PROJECT BRIEF OF LAHORE ORANGE LINE METRO TRAIN

1.

Cities are drivers of economy whereas Public Transport is lifeline of urban life
and city development. Mass Transit is neglected in a number of mega cities of
developing countries, resulting in extreme congestion, long commuting times,
choking air pollution and deadly traffic accidents. Prevalence of individual
transport results in huge economic losses.

2.

World over, governments assume the primary responsibility of solving the above
problems through infrastructure development projects and urban mass transit
schemes as these become the primary factors in development of national
economy and maintenance of order in mega cities.

3.

In order to address the ever increasing traffic and resultant congestion in Lahore,
studies conducted in the 1990s by the Government of Punjab, identified the need
for mass transit to meet future public transport demands and recommended
Ferozepur Road as the priority corridor. Despite various attempts, no project
could come on ground. Transport Department, Government of the Punjab
commissioned MVA Asia Ltd to undertake a Feasibility Study of a Rapid Mass
Transit System (RMTS) for Lahore in 2005-06 which covered the development
of a Long Term RMTS network for Lahore and the feasibility of the priority Green
Line, based on identification of potential mass transit corridors, followed by a
broad assessment of patronage and engineering constraints in those corridors.
The order of priority for implementing these lines was then determined based
primarily on forecast passenger demand in the following order of priority: Green Line Ferozepur Road/Mall Road/Ravi Road/Shahdara. (Gajju Matta
To Shahdra; Completed; 27 Km length)
Orange Line Raiwind Road/Multan Road/Macloed Road/ Railway Station/GT
Road (Ali Town to Dera Gujjran ; 27.1 km Length)
Blue Line Township/Gulberg Boulevard/Jail Road
Purple Line Bhatti Gate/Allama Iqbal Road/Airport

4.

The study conducted by MVA Asia Ltd included their recommendations on Green
Line. They also undertook the Feasibility Study of the Orange Line (LRMTS) in
October 2006 which was completed in 2007.

5.

According to Feasibility Study, the Green line Metro Train project was estimated
to cost USD 2.4 Billion. The Asian Development Bank expressed willingness to
finance approximately USD 1 Billion of its cost but no loan agreement was
signed. USD 1 Billion was expected to be raised through private sector financing
which also did not mature and was later found non-feasible. The Government of
Punjab through LTC negotiated and signed an agreement in China for Green
Line project at a cost of USD 1.7 Billion on 22.04.2011. However, the project
could not go through because the Sovereign Guarantee from the Federal
Government was not committed.

6.

The Green line project was finally executed by the Punjab Government in 201213 as Bus Rapid Transit System, with a total cost of USD 300 Million and is
presently serving the public in a big way. Average daily ridership of Green Line
on a working day is over 150, 000 Passengers per day. It is clarified that the ADB
never committed any funding for Orange Line project.

7.

In 2014, the seven years old feasibility study was updated by NESPAK on
directions of Punjab Mass Transit Authority. NESPAK proposed following two
options:

8.

Option-1:

Mall Road in cut & cover section and viaduct in other reaches.

Option-2:

Viaduct in entire length of the project

Considering various factors like high cost involved in tunnel boring / its
maintenance cost, cost of land acquisition, number of displaced/affected persons
and impact on heritage buildings etc. Option-1 with 1.72 km underground and
25.4 km elevated track was adopted.

9.

The alignment of Lahore Orange Line is based on rigorous traffic engineering

modelling and parameters, including:
Origin-Destination Surveys (ODS)
Traffic Count Surveys (TCS)
Rider-ship Surveys (RS)
The alignment will:
Achieve maximum rider-ship
Minimize the land acquisition
Have no adverse effect on the historical buildings

10. Other salient features of Lahore Orange Line Metro Train project are as follows:

 Stations = 26 (Elevated = 24; Underground = 2)

Rolling Stock = 27 Train sets (One train-set comprises of 5 cars)
Ridership = Approximately 245,000 per day (estimated for first year of
operation)
Route = Ali Town to Dera Gujran
Stations location:
Sr.No.

Name Of Station

Sr.No.

Name Of Station

Dera Gujran

14

Chauburgi

Islampark

15

Gulshan-I-Ravi

Salmatpura

16

Samanabad

Mahmood Booti

17

Yateem Khana / Bund road

Pakistan Mint

18

Scheme Morr / Salahuddin Road

Shalamar Garden

19

Shahnoor

Baghbanpura

20

Sabzazar

UET

21

Awan Town

Sultanpura

22

Wahdat Road

10

Railway Station

23

Hanjarwal

11

Lakshami

24

Canal View

12

Central station

25

Thokar Niaz Baig

13

Anarkali Station

26

Ali Town

11. To initiate Orange Line Metro Train Project, an open international tender was
floated on 29.01.2014 in Financing + EPC mode. Pre-bid conference was held
on 18.02.2014, which was attended by representatives of 11 foreign and 5 local
companies. On Bid submission date i.e. 21.04.2014 only two Chinese companies
namely CR-NORINCO JV and SINORAIL JV furnished their bids.
12. In the meeting of the President of Pakistan with Chinese Premier held on
19.02.2014 in Beijing, the Chinese Premier decided to fund the Orange Line
project with the condition that Chinese Enterprises will execute the project using
Chinese Equipment. He also declared it as a Chinese gift to Pakistan.
13. The International Tender was cancelled on May 12, 2014. An Inter-Governmental
Framework Agreement was signed on 22.05.2014 providing that Orange line
shall be fully designed, constructed and supervised by Chinese Enterprises
(which is a norm in all bilateral funding agreements). The Framework Agreement

also inter alia required initiation of negotiations on Commercial Contract of

Orange Line.
14. Under instructions of the Chief Minister, on 26.05.2014, a reference was made
through EAD to the Chinese Government requesting for their concurrence that
selection of Chinese Enterprise may be done through an open competitive
bidding restricted to China.
15. On 30.05.2014 the Chinese Government informed that for projects using
Preferential Buyers Credit, the China Chamber of Commerce and Import and
Export of Machinery and Electronic Products (CCCME) shall provide a shortlist
of Enterprises (no more than three). The Pakistani proprietor shall tender from
this shortlist. In the history of China-Pakistan bilateral concessional lending,
Orange Line is the first project in which tendering process was followed. It is
pertinent to mention that Government to Government Agreements are exempted
from the operation of PPRA Rules. On 02.06.2014 a detailed Eligibility Criteria
and required evidence of bidders capability, experience and financial capacity
was sent to the Chinese side for recommending eligible Chinese Contractors.
16. On 24.06.2014, the CCCME recommended the same companies i.e. CRNORINCO JV and SINORAIL JV who had earlier participated in the international
tender for Orange Line project. On 24.06.2014, bids were invited from these two
companies. Technical bids of the bidders were opened on 18.07.2014. Financial
bids of the bidders were opened on 04.08.2014 after M/s NESPAK and CCCC
(A Chinese Consultant) declared them technically compliant. CR-NORINCO
emerged as lowest bidder with bid price of USD 2.139 Billion. Breakup of final
Contract Price is as follows:i.

Contract Price of Civil Works= USD 531,681,818

ii.

Contract Price of Consultancy Services = USD 24,000,000

iii.

Contract Price of E&M Works (inclusive of 6% Withholding/Income Tax)

= USD 922,500,000

iv.

Sub-total (a to c) = USD 1,478,181,818

v.

Contingencies (only in case of unforeseen increase in work) = USD

147,818,182

vi.

Total Price = USD 1,626,000,000

The final price of USD 1,478 Million is around 661 Million dollar less than the
bid price

17. Chinese side agreed to sublet Civil Works of the project to Pakistan side resulting
in significant savings, which is again an unprecedented achievement. Significant
economies / price reductions achieved in E&M Works price. Effective
negotiations yielded project cost savings of approximately USD 660,818,182/with unprecedented support of the Chinese Government and gracious flexibility
shown by CR-NORINCO. Further, transparent tendering process of Civil Works
carried out by LDA yielded additional saving of PKR 5.97 Billion.
18. Cost of Orange Line is quite competitive when compared with similar projects
around the globe. Cost comparison of some of metros in the world on Per Km
basis is as below:
a) Orange line
i) Core project cost USD 1,478 M= USD 54.50 M per Km
ii) Core cost + Contingencies USD 1626 M= USD 59.95 M per Km
b) Mumbai (Completed in 2014) USD 60.7 M per Km (adjusted)
c) Pune (Completion in 2018) USD 62.21 M per Km (adjusted)
d) Jaipur (Completed in 2015) USD 64.3 M per Km (adjusted)
e) Copenhagen (Completed in 2002) USD 69.8 M per Km in 2002 prices
f) Jakarta (Completion in 2017) USD 117.11 M per Km
According to latest research on the subject the per Km cost of Metro Trains
generally range between USD 50 Million and USD 100 Million.

19. Project Benefits

The Orange Line will provide important links between areas slated for new
development in the south and the major employment and education centres,
concentrated in the city centre and along the route such as UET. The benefit of
these transport links to a certain extent is reflected in improved journey times but
the actual perceived benefits of improved accessibility and flexibility is greater
than that which can be measured by journey times alone.
a.

Reduction in Traffic
Reductions in Bus Flows at GT Road near University

2025 Two-way Hourly Bus Flows

Without OL
Wagons
100
City Bus (Non AC) 97
Total
197

With OL
36
8
44

Reduction
64
89
153
5

Reductions in Bus Flows at Multan Road near Gulshan-E Ravi

2025 Two-way Hourly Bus Flows
Without OL
Wagons
242
City Bus (Non AC)
61
City Bus (AC)
23
Provincial Mini Bus
4
Provincial Large Bus
179
Local Province Wagons
160
Local Province Ord
36
TOTAL
705

With OL
71
4
120
160
13
368

Reduction
171
61
23
59
23
337

Total Potential Market for LRMTS (daily passengers)

Mode
2015
2025
Growth (% p.a.)
Bus and Wagon
3,411,000
4,313,000
2.4%
Car
3,073,000
4,842,000
4.7%
Motorcycle
1,732,000
2,339,000
3.1%
Rickshaw
1,266,000
1,575,000
2.2%
Total
9,482,000
13,069,000
3.2%
Results of Passenger Flow Forecast on Orange Line
Initial
Term Short Term
Orange Line
(2015)
(2021)
Length (km)
26.2
26.2
Passenger Traffic Volume (10,000
24.52
38.62
person-time/day)
Average
Travel
Distance

8.1
(km/person-time)
Sectional Passenger Flow at Peak
1.01
1.54
Hours (10,000 person-time)

Long Term
(2025)
26.2
49.55
8.3
2.05

The tables show that there are considerable savings in buses with the OL in
place. The maximum saving is on Multan Road where a reduction of 337 buses
(2-way) can be achieved. Much of the saving can be attributed to the reduction
of long distance through buses a move which also helps to provide relief for
the congested city centre area. Overall, the Orange Line is forecast to reduce the
total fleet of local buses (i.e. excluding long distance) in Lahore by 380 vehicles
(reducing total bus/wagon vehicle requirements in the city to around 3,770
vehicles).
b. Environment Benefits
Low greenhouse gas emission (e.g. chlorofluorocarbons)

 Reduction in carbon dioxide emissions as estimated through clean

development mechanism (145227.5 ton per annum pro rata Delhi
Metro)
c. Social Benefits
Reduction in congestion on the side roads
Less respiratory diseases
Reduction in accidents
d. Economic benefits (Travel time + Vehicle Operating Cost Saving)
a) Ridership = Approximately 245,000 passengers/day
Direct Economic Benefits

b)

In first year
Annual average
of
over 30 years
operation
period29.5 Billion
a)
Passenger Travel
PKR
9.29
PKR
b)
Vehicle
PKR 5.62
PKR 9.87 Billion
Time Savings
Billion
USD
279.62
Total (a+b)
PKR 14.9
PKR 39.38 Billion
Operating Costs Savings
Billion
USD 93.55 Million
USD
88
Million
Billion
USD
373.27
USD 53.27
Million
USD
Million
Economic benefits of approximately
Rs. 123 M per day
Million

c)

Train speed (Max) = 80 Km/h

d)

Train Speed (Commercial) = 34.8Million

Km/h

e)

End to End travel time = 45 Minutes

f)

End to End present travel time = 2 to 2.5 Hours

g)

Reduction in congestion on the side roads

141.23

20. Tendering
a)

Open International Tender were floated on 29.01.2014 in Financing +

EPC mode. Pre-bid conference held on 18.02.2014 was attended by
representatives of 11 foreign and 5 local companies. On Bid submission
date i.e. 21.04.2014 only two Chinese companies namely CR-NORINCO
JV and SINORAIL JV furnished their bids.

b)

In the meeting of the President of Pakistan with Chinese Premier held on

19.02.2014 in Beijing, the Chinese Premier decided to fund the Orange
Line project with the condition that Chinese Enterprises will execute the
project using Chinese Equipment. He also declared it as a Chinese gift
to Pakistan.

c)

The International Tender was cancelled on May 12, 2014. InterGovernmental Framework Agreement signed on 22.05.2014 providing
that Orange line shall be fully designed, constructed and supervised by
7

Chinese Enterprises. The Framework Agreement also inter alia required

initiation of negotiations on Commercial Contract of Orange Line. Under
instructions of the Chief Minister, on 26.05.2014, a reference was made
through EAD to the Chinese Government requesting for their
concurrence that selection of Chinese Enterprise may be done through
an open competitive bidding restricted to China.
d)

On 30.05.2014 the Chinese Government informed that for projects using

Preferential Buyers Credit, the China Chamber of Commerce and Import
and Export of Machinery and Electronic Products (CCCME) shall provide
a shortlist of Enterprises (no more than three). The Pakistani proprietor
shall tender from this shortlist. In the history of China-Pakistan bilateral
concessional lending, Orange Line is the first project in which tendering
process was followed. On 02.06.2014 a detailed Eligibility Criteria and
required evidence of bidders capability, experience and financial
capacity was sent to the Chinese side for recommending eligible
Chinese Contractors.

e)

On 24.06.2014, the CCCME recommended the same companies i.e.

CR-NORINCO JV and SINORAIL JV who participated in our
international tender for Orange Line project. On 24.06.2014, bids were
invited from these two companies. Technical bids of the bidders were
opened on 18.07.2014. Financial bids of the bidders were opened on
04.08.2014 after M/s NESPAK and CCCC declared them technically
compliant. CR-NORINCO emerged as lowest bidder with bid price of
USD 2.139 Billion. Breakup of final Contract Price:i)

Contract Price of Civil Works= USD 531,681,818

ii)

Contract Price of Consultancy Services = USD 24,000,000

iii)

Contract

Price

of

E&M

Works

(inclusive

of

6%

Withholding/Income Tax) = USD 922,500,000

iv)

Sub-total (a to c) = USD 1,478,181,818

v)

Contingencies = USD 147,818,182

vi)

Total Price = USD 1,626,000,000

Chinese side agreed to sublet Civil Works of the project to Pakistan side
resulting in significant savings- again an unprecedented achievement.
Significant economies / price reductions achieved in E&M Works price.
Effective negotiations yielded project cost savings of approximately USD
8

660,818,182/- with unprecedented support of the Chinese Government

and gracious flexibility shown by CR-NORINCO. Transparent tendering
process of Civil Works carried out by LDA yielded a further saving of PKR
5.97 Billion.
21. COMPARISON OF COST BETWEEN ORANGE LINE AND OTHER WORLDS
METRO COST
Cost comparison of some of metros in the world on Per Km basis is as
below:
Sr.#
a

Name of Metro

Cost in million USD / Km

Orange Line

Core project cost USD 1,478 M

54.50

Core cost + Contingencies USD 1626 M

59.95

Mumbai (Completed in 2014)

60.7 (adjusted)

Pune (Completion in 2018)

62.21 (adjusted)

Jaipur (Completed in 2015)

64.3 (adjusted)

Copenhagen (Completed in 2002)

69.8 in 2002 prices

Jakarta (Completion in 2017)

117.11

According to latest research on the subject the per Km cost of Metro Trains
generally range between USD 50 Million and USD 100 Million.
22. Resource Prioritization
Health & Education sectors are on top priority on Governments agenda.
Sometimes, it is falsely reported that these sectors are not in the priority list of
the Government. The spending of funds during the year is governed by various
factors and also reviewed on monthly basis. Different schemes by the
Government are being carried out at different stages. New schemes in other
departments like Health and Education involved various steps which takes time
to materialize and transfer the benefits at grass root level. Sometimes delay
occur in conceiving the scheme, studies conducted for project, delays in
procurement process etc. majority of the projects are continuously funded in
many years. During planning & feasibility not huge funds are required but after
approval & research instantaneous funding is required to kick start a new project.
Keeping in view the efficiency required for a project, re-appropriation is being
9

done for a project. Re-appropriation of funds is basically a need based

mechanism for project which is under direct control of Administrative Bodies &
Provincial Secretaries within a department. The purpose is to ensure the
presence of cash flow as per requirement of a certain project realizing the need
& the funds are later re-cooped after the funds for the same project are released.
Glimpse of fund allocation on Education, Health, development and nondevelopment from 2010 till 2016

Item

2010-11

2011-12

2012-13

2013-14

2014-15

2015-16

221,381,277,771

271,566,405,822

297,318,120,628

336,112,070,843

377,570,395,938

427,787,996,265

82,532,379,000

109,993,128,000

110,684,146,000

132,568,784,000

142,967,658,000

202,483,844,000

42,845,914,000

58,244,373,000

49,830,200,000

65,408,208,000

59,244,959,000

108,137,451,000

15,427,954,000

25,825,125,000

9,953,150,000

31,840,574,000

23,417,387,000

50,564,000,000

27,417,960,000

32,419,248,000

39,877,050,000

33,567,634,000

35,827,572,000

57,573,451,000

39,686,465,000

51,748,755,000

60,853,946,000

67,160,576,000

83,722,699,000

94,346,393,000

16,933,053,000

18,886,825,000

21,942,875,000

21,810,747,000

31,918,844,000

30,725,000,000

Non
Development

22,753,412,000

32,861,930,000

38,911,071,000

45,349,829,000

51,803,855,000

63,621,393,000

District Gov
Provincial

138,848,898,771

161,573,277,822

186,633,974,628

203,543,286,843

234,602,737,938

225,304,152,265

113,282,697,681

131,275,389,687

153,199,102,132

168,342,319,540

194,467,025,576

185,844,894,741

3,336,673,167

1,986,745,042

2,382,904,646

4,032,109,695

7,527,512,170

2,230,439,837

109,946,024,514

129,288,644,645

150,816,197,486

164,310,209,845

186,939,513,406

183,614,454,904

25,566,201,090

30,297,888,135

33,434,872,496

35,200,967,303

40,135,712,362

39,459,257,524

2,185,813,065

1,424,086,946

1,598,008,159

1,180,851,812

815,640,675

403,821,394

23,380,388,025

28,873,801,189

31,836,864,337

34,020,115,491

39,320,071,687

39,055,436,130

Total Budget

Provincial

Education

Development
Non
Development
Health

Development

Education

Development
Non
Development
Health

Development
Non
Development

10

23. Environment Assessment Report

The project consultant M/s NESPAK prepared Environmental Impact
Assessment (EIA) report of the proposed project area as required under Punjab
Environmental Protection (Amendment) Act, 2012 of the Pakistan Environmental
Protection Act 1997 (PEPA).
LDA submitted the EIA Report to the Environmental Protection Agency, Punjab
(EPA). Public hearing regarding EIA study was conducted on June 30, 2015 at
Al-Hamra Cultural Complex, Gaddafi Stadium by EPA in which public in large
participated. EIA report was also placed before the review committee of EPA
which constitutes the leading environmentalists. The EPA approved the Project
on July 9, 2015 in accordance with the law, and after fulfilling all the legal
requirements.
The NESPAK recommended measures to mitigate any impacts, but
concomitantly concluded that the proposed project and the overall affects of the
project would be positive and would reduce the air & noise pollution in the vicinity.
24. HISTORIC BUILDINGS
Following historic buildings protected under Punjab Special Premises
(Preservation) Ordinance 1985 falls in the vicinity of project alignment:a)

Lakshmi Building (Minimum distance from Orange Line is 10.4 meters)

b)

General Post Office (G.P.O)

c)

Aiwan-e-Auqaf (Shah Chiragh) Building

d)

Supreme Court Registry Building

e)

Mauj Darya Darbar & Mosque

Following buildings protected under Antiquities Act 1975 falls along the alignment
of Orange Line project:
1.

Shalamar Garden (Minimum distance from Orange Line is 29 meters on one

end and 22.8 meters on the other end.)

2.

Gulabi Bagh Gateway (Minimum distance from Orange Line is 20.9 meters)

3.

Buddhus Tomb (Minimum distance from Orange Line is 18.1 meters)

4.

Chauburji (Minimum distance from Orange Line is 15.9 meters)

5.

Zeb-Un-Nisa Tomb (Minimum distance from Orange Line is 33.5 meters)

There is another old building of Saint Andrews church in the vicinity which is not
protected either under Punjab special premises (preservation) ordinance 1985
or Antiquities Act 1975, which will also be safeguarded.
11

25. GROUND BORNE VIBRATIONS (GBV)

The project consultant NESPAK-CEC JV have taken all possible measures to
protect and preserve these national heritage sites. Special considerations have
been given in design to protect these heritage sites from any adverse effect. A
complete vibration analysis has been conducted by NESPAK for trains to be
operated with maximum operating speed less than 80 Km/hr and average
operating speed of 38-42 km/hr. According to German standards, the maximum
vibration velocity at the foundation level of the heritage structure shall be less
than 3mm/sec. The theoretical 2D FEA model of pier-ground system of light rail
train viaduct system similar to Orange line project, it is concluded that beyond a
distance of 10-12 m from the main pier of rail the ground borne vibrations (GBV)
are negligible (<0.30 mm/sec).
For historical buildings in proximity of The Mall road, Cut & Cover technique has
been adopted to protect the integrity of faade of these archaeological sites. In
order to protect these special premises from ground induced vibrations, whole
structure is bifurcated into two structural parts i.e. U shaped structure inside
Inverted U. There is an isolation/gap between these two structural components
to preclude the impact of train induced vibrations on adjacent buildings. Sand
cushion at the bottom of underground structure and mechanical dampers under
rail track will be provided as per design to further mitigate the effect of vibrations
and noise.
The elevated structure of the Orange line is very slim and sleek and will not
create any significant visual barrier. Furthermore, the Soffit level of the deck is
12m that will allow a clear view of the monument while traveling on ground.
Shifting of track 200 ft away towards populated area from these heritage sites
will only result in unnecessary displacement of hundreds of people. The Director
General, Archaeology has already issued NOC under section 22 of Antiquities
Act, 1975 & Punjab Special Premises (Preservation) Ordinance, 1985.

12

26. HERITAGE SITES NEAR METRO PROJECTS IN THE WORLD

Following is the detail of the Metro Train passing in different Countries near old
historical buildings.
Sr.No Country

City

Construction
Date

Distance from Metro

Vidhana Soudha

1952-56

25 m ( just beside boundary

wall)

Karnataka High Court

1881

50 m

Madras Law College

1891

Just beside boundary wall

Ripon Building

1913

Just beside boundary wall

Victoria Public Hall

1890

Just beside boundary wall

Hawa Mahal

1799

40 m

Bangalore

2
3
4
5

Historical Place

Chennai
India

6
Jaipur

7
8

Hyderabad

Dehli

Rojgareshwar
200 years old
Mahadev & Khastran
Mahadev
Moazzam JahiTemple
Market 1935
(200 Years old)
Karol Bagh Temple
1931

Demolished
41 m
10 m

10

U.S.A

New York

Bell
Laboratories,
1929
Manhattan

Between the building (193480) 46 years

11

Italy

Rome

Colosseum

12.48 m

12

Greece
Athens

Temple
Hephaestus
Stoa of Attalos

13

France

14

Germany

Paris
Berlin

15
16

Cologne

17
18

Malaysia

19

Austria

Kualalumpur

20
21
22
23
24

70-80 AD
of 415 BC

55 m

138 BC, ReJust beside boundary wall

const 1952

Pont de Bir-Hakelm 1904

Bridge
(between
Two old 1797
Bode Museum
buildings)
Oberbaum
Brucke
1732
Bridge
1003
(reDeutz Abbey
const 1970)
Hahnen Gate
13th Century

6 m (over the Bridge)

18.47 m
0 m (over the Bridge)
82.17 m
25.40 m

Jamek Masjid

1907

24 m

Hofburg Palace

13th Century

150 m

NHM Wien

1784

108 m

Palace of Justice

1881

8m

Parliament Building

1883

71 m

Secession

1897

45 m

Theatermuseum

17th Century

135 m

Vienna

13

27. NO NEGATIVE VISUAL IMPACT

The elevated structure of the Orange line is very slim and sleek and will not
create significant visual barrier. Furthermore, the Soffit level of the deck is 12m
that will allow a clear view of the monument while traveling on ground. Maximum
permissible sharp turning radius and curves adopted near these monuments to
ensure maximum possible distance with no adverse effect and keeping land
acquisition/displacement of general public at minimum. Shifting of track 200 ft
away towards populated area from these heritage sites will only result in
unnecessary displacement of hundreds of people.
The Orange Line Metro Train project is being constructed in conformity with the
Antiquities Act, 1975 and the Punjab Special Premises (Preservation) Ordinance,
1985. As per requirement of Law, a formal request for issuance of NOC was
made to Director General, Archaeology. After detailed deliberations and long
correspondence, Archaeology Department of Government of Punjab agreed with
the stance of LDA that there would be no adverse effect on heritage sites due to
this train. Consequently Director General, Archaeology issued NOC under
section 22 of Antiquities Act, 1975 & Punjab Special Premises (Preservation)
Ordinance, 1985.
28. Land Acquisition and Resettlement
a) LDA started procedure under Land Acquisition Act, 1894 (Act) to acquire
the land required for the project, a preliminary Notice under Section 4 of the
Act was issued for lands likely to be required for the project. Notice under
Section 5 of the Act was issued seeking objections from the public, public
hearing was conducted on 30.11.2015. After complying with the procedure
under the Land Acquisition Act, 1894, a Notification No. SR/7120 dated
14.12.2015 under Section 6 of the Act was issued by the office of the
Commissioner, Lahore Division, Lahore. The Collector then issued notices
under section 9 of the act ibid which was served upon the individuals
whereby objection/claims with respect to compensation and measurements
made under section 8 for the land to be acquired were invited and a public
hearing was also conducted. After inquiring into the objections the Land
Acquisition Collector announced the award.

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b) The land price was assessed by District Price Assessment Committee

(DPAC). An Independent Evaluator, approved from State Bank of Pakistan,
was also approached to assess the market price of land. In this project, land
compensation price is almost twice as compared to that of Metro Bus System
completed in 2012. General public have been benefitted with 15%
Compulsory Acquisition charges for the acquired land. 100% amount of
Structural Assessment as Disturbance Allowance and Business Allowance
has been paid to the affectees.
c)

A certain section of affectees which did not have ownership documents

since they have been in possession of the building/land for more than 50
years has also been considered by a committee constituted on the directions
of Chief Minister for amicable settlement of these kind of issues.
i.

Bangali Building:
Evacuee Trust Property Board property, 95 families were given lump sum
compensation @ Rs. 1 million per family from special grant of Chief
Minister.

ii.

Maharaja Building:
Government of Punjab property through Chief Settlement Commissioner,
58 families were given a lump sum compensation @ Rs. 1 million per
family from special grant of Chief Minister.

iii.

Evacuee Trust Building (Geeta Bhawan) near Lakshami Chowk:

ETPB property, 30 residences and 7 shops were affected. ETPB and the
occupants to decide the compensation package.

iv.

Institute for disadvantaged children (school near Jain Mandir):

ETPB property, lump sum amount of Rs. 1 Million was granted to the
school as shifting allowance, from special grant of Chief Minister. The
Committee also recommended to reconstruct the dismantled portion of
the Institute after completion of the Project.

v.

Postal Flats:
LDA will reconstruct the dismantled portion of postal flats after completion
of the Project. The committee also requested to Post Master General to
provide the occupants of the affected portion of flats, a handsome amount
of money equal to the house requisition as per scale wise rate of federal
government so that they can have a reasonable rented apartment in the
vicinity during construction period (Approximately 1 year). It is worth to
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mention that out of 76 occupants that are being effected, 60 occupants

are in service while 16 occupants are illegal. It is further recommended
that a lump sum amount of Rs. 0.1 Million per flat may be given as shifting
allowance to the effected occupants from special grant of Chief Minister.
vi.

Parachute Colony near Railway station:

Katchi Abadi on Railway land, comprising18 houses. A lump sum grant
of Rs. 1 Million per family as compensation from special grant of Chief
Minister on compassionate grounds was recommended (however, the
case is in court of law).

vii.

Lahore Khas Residential area (Kapoor Thalla House, Katcha Lake

Road, Jain Mandir, Edward Road etc):
The occupants without proper land ownership documents will get a
compensation package out of CM special grant at a lump sum rate of Rs.
2.5 million per marla for the residential area and of Rs. 3.5 million per
marla for commercial area.

viii.

Qazal Bash Trust properties at Lakshmi Station:

The Qazalbash Waqf area measuring 10 Kanal 13 Marla 013 Sft is
required for the project. Since the matter is sub-judice, it was proposed
that further deliberations may be done for mutual settlement between
the Trust and the occupants for deciding share of both parties in the
compensation package.

The GoPb has taken every step to ensure minimum nuisance to the public largely
in lieu of Land Acquisition for the project and allocated Historic Package of 20
Billion Rupees for affectees. In addition to it, Grant in Aid of Rupees 1.6 Billion
for those having deficient title documents was given.

29. Lahore without project.

Lahore, the provincial capital of Punjab, second largest city of Pakistan with a
population of about 11 million is the 16th most populace city in the world. The
citys population has been growing at an annual growth rate of about 3%. The
rapidly growing population coupled with extremely high motorized (registered
vehicles increased by double between 2001 and 2008) has resulted in chronic
traffic congestion, caused mainly by a) lack of adequate public traffic system and
b) inefficient and poor conditions of existing transport system.

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Transportation system in Lahore is in a state of crisis. If the issue is not

addressed with proper engineering solution based on the studies referred above,
extreme congestion, long commute times, choking air pollution, deadly traffic
accidents and inadequate public transport will remain fate of Lahore. Billions of
Rupees in economic productivity are lost due to congestion. Air and noise
pollution severely impact health and quality of life. Transportation is thus one of
the most significant contributors to climate change, accounting for 25 % of global
emissions in absence of effective mass transit schemes.
30. Damages arising out of delay in project.

Total contract price of civil

works (A)
Rate of liquidated damages for
delay (B)
Liquidated Damages

(C)

Max. Liquidated Damages

@10% of A
local contractor idling charges
Accumulative damages

555,681,818 USD
0.02 % of A (per day)
(0.02/100)x 555,681,818
=111,136.4 USD/day
=11.64 million PKR/day (@104.7/USD)
55.57 million USD
= 5818.18 million Pkr
21 million PKR per day
PKR 51 million per day for any delay

31. Repercussions for Stoppage of Project Execution:

a. The Chinese assistance of approximately USD 45 Billion earmarked for
portfolio of CPEC projects may be jeopardized.
b. Even though the Orange Line project is not a part of CPEC, it is being treated
as a model for implementation of early harvest projects of the CPEC by
China.
c. The whole gamut Pakistan-China Economic relationship can be subjected to
serious setback.
d. It may send a wrong signal to all of Pakistans other bilateral and multilateral
donors.
e. Commitment Charges of approximately USD 5 Million will be imposed on
Government of Pakistan annually.
f. Dispute in connection with the Loan Agreement, if not resolved through
friendly consultation, shall be referred to China International Economic and
Trade Arbitration Commission (CIETAC) for arbitration.
g. Liquidated damages for delay in Civil Works completion will be payable by
PMA @0.02 % per day of the Contract price of Civil Works up to a maximum
of 10 % under the Commercial Contract. (page 422 of paper book ;
commercial contract sub clause 9.3; delay in completion)

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32. Who is opposing and Why?

A limited group of rich and privileged people who have the hobby to criticise every
development project and have no interest in public transport. Same group which
opposed and delayed the canal widening project and signal free projects, and
caused loss of crores of rupees are again objecting the public sector project
which will benefit a common man. Political opponents who are afraid of
Government popularity in case the project becomes successfully operational in
time are also opposing the project.

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