with advisory and mitigating functions with regard to gender related aspects.The BRT stops should be closer to the communities, so the people can get the bus easilyIf fares are not economical, then it might not be beneficial for poor people.There should be a separate section in the Yellow BRT vehicles for women passengers.In order to make maximum use of space, the partition could be collapsible or removable to cater to the influx of passengers, if needed.There should be separate (additional) buses for women during the peak hours in the morning and evening to cater the need of women.All bus drivers and staff of the BRT should be trained to be more gender sensitive. All security staff hired by the bus service should be trained as well.There should be some employment opportunities in BRT Project.Helpline numbers should be displayed at all the bus stations and inside the buses and emergency phones should be installed that function without dialling to registerquick complaints. Complaint cells or boxes should also be available in the bus stations.BRT Project is a good initiative and it should be started at the earliest.The BRT Project will be the turning point of Karachi as it will play a key role in Karachi transportation system.The shortage of public transport widens the gap between the public demand and the availability of buses on the roads. BRT will be a gift for the people of Karachi.The allocation of less space for women in public buses causes seating problems for women and they often have to sit right next to the bus driver. In BRT there should be separate section for women.The problems of public transport are increasing and becoming headache for the public and especially a torture for the women and old people.Most of the people of Karachi depend on the buses, mini buses and coaches as many of them do not have their personal cars and bikes and the fares of taxis and rickshaws are not affordable for them. The BRT is a good initiative as it will ease the life of people.Most of the time, the buses are loaded with more-than-capacity passengers, and the passengers are forced to cling to the doors or perch on the roofs of the buses to take a ride. We hope that in BRT the passengers would not allow to cling to the doors or perch on the roofs.It is the responsibility of the government to provide citizens economical and appropriate transport facilities so that they can reach to their desired destination easily and safely.Transport has always been a major problem for the citizens of Karachi. Most of the people of Karachi depend on the unreliable, poorly maintained and outdated public transport such as buses. The BRT will be a gift for the people of Karachi.Detailed institutions consultation provided as Annex-VI.Table 9: Institutional StakeholdersNameDesignationOrganizationZia Ahmed AwanAdvocate Supreme court of PakistanLawyers for Human Rights and Legal AidMaheen SalmanVice PresidentKorangi Association of Trade and IndustryNuzhat ShirinChairpersonSindh Commission on the Status of WomenMuhammad AtherManaging DirectorSindh Mass Transit AuthorityAbdul AzizDirectorSindh Mass Transit CellMalik Tahir IqbalExecutive DirectorLegal Rights ForumNida TanweerProgram OfficerHuman Rights Commission of PakistanMuhammad Zubair ChhayaChairman and CEOKite Development and Management Company, Project of Ministry of Industries, Govt. of SindhMasood NaqiDirectorManufacturers and Exporters of Readymade GarmentsMussrat JabeenWDD DirectorWomen Development DirectorNameDesignationOrganizationDr Saeed Ud DinAssistant ProfessorDAP, NEDUETMansoor RazaLecturer Development StudiesNED University of Engineering and TechnologyAbdul HayeeComplaint ManagerHuman Rights Commission of PakistanZahid FarooqJoint DirectorUrban Resource CentreMahnaz RehmanResident DirectorAurat FoundationFigure 20: Photographs of Institutional ConsultationConsultations with Bus OperatorsLimited consultations were held with bus operators including owners, drivers, conductors, and terminal managers on potential BRT impacts on their businesses. They were concerned that due to BRT they will lose their businesses. The suggestions came from them during consultation were option of re-routing their vehicles with the permission from the Sindh Government, providing job opportunities and purchase of discarded buses and skill training.SA&SMP and C&LRP Disclosure Public Consultation MeetingSMTA organized a public consultation meeting in Karachi following the disclosure of the SA & SMP and C&LRP of KUMP. The meeting was held in the Marriot hotel on April 18, 2019. Director, Technical welcomed the participants on the behalf of SMTA. Participants from government, private organizations and academia appreciated the efforts of the government for the proposed project to be financed by the WB.Social Safeguard Consultant gave PowerPoint presentation and highlighted the salient features of SA & SMP and C&LRP documents prepared by the SMTA. The Consultant explained the salient features of the Project, potential social risks and impacts and proposed mitigation measures. He also highlighted social risks, impacts and mitigation measures.Participants shared their concerns related to the delayed implementation of projects and affordability of the tariff. They suggest that the bus fare should be subsidized and those who will be impacted should be timely compensated. Local people should be preferred forthe job opportunities. Universal access should be ensured, and feeder bused should be made available for the commuters.INSTITUTIONAL ARRANGMENTSOverview249 The compensation livelihood rehabilitation activities described in this SMP involved distinct roles, functions, processes as well as various agencies. The role and responsibilities of these agencies involved at different levels are discussed below.SMTASMTA is the owner of the Project and will be mainly responsible for the Project execution and delivery of safeguards management following provisions in a manner consistent with the World Bank policy principals and national legal framework. Besides, it will engage supervisory consultants and the Project Team for assisting SMTA in implementation and monitoring of the safeguard documents including the SMP with World Bank approval. It will ensure that all project activities and mitigation measures are carried out satisfactorily before the disbursement of funds for construction work to commence.11.2.1 Project TeamAt Project level, SMTA will exercise its functions through the Project Team which will be responsible for the implementation of the SMP under the Project. The Project Team will be housed in the main SMTA’s DG Office and will be responsible for execution of the social and environment aspects of the project and streamline the safeguards related tasks of different subproject headed by the Project Director (PD). The PD will be responsible for implementing the safeguards instruments for BRT Project and for maintaining regular contact with local community and authorities. The proposed composition of the Project Team is provided below:Social Development SpecialistGender Development SpecialistCommunication SpecialistEnvironment SpecialistThe TORs of the social and gender development officers are provided as Annex VII and VIII.The Project Team is responsible to ensure compliance with the national as well as WBG environmental and social safeguard requirements including implementation of SMP under the guidance of the Project Director.The Project Team will serve as an essential role for providing technical backstopping with regards to safeguards management for BRT Project and has the overall responsibility for planning, implementation and supervision of safeguard functions described in this SMP prepared for the Yellow BRT Corridor project.The Project Team will keep a close liaison with the World Bank safeguards team to seek clarity and guidance on safeguards requirements of the program and will oversee the supervisory consultants for preparation of safeguard documents. The Team will ensure quality of safeguards documents prepared by the consultants and shall endorse allsafeguards related documents to World Bank for review, clearance and disclosure. The role of Project Team will include.Coordinate with the provincial governments, TMDT and Planning & Development Department;Coordinate with the supervisory consultants and keep an oversight to facilitate them during the implementation of SMP and consultations with PAPs during the construction phase. This is to ensure consistency of approach and avoid variation in information obtained and given and to address issues immediately as they arise on site;Coordinate with line departments and units in SMTA to streamline safeguard planning activitiesInternally review the SMP (draft/updated), coordinate with World Bank in review and approval process, and ensure timely disclosure of approved SMP on SMTA Website and translation of Summary SMP in local language for disclosure to PAPs;Review of SMP implementation progress and ensure timely preparation of quality monitoring reports. The monitoring reports will be internally reviewed to ensure quality final reports are shared with World Bank for review and approval.Ensure timely disclosure of monitoring reports at easily accessible places.GRIEVANCE REDRESS MECHANISM (GRM)OverviewThe project level Grievance Redress Mechanism (GRM) will be set up for the Project to address grievances arising from stakeholders. This SMP determines the structure, roles and functions of the GRM, through grievances arising due to social impacts can be addressed at the Project level.The purpose of the GRM with is to receive, review and resolve grievances from economically displaced persons and communities thereby, facilitate the fair implementation of this SMP.The GRM will be set up with a two-tiered structure; one at field level enabling immediate local responses to grievances and another at the Project level for addressing more difficult cases not resolved at the local munities including PAPs will be fully informed of their rights and of the procedures for addressing complaints whether verbally or in writing. Care will always be taken to prevent grievances rather than going through a redress process. This can be done through careful SMP implementation by ensuring full participation and consultation with the stakeholders and PAPs, and by establishing extensive communication and coordination between the community, the Contractor and the Project Team.The GRM will include channels to receive complaints on Gender-Based Violence (GBV), procedures on confidential reporting and safe and ethical documentation and referral and resolution of GBV cases to existing service providers.Grievance Redress CommitteeEfficient Grievance redress mechanism will be developed to assist the PAPs resolve their queries and complaints. Grievances of PAPs will be first brought to the attention of Project Team. Grievances not redressed by the Project Team (field level) will be brought to the Grievance Redress Committee (GRC). The composition of the proposed GRC will have representatives from PAPs, Project Team, Supervisory Consultants and Contractor.The main responsibilities of the GRC are to: (i) provide support to PAPs on problems arising from compensation and rehabilitation assistance. (ii) record DP grievances, categorize, and prioritize grievances and resolve them; (iii) immediately inform the PD of serious cases; and (iv) report to PAPs on developments regarding their grievances and decisions of the GRC. Other than disputes relating to ownership rights under the court of law, GRC will review grievances involving all resettlement benefits, compensation, replacement cost and other assistance.When any grievance is brought to the field level staff, it should be resolved within 15 days from the date of complaint. The GRC will meet every month (if grievances are brought to the Committee), determine the merit of each grievance, and resolve grievances within three weeks (21 days) of receiving the complaint. Records will be kept of all grievances received including: contact details of complainant, date the complaint wasreceived, nature of grievance, agreed corrective actions and the date these were effected, and final outcome. The GRC will continue to function during the life of the Project.The grievance redress committee will include Project Director as convener, the Social Development Specialist and Gender Specialist, a senior safeguard specialist from supervisory consultant and a member nominated from PAPs. While at local level grievances first assisted and supported through staff from contractor and supervisory consultants before referring to the GRC.Any complaints unresolved at local level by contractor and NGOs will be forwarded to the GRC. The complaints received will be properly recorded and documented at PD Office by a designated staff in the Complaint Register. The information recorded in the Register will include date of the complaint, particulars of the complainant, description of the grievance, actions/steps taken/to be taken to resolve the complaint at village level, the person responsible to take the action, follow up requirements and the target date for the implementation of the mitigation measure. The register will also record the actual measures taken to mitigate these concerns. The aggrieved PAP will be kept informed about the actions on his complaint.If the grievance redress mechanism fails to satisfy the aggrieved PAP, he/she can submit the case to the appropriate court of law as set out in sections 18 to 22 of the LAA (1894).The Grievance Redress Process is provided in the Figure 21.PAPsLocal level/ ContractorsGrievance AddressedNot AddressedProject Team, NGOsNot AddressedGRCGrievance AddressedNot AddressedGrievance ResolvedCourt of LawFigure 21: The Process of Grievance RedressFINANCING, BUDGET AND IMPLEMENTATIONSMP Cost estimation and BudgetingThe SMP is considered as an integral component of project costs and will be accordingly estimated and included in the project PC-1 to ensure adequate funds are made available. The budget of the SMP will cover among others, activities ensuring the implementation of the SMP including rehabilitation and income restoration measures. The SMP will also cover the Project Team salaries for the estimated three years of the project duration as well as Third Party Validation costs. The SMTA will allocate sufficient budget to cover training costs of both PAPs and project staff as well as contractors.The allocation and provision of the financial resource from the project costs is responsibility of the SMTA including freeing ROW from encumbrances, payment of compensation and implementation of income restoration measures. The SMTA can request World Bank to consider financing livelihood rehabilitation and income restoration component of the SMP.The total indicative SMP cost estimates including rehabilitation assistance is estimated to be USD 6.55 million). The following Table 10 shows the costs of each item and summarizes the total budget of this SMP.Table 10: Proposed Indicative C&LRP and SMP BudgetSr.No.DescriptionQuantityRate (PKR)Total Cost (US$ in Million)1C&LRP0.272SMP6.623Training, Capacity Building310,0000.034Third- Party Monitoring310.0000.03Total in US$6.95SMTA will ensure that (a) the ROW required for the Project under the Investment is made available in a timely manner; (b) compensation at rehabilitation assistance is provided prior to the award of relevant civil works contracts; and (c) Compensation is carried out in accordance with the SMP agreed upon between SMTA and WB, the relevant national and local policies on resettlement and rehabilitation, and WB OP 4.12. The SMP will be updated in line with the detailed engineering design and prior to the award of civil works contracts. Similarly, revised SMP based on detailed design will also be provided to WB approval prior to the award of related civil works contracts.SMP Implementation Schedule and Commencement of WorksThe SMP implementation schedule will be based on readiness level of the Yellow BRT Corridor Project final design and commencement of the construction work. In line with the principles laid down in this SMP, SMTA with assistance from the Project Team preparea detailed implementation schedule indicating the sequence and time frame of activities under in different phases and SMP implementation timelines synchronized with the construction schedule for the Project.Nonetheless, the commencement of civil works for the Project or any of its section with social impacts will be conditional upon full implementation of the SMTA endorsed and World Bank cleared SMP which will be spelled out in the project/ loan covenants to ensure OP 4.12 requirements are fully complied with. The implementation schedule is provided in Figure 22.Figure 22: SMP Implementation ScheduleActivityTime lineYear 1Year 2Year 3Q 1Q2Q3Q 4Q1Q2Q3Q4Q1Q2Q3Q4A: Preparation, review and disclosure of MPSocial Impact AssessmentStakeholder ConsultationPreparation of draft SMPDraft SMP approved by World BankSMP DisclosureFinal SMP Approved by WBB: Implementation and Monitoring of World BankInstitutional Arrangements within SMTAProject Team hired d and FunctionalGRM EstablishedIssuance of Notices to PAPs for submission of their claimsCompensation for Lost assets to PAPsAward of Civil Works ContractROW possession and handling to contractorC: SMP Implementation Monitoring and ReportingInternal Monitoring and submission of QPR to World BankSubmission of bi-Annual External Monitoring Reports to World BankMONITORING, EVALUATION AND REPORTINGOverviewSuccessful implementation of a resettlement action plan depends on good resettlement management, close monitoring, and effective supervision. This enables the executing agency to make timely adjustments in implementation arrangements and take appropriate corrective measures during project implementation. It is therefore important that the adequate resources are made available and monitoring of SMP is integrated into the project’s planning and management processes.The major objectives of monitoring and evaluation are to:(i) ascertain whether activities are progressing as per schedule and the specified timelines are being met; (ii) assess if compensation, rehabilitation measures are sufficient; (iii) identify problems or potential issues; (iv) identify methods and corrective actions to rapidly mitigate any problems and (v) ensure that SA/SMP objectives are met with and the standards of living of PAPs are restored or improved.Monitoring will involve (i) compliance monitoring through internal and external monitoring to ensure that implementation is on schedule and problems are dealt with on a timely basis; (ii) The social impacts monitoring of the project and whether PAPs are able to restore and preferably improve their pre-project living standards, incomes, and productive capacity utilizing baseline information established through the socio-economic survey undertaken during project preparation; and (iii) overall monitoring to assess status of PAPs.The SMP tasks will be monitored internally and externally. Regular monitoring of SMP implementation activities will be carried out internally by the Project Team. The Project Team will provide World Bank with an effective basis for assessing rehabilitation progress and identifying potential difficulties and problems related to scope, the Project’s risks and impacts.Internal MonitoringSMP implementation and management activities for the Project will be subject to internal monitoring. Internal monitoring will include day to day tracking progress about C&LRP planning and implementation activities including compensation payment progress, consultation and community feedback campaigns launched, rehabilitation and income restoration measures implemented, community concerns and grievances recorded and resolved, and corrective actions implemented etc. Close monitoring of SMP implementation progress will assist to identify and resolve the impediments and ensure timely delivery of compensation and resolution of matter of concerns for PAPs and other stakeholders. The scope of monitoring will include: (i) compliance with the agreed policies and procedures for livelihood and rehabilitation assistance; (ii) prompt approval, allocation and disbursement of compensation payments to PAPs, including if necessary, supplemental compensation for additional and/or unforeseen losses; and, (iii) remedial actions, as required.The Project Team will be responsible for internal monitoring and share SA/SMP implementation progress and periodic monitoring reports with the SMTA and the World Bank. The census of PAPs and inventory of losses will constitute a base line for monitoring of SMP’s progress and at Project Team level.External MonitoringSMTA will procure the services of an Independent Monitoring Specialist (IMS) to check whether the implementation of the C&LRP complies with this framework of OP 4.12. The scope of work of the IMS will include the following task:Assess overall compliance with C&LRP commitments and OP 4.12To measure the extent to which Project affected people's livelihood are being restored or enhanced;To gather their opinions on compensation and rehabilitation assistance process and grievance management.Review if entitlements are delivered in time and, if not, whether delays are justifiable; for affected households to help offset the impacts of temporary income losses.Review internal monitoring and reporting procedures to ascertain whether these are being undertaken in conformance with the SMP.Review internal monitoring records as a basis for identifying any potential areas of non-compliance, any recurrent problems, or potentially disadvantaged groups or households.Review grievance records for evidence of significant non-compliance or recurrent poor performance in resettlement implementation or grievance management;Assess the vulnerable people screening, tracking and assistance systems, related records, and performance to determine compliance with this pare actual progress with initial scheduleSMTA through Project Team will engage the services of an independent agency or consultant, not associated with project implementation, to undertake external monitoring and evaluation of the C&LRP. The IMA will carry out external monitoring and report monitoring results to SMTA and World Bank through semi-annual monitoring reports or with a frequency as agreed with WB. The external monitor will monitor and verify SA/SMP implementation progress and assess the achievement of SA/SMP objectives and compliance with World Bank’s safeguards requirement’s through review of SA/SMP implementation progress reports, periodic internal monitoring reports and through, consultations with the PAPs and other stakeholders and impact assessment based on filed surveys. The key tasks of the external monitor will include:Review and verify internal monitoring reports prepared by Project Team;Validate the RP implementation progress reported in internal monitoring reports (IMRs) and assess the achieved level of SMP implementation progress, issues impeding SA/SMP implementation and actions required to improve the safeguards management;Review and assessment of compensation, relocation, rehabilitation and income restoration measures provided in the SMP and establish bench mark indicators for assessment and evaluation of level to which the SMP objectives are accomplished.Review baseline information on socio-economic assessment, census and inventory of losses of pre-displaced persons and establish bench mark indicatorsfor impact assessment through formal and informal surveys with the affected persons;Consult PAPs, officials, community leaders and assess level of information dissemination activities implemented, awareness and access level of PAPs and communities to project based grievance redress and complaints handling systems;Assess resettlement efficiency, effectiveness, impact and sustainability, drawing lessons for future resettlement policy formulation and planning;Suggest actions for addressing the issues if any and corrective measures to be implemented by the Project Team to ensure the safeguards management is fully consistent with SMP provisions and World Bank safeguards requirements as outlined in the OP 4.12.Based on the independent monitor’s report, if significant issues are identified, a corrective action plan will be prepared, reviewed and approved by World Bank and disclosed to affected persons. The CAP implementation progress will also be reviewed and monitored by the IMA and will be made part of the subsequent monitoring reports. Internal and external monitoring and reporting will continue until all SMP activities have been completed.In addition to the above defined monitoring mechanism, the World Bank will also keep a close oversight on the subproject implemented under the facility and will keep monitoring subproject on an ongoing basis by launching safeguards review missions until a subproject completion report is issued.Reporting Requirements and Disclosure of Monitoring Reports285 The SMTA will prepare and submit semi-annual) SMP monitoring reports to World Bank as part of project implementation performance monitoring. Such periodic monitoring reports documenting progress on SMP implementation completion reports will be provided through Project Team to World Bank for review and disclosure. SMTA will also submit project completion reports to World Bank when compensation has been paid. All monitoring reports will subject to disclosure and will be disclosed on World Bank and SMTA websites as and when cleared by World Bank.15 BIBLIOGRAPHYBus Rapid Transit System (BRTS) – Yellow BRT – from Dawood Chowrangi & Regal Chowk via 8000 Road, Korangi Road and FTC. (June 2014). Project Brief. (Mass Transit Cell, Transport Department GoS & PPP Unit Finance Department GoS)Bus Rapid Transit System (BRTS) – Yellow BRT – from Dawood Chowrangi & Regal Chowk via 8000 Road, Korangi Road and FTC. (June 2014). Project Feasibility Report. (Mass Transit Cell, Transport Department GoS & PPP Unit Finance Department GoS)Bus Rapid Transit System (BRTS) – Yellow BRT – from Dawood Chowrangi & Regal Chowk via 8000 Road, Korangi Road and FTC. (June 2014). Field Surveys (Topographic and Traffic Surveys). 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IIED, London. of the Global Gender-Based Violence Taskforce (2017). “Working Together to Prevent Sexual Exploitation and Abuse: Recommendations for World Bank InvestmentProjects” WP-PUBLIC-recommendations.pdfReport on the Transport Sector: Karachi Strategic Development Plan-2020; prepared by the Master Plan Group of Offices, City District Government Karachi (CDGK); February 2007Social Policy and Development Centre (SPDC) 2014, Rapid Assessment of Sexual Harassment in Public Transport and Connected Spaces in Karachi, Pilot Project Final Report, Project Number 44067, Prepared for ADB RETA 7563: Promoting Gender Inclusive Growth in Central and West Asia Developing Member Countries, December, Asian Development Bank.The World Bank’s Operations and Policy and Country Services (2016) “Managing the Risks of Adverse Impacts on Communities from temporary project induced labour influx” Risk-of-Adverse-impact-from-project-labor-influx.pdfUrban Resource Centre, Karachi with Arif Hasan and Mansoor Raza (2015). “Responding to the transport crisis in Karachi”. IIED, London. Bank 2007, Environmental, Health, and Safety General Guidelines, published by the World Bank Group, 30 Apr 2007.World Bank, “Good Practice Note: Addressing Gender-Based Violence in InvestmentProjectFinancinginvolvingMajorCivilWorks”2018 Addressing-Gender-Based-Violence.pdfYellow BRT Corridor presentation at esentation.pdfAnnex-I: Transport Service Users Survey BRT Yellow BRT Corridor, KarachiID Number022019Date of InterviewUser Area of Residence 213842664234278650764234376186664234Gender: MaleFemaleTransgender238112363753332447863753426808963753521144563753Age: 15-19 Years20-29 Years30-39 Years40-49 Years50-59 Years 60-69 Years Ethnicity 5. Religion 266763563599333209863599392366563599477558063599573455863599649960563599Education: Not literatePrimaryMiddleSecondaryIntermediateGraduate3277234642354915789642355751321642351679701225779Occupation: StudentFull-timePart-timeJob SeekerHousewifeRetired DisabledHouse spouseSelf-employedOther (please specify) 329399864234430771364234532155364234642188264234Income of HH per month: <10 K>10K to 20 K> 20K to 30K> 30 K to 40 K> 40 K to 50 K > 50 227901416481927240231648193504310164819Which of the following public transportation modes do you use regularly? Large bus Mini bus (Coaster)TaxiRickshawother (please specify Monthly Expense on TransportFrequency of Riding Bus in each week Pl. check appropriate boxes for you and your family transport needsS.No.Trip DestinationMode of TransportDistanceCostOwn & Type of VehicleBusMini. busTaxiRickshawOtherWorkEducationHealthMarketOther482587263599Are you satisfied with the current transport system? YesNo If not, why?233387964235298310264235483349264235583971464235109758422425514937745458192407030545819Availably of serviceQualityStaff behaviour PrivacySeat ComfortCrowding NoiseAffordabilityOther Do you think the potential future users of the BRT services of the Yellow BRT corridor will be increased?13779504545YesNo What type of facilities and services should be available from the Yellow BRT corridor Service?428637715233229991161543Service availabilityPrivacy Seat ComfortEase of Entering/Exiting the Bus Ease of PaymentCleanlinessAvailability of Wheelchair Space Safety in the VehicleDon’t know/no answer Any concern with respect to the proposed Yellow BRT corridor Project.Any concern with respect to the proposed Yellow BRT corridor Project.Name of Interviewer Signature of Interviewer Annex-II: SIA- Census Survey of the Project Impacted PersonsYellow BRT corridor KarachiID Number022019Date of InterviewName of Respondent Vendor: Father’s /Husband’s Name: What is your residential address in Karachi? Vending address: Mobile Phone Number: Ethnicity / tribe/ Quom Religion?Islam ?Christianity ?other (specify) Marital status: Married ?Unmarried ?Widow(er)/Divorced ?Other ?Have you employed any other person to assist you? Yes?No?If yes, what is the monthly salary of this person? Rs. What kind of goods is sold or serviced provided by you? What is the estimated total worth of merchandise in this this place today?Rs. What is your average monthly income from this vending? Rs. Do you have a second source of income?Yes?No?If yes, what is the average monthly income from this source? Rs. Please provide details of your household members.NoRelation with HHHSexAgeEducationOccupationIncome (if any)1Self2345678Is there any disable person in your family? If YES, how many Any suggestion re the improvement of Yellow BRT Corridor ?Observations of the Interviewer, if any:Name of Interviewer Signature of Interviewer Annex-III: Focus Group Discussions with Communities (Men)DateLocationCoordinatesNo. ParticipantsKey Observations/ConcernsResponseFeb 09, 2019NumaishN 24°52.371E 67°02.2828Vendors or roadside hawkers should not be relocated. If relocation is unavoidable, proper compensation should be paid to the affected people.Noted.Due to BRT, the business opportunities will increase.Noted.The BRT will help in improving the transportation system of Karachi.Noted.People will get employment opportunities in BRT ProjectNoted.Fares should be economical.Noted.Feb 09, 2019Kala PullN 24°50.221E 67°04.10410Fares should be economical, so poor people can get benefit of BRT.In Islamabad/Rawalpindi, the fares are 20/person as government is giving subsidy for metro bus. As government is facing financial constraints so the fares can be increased to avoid subsidy.The BRT should be comfortable and should not be overcrowded.Noted.In BRT, there should be separate compartment for gents and ladies.Noted.Due to BRT, the roads will be blocked. Overhead bridges should be constructed to cross the roads.Noted.DateLocationCoordinatesNo. ParticipantsKey Observations/ConcernsResponseFeb 09, 2019Nasir ColonyN 24°49.673E 67°07.41115Fares should be economical, so poor people can get benefit from BRT especially for old citizen.In Islamabad/Rawalpindi, the fares are 20/person as government is giving subsidy for metro bus. As government is facing financial constraints so the fares can be increased to avoid subsidy.The people are happy and it’s a sign of development.Noted.The BRT stations should be near to the colony.Noted.Due to BRT Project, people can travel safely and reach their destinations on time.Noted.If anyone is losing their property/assets due to the Project activities, adequate compensation should be provided to them.Noted.Feb 09, 2019Dawood ChowrangiN 24°50.859E 67°12.7267BRT is badly needed in the extending populated area.Noted.The BRT will be useful and beneficial for the people of Karachi.Noted.There should be a separate compartment for ladies in BRT.Noted.Before the implemention of BRT Project, the roads will be carpeted.Roads are not paved and carpeted. Due to unpaved roads, dust pollution is increasing. Roads should be black top before the implementation of BRT Project.The people will reach their destinations on time in BRT.Noted.Theremaybenoiseanddisturbanceduring construction. Noise disturbance should be minimized.Noted.Feb 10, 2019Awami ColonyN 24°50.777E 67°08.52421Karachi’s traffic problems are increasing due to the large number of vehicles that are added to its roads every year.Noted.DateLocationCoordinatesNo. ParticipantsKey Observations/ConcernsResponseThe public transport problem in the city has aggravated dramatically over the years and has now become the most serious one being faced by Karachiites at the moment.To overcome the crises of public transportation Government of Sindh is implementing five Lines as BRT (Green, Red, Orange, Purple and Aqua).BRT is badly needed in the extending populated area. A large number of people have to change several buses to reach their destinations. BRT will ease the life of the local people.The Yellow BRT Corridor’s routes will improve mobility, accessibility and safety in Karachi.Feb 10, 2019Allah Daad GothN 24°51.211E 67°11.68818Noted.The yellow BRT line will cover the route from Dawood Chowrangi to Numaish, Saddar. The bus depot will be established at Dawood Chowrangi.Noted.Fares should be economical as people are very poor here.Noted.The existing buses are uncomfortable and overcrowded. There should be separate section for ladies and old age people.Noted.Feb 10, 2019Zia ColonyN 24°50.007E 67°07.34317There is a need for more buses or metro bus in all parts of the city as the population has increased.Noted.The authorities have miserably failed to provide any relief to commuters despite having spent millions of rupees on improving the public transport system over the past years.Noted.DateLocationCoordinatesNo. ParticipantsKey Observations/ConcernsResponseBRT is badly needed in the extending populated area.Noted.Congestion is increasing due to the conversion of various roads from residential to high density commercial land-use. Existing buses are overcrowded. We hope that due to BRT people will reach their destination on time.The BRT will run on separte track therefore congestion will not be an issue on BRT route.Feb 10, 2019Mehran TownN 24°51.045E 67°06.5588The BRT will be beneficial, if fares are economical.Noted.As compared to the local buses, the BRT will be more comfortable and convenient for the locals.The BRT stations should be constructed close to the populated areas.Noted.As this area is situated in an industrial estate, the BRT would help the labour to reach their industries on time.Noted.Existing buses are running on diesel and causes air pollution. The BRT will help in minimizing the air pollution.Noted.Feb 10, 2019Azam TownN 24°50.695E 67°04.33714Due to BRT, employment opportunities will increase.Noted.If fares of BRT are more than local buses, this will not be an issue as the BRT will be more comfortable and safer as compared to local buses.In Islamabad/Rawalpindi, the fares are 20/person as government is giving subsidy for metro bus. As government is facing financial constraints so the fares can be increased to avoid subsidy.Parking areas should be constructed at every BRT station, so people can park their vehicles at BRT station to travel further on BRT.Noted.DateLocationCoordinatesNo. ParticipantsKey Observations/ConcernsResponseAs Karachi is populated area and people use local transport to travel. The BRT will be more beneficial for the people, if it runs 24 hours.Noted.Feb 11, 2019Sharafi GothN 24°51.139E 67°10.0947The BRT Project is the need of time.Noted.If BRT Project is executed, it would be very beneficial for the Karachi.Noted.People are not happy with the existing transportation system and are compelled to use bikes and local overcrowded buses.Noted.Dawood Chowrangi to Future colony existing roads are very narrow and in bad shape. The existing roads need to be carpeted first.Before the execution of BRT Project, the existing roads will be carpeted.The staff of the existing buses does not have manners and misbehaved with riders.Noted.Feb 11, 2019Future ColonyN 24°51.202E 67°12.03322The BRT is a good initiative for the people of Karachi.Noted.The BRT will be beneficial for elder people and women.Noted.The people will face difficulty in road crossing due to BRT route.For crossing the roads safely, bridges will be constructed.High tensions overhead electric wires might cause problems in construction of BRT.Noted.We have travelled on metro Bus in Islamabad- Rawalpindi. The metro bus is very safe and convenient.Noted.Feb 11, 2019Gold Mart Shopping CenterN 24°50.221E 67°04.1047Existing buses are overcrowded and uncomfortable.Noted.Existing buses have designated stops but to get the passengers they stop the buses anywhere which takes too much time to reach the destination.The BRT will have designated stations. Apart from these stations they will not stop.DateLocationCoordinatesNo. ParticipantsKey Observations/ConcernsResponseIn BRT, if fares are increased as compared to local buses, they don’t have any issue. At lease the people will reach their destination on time.Noted.The BRT is a good initiative and should have been started earlier but it’s never too late.Noted.We are happy, if this BRT Project is executed.Noted.Annex-IV: Focus Group Discussions with Communities (Women)DateLocationCoordinatesNo. and Name of ParticipantsKey Observations/ConcernsResponseFeb 08,2019Mansehra Colony7The quality of the current transport was substandard as the buses were very old with many technical faults.Noted.There should be a separate section in the Yellow BRT Corridor for women passengers. It is also suggested by some people that there should be separate (additional) buses running for women during the peak hours in the morning and evening.Noted.Feb 08,2019Kala PulN 24°50.221E 67°04.10412There should be some feeder/transit buses or shuttles that can go inside the crowded settlements and bring women to the main line in the yellow corridor.Noted.The BRT will be beneficial for elder people and women.Noted.Existing buses are overcrowded and uncomfortable.Noted.Feb 08,2019Singer Chowrangi8Those who do not own any vehicle are the real sufferers. Students, office workers and other people use public transport to reach their destination face difficulties irrespective of age and gender.Noted.Women are not happy with the existing transportation system and are compelled to use overcrowded buses.Noted.Fares should be economical, so poor women and elderly people can easily afford.Noted.Feb 09,2019Dawood ChowrangiN 24°50.859E 67°12.7266The drivers of the buses are usually operated by reckless drivers who do not follow the rules of the road, endangering many.Noted.It is the responsibility of the government to provide citizens economical and appropriate transport facilities so that they can reach to their desired destination easily and safely.Noted.Feb 09,2019KPTInterchange11The BRT will be beneficial for women, if fares are affordable.Noted.Employment opportunities should be provided to the local peopleNoted.The BRT will be beneficial for poor people especially for ladies and children.Noted.DateLocationCoordinatesNo. and Name of ParticipantsKey Observations/ConcernsResponseFeb 09,2019Allah Wala Town7People have to pay huge amount of fares by travelling in autos and taxis. This problem is not reducing instead it is increasing day by day in KarachiNoted.Ladies and elder people compartment should be separated from male compartment.Noted.Feb 10,2019Noorani Chowrangi9The Transportation system will be improved due to BRT project.Noted.Women hope that their family members will get jobs in BRT Project during construction and operational phase.Noted.The BRT would be beneficial, if fares are affordable.Noted.Feb 10,2019Shan Chowrangi12The BRT should have designated stops. The stops should be closer to the communities.Noted.To safely cross the roads, bridges should be constructed.Noted.The BRT buses should not be overcrowded, and some seats should be reserved for old age people.Noted.Feb 10,2019Transgende rs9The buses could be used to educate the passengers on changing toxic masculine behaviour, stopping violence against women and transgender persons.Noted.In order to recruit and retain women and transgender persons in all levels of the project, it is important to set aside a certain quota as a positive discrimination measure.Noted.Suggestions were also made to hire female and transgender drivers and staff at the bus stations to avoid incidents of violence.Noted.Annex-V: Focus Group Discussions with InstitutionsDate & VenueOrganizationPersons ConsultedMain Issues/Concerns/ResponseFeb 11,2019Women Development Department (WDD)Mussrat Jabeen, WDD DirectorThe Women Development Department (WDD) expressed their enthusiasm for becoming a part of the Yellow BRT Corridor project.Noted.The Women Development Department (WDD) has expressed interest for the WDD to have a role in stopping sexual harassment against women in the context of this project.Noted.Feb 11,2019Commissiononthe Status of Women (Sindh)Nuzhat Shirin, ChairpersonThe Commission on the Status of Women (CSW) would be happy if they can be a part of BRT.Noted.The Commission on the Status of Women (CSW) recommended to make a committee of stakeholders that can be involved in the unfolding of the Yellow BRT Corridor project from a gender perspective so that appropriate mitigating measures for violence against women can be developed in a synergistic manner.Noted.Feb 11,2019Aurat FoundationMahnaz Rehman, Resident DirectorThere should be some quota for women employment in BRT ProjectNoted.There should be separate compartment for ladies in BRT.Noted.BRT is a good initiative and it should have been started earlier.Noted.Feb 12,2019National Commission on Human Rights (NCHR)Abdul Hayee, Complaint ManagerIt is necessary that a Gender Action Committee with concise terms of references is formed involving important stakeholders. The main function of such a committee would be to act as a watchdog with advisory and mitigating functions with regard to gender related aspects.Noted.Date & VenueOrganizationPersons ConsultedMain Issues/Concerns/ResponseThe BRT stops should be closer to the communities, so the people can get the bus easilyNoted.If fares are not economical, then it might not be beneficial for poor people.Noted.Feb 12,2019Lawyers for Human Rights and Legal Aid (LHRLA)Zia Ahmed Awan, Advocate Supreme Court of PakistanThere should be a separate section in the Yellow BRT Corridor for women passengers.Noted.In order to make maximum use of space, the partition could be collapsible or removable to cater to the influx of passengers, if needed.Noted.There should be separate (additional) buses for women during the peak hours in the morning and evening to cater the need of women.Noted.Feb 12,2019LegalRightsForum (LRF)Malik Tahir Iqbal, Executive DirectorAll bus drivers and staff of the BRT should be trained to be more gender sensitive. All security staff hired by the bus service should be trained as well.Noted.There should be some employment opportunities in BRT Project.Noted.Feb 13,2019HumanRights Commission of Pakistan (HRCP)Nida Tanweer, Program OfficerHelpline numbers should be displayed at all the bus stations and inside the buses and emergency phones should be installed that function without dialling to register quick complaints. Complaint cells or boxes should also be available in the bus stations.Noted.BRT Project is a good initiative and it should be started at the earliest.Noted.The BRT Project will be the turning point of Karachi as it will play a key role in Karachi transportation system.Noted.Feb 13,2019Urban Resource Center (URC)Zahid Farooq, Joint DirectorThe shortage of public transport widens the gap between the public demand and the availability of buses on the roads. BRT will be a gift for the people of Karachi.Noted.Date & VenueOrganizationPersons ConsultedMain Issues/Concerns/ResponseThe allocation of less space for women in public buses causes seating problems for women and they often have to sit right next to the bus driver. In BRT there should be separate section for women.Noted.The problems of public transport are increasing and becoming headache for the public and especially a torture for the women and old people.Noted.Feb 13,2019Experts on Urban Planning and Architecture of NED UniversityMansoor Raza, Lecturer Development StudiesMost of the people of Karachi depend on the buses, mini buses and coaches as many of them do not have their personal cars and bikes and the fares of taxis and rickshaws are not affordable for them. The BRT is a good initiative as it will ease the life of people.Noted.Most of the time, the buses are loaded with more-than- capacity passengers, and the passengers are forced to cling to the doors or perch on the roofs of the buses to take a ride. We hope that in BRT the passengers would not allow to cling to the doors or perch on the roofs.Noted.It is the responsibility of the government to provide citizens economical and appropriate transport facilities so that they can reach to their desired destination easily and safely.Noted.Transport has always been a major problem for the citizens of Karachi. Most of the people of Karachi depend on the unreliable, poorly maintained and outdated public transport such as buses. The BRT will be a gift for the people of KarachiNoted. ................
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