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SINDH

INVESTMENT
PROJECT

2012

INFRASTRUCTURE
Marble City
Malir Expressway
Intra-City Bus Terminal
Inter-City Bus Terminal
Sindh Road Network Master Plan
Gorakh Hill Resort
Jerruck Mullah Katiyar Link Bridge

07
09
14
16
20
22
26

TRANSPORT
Rapid Rail Transit System (RRTS)

30

THAR COAL PROJECT

Page 07

The company " SINDH STONE DEVELOPMENT COMPANY" has been formed to undertake the development
work that is likely to commence in January 2012

Required Resources:

Page 08

The proposed Expressway shall be one of the main arteries of Karachi. This Expressway shall be located in the
Eastern part of Karachi and shall be constructed on the embankments of Malir . It shall serve a population 5
million apart from visitors & transport related people.
The Expressway shall be one of the most strategic economic corridors of the city which on one hand provides
a strategic link way to the Super Highway and on the second it is the main passageway to Education City and
DHA City. The Chief Minister Sindh having high level of representation from the Federal Government has
directed to speed up national and international investment in the infrastructure sector through one window
operation.
Education City and DHA City are under these potential economic activities which are expected to put
tremendous amount of pressure on existing infrastructure of Karachi especially the transport, as the increase
in Education City and DHA City development activities would multiple the traffic load on existing this
corridors, which in turn raises the overall viability of the Project.
In order to meet the already growing demand of transportation in this area, City District Government Karachi
has decided to convert existing embankments of Malir to a road facility with two separately aligned
carriageways. The proposed carriageways are to be carried out with Public-Private-Partnership by making this
Project commercially viable.
The main objectives of the Project are to increase the traffic corridor of the city and this strategic expressway
which would be required to carry the increased traffic on account of increased economic activities in the
north of Karachi and hence it shall be an asset for the city.
This Project would in turn provide impetus to economic productivity by facilitating high speed transportation
facility for transportation of exportable produces to various areas of the country and abroad. This Expressway
is most likely to be the future trade corridor for the city.

Page 09

Transport Planning:

Identification of Terminal Sites:

Page 36Page 10

Identification of Terminal Sites:

Page 36Page 11

Transport Planning:

Identification of Terminal Sites:

Page 36Page 12

Transport Planning:
S.
No

1
2
3
4
5
6
7
8
9

Name

Tractors
Trucks of different Axels
Tractor Trollyes/ 3 Axel Trucks
Large Buses
Mini Buses
Cars
Motor Cycles
Aritculated Trucks/ 4, 5, 6 Axels
2 Axel Trucks
Total

Identification of Terminal Sites:

No. of Vehicles
A

4,479
6,958
1,333
5,385
8,078
35,964
19,195
2,000
1,333
84,725
Average Rate

Toll/ Vehicle
B

50
50
100
50
30
25
10
150
100
565

Amount / Day
C= A x B

223,944
347,913
133,300
269,266
242,339
899,109
191,952
299,925
133,300
2,741,048
32

Amount / Annual
D = C x 365

81,739,560
126,988,245
48,654,500
98,282,090
88,453,881
328,174,603
70,062,480
109,472,625
48,654,500
1,000,482,484

IMPLEMENTATION FRAMWORK
Public Private Partnership basis as per Sindh Public Procurement Rules 2010
(www.pprasindh.gov.pk/downloads.php)
Administrator Karachi
City District Government Karachi (CDGK)
Office Address: 1st floor, Civic Center, Gulshan-e-Iqbal, Karachi
Ph: +9221 99232400-99232401-2 Fax: +9221 99232406 Email: administrator@karachicity.gov.pk

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DEVELOPMENT OF INTRA-CITY (LOCAL)


BUS TERMINAL FACILITIES

AREA
PROJECT COST
COMPLETION PERIOD
FINANCING OPTION

:
:
:
:

EXECUTING AGENCY

4 ~ 10 Acres (4 Plots)
Rs. 250 Million (approx.)
One year
The project will be financed through foreign investment under Public Private
Partnership (PPP) option.
Transport & Communication Group of Offices, City District Government, Karachi.

Introduction
The City of Karachi has about 10,000 Large Size Buses and Mini Buses / Coaches (both 26 seaters), serving the
Urban areas. The termini for these buses, despite being located in congested areas and creating serious
conflicts with the traffic movements, are tolerated by authorities as they continue to provide essential service
to the city dwellers, although with deficient and inadequate facilities for Bus operators or the travelling public.

Issue
The multiple growths of illegal intra-city (local) terminals haphazardly in the city have resulted in
compounding the severe traffic congestion and concentration of traffic demand in time & space. The
conditions in and around the existing illegal facilities have had negative effects on the surrounding
communities in terms of safety, irrational loading-unloading activities, pedestrian problems and over all
deterioration of the environment i.e. noise, pollution, fumes, visual intrusion etc. The termini are existing in
market places with inconspicuous and modest beginnings, but with time, expanding into space given to
buses for loading / unloading passengers, with or without the safety of passengers in heavy surrounding
traffic, shelter from wind, sun or rain, without consideration to proper planning, design and accessibility
consideration.

Existing Intra-city (Local) Transport


There are 200 buses and min buses termini (approx.) all over the city, of which only scanty have off-street
parking and offer very limited facilities to passengers and operators. The majority of the termini have no
facilities and almost 150 of them are found to be operating within the road reservation and the remaining in
parks, playgrounds and other amenity plots.
Page 14

So far 30 sites have been identified in various zones and some of them are readily available. Besides, the
Ex-Karachi Transport Corporation (KTC) depots and terminal sites may also be made available to CDGK for
transport infrastructure projects. A few terminal sites have been developed by the Transport &
Communication Group of Offices, City District Government Karachi, which are being used as proper bus
terminals. Besides, Some terminals are nearing completion.

IMPLEMENTATION FRAMWORK
Public Private Partnership basis as per Sindh Public Procurement Rules 2010
(www.pprasindh.gov.pk/downloads.php)

Page 36Page 15

DEVELOPMENT OF INTER-CITY BUS TERMINAL


FACILITIES IN KARACHI CITY

AREA
PROJECT COST
COMPLETION PERIOD
PHASING
FINANCING

:
:
:
:
:

100 Acres
Rs. 650 Million (approx.)
Two years
Two Phases
The project will be financed through foreign investment.

TYPE OF PROJECT

Through Public Private Partnership (PPP).

EXECUTING AGENCY

The project will be executed by the Transport & Communication Group of


Offices, City District Government, Karachi.

Introduction
The port city of Karachi has evolved into the largest industrial, commercial and service centre of the country.
The turn of the century has brought the urban population to an estimated more than 18 million level and the
city has found itself on the world record amongst the 13 mega cities in Asia and 21 in the whole world.
Roughly, half of Karachi's population growth is attributed to migration, while the remaining half due to
natural increase by birth. Peoples from rural Sindh and other provinces migrate to work and live in this land
of opportunities.

Overview
A like human population, the vehicular population & availability have been steadily increasing in Karachi and
other large cities of Pakistan. Although, road space must be increased but the inability to commensurate
increase in road capacity has resulted in intensification of congestion and reduced road efficiency. Increased
motorization with influx of the people from rural areas to urban centers has brought into focus a growing
road
safety problem.Impact:
The substantial growth in vehicle fleets is clearly evident in the form of increasing traffic
Environmental
congestion and reduced traffic speeds. On one hand, vehicular emissions are polluting the atmosphere,
motorized transport is generating intolerable noise levels and traffic accidents are claiming more lives while
on the other hand the road infrastructure, built to accommodate urban traffic, is encroached upon by
commercial and Retail activities, resulting in vehicular and pedestrian conflicts, which are serious problems
on all major and minor roads of the city.

Page 16

CDGK's Strategy:
Issue
With the passage of time and as the city grows, traffic congestion increased, became more unpredictable and
the costs gone alarmingly high, in terms of time, energy and efficiency. In the area of public transport, peak
hour overcrowding continues to worsen, causing considerable delays and physical hardships to passengers.
The transport dilemma, although has many facets,can be seen as a single complex problem of matching
demand and supply.
Transport Planning
Transport planning in the urban areas is a serious subject for the planners in attending to the plans that do
already exist. Efficient mobility in the mega cities is however essential for continued vitality in the multitude
of activities that the cities must support. In the basic framework for urban development, arterial highways and
terminals must be planned, located and designed to enhance efficiency of movement of both people and
vehicles. The Inter-city and Inter-provincial travel needs of the people have grown tremendously; as a result,
streets are being encroached-upon by the bus operators and are a cause of inconvenience to commuting
inter-city / inter-provincial passengers as well as the city residents, commuting from one part of the city to the
other, resulting in traffic congestion and undesirable environmental impacts.

Existing Problems due to present Inter-city Transport Operation


The multiple growths of illegal inter-city terminals haphazardly
in the city have resulted in compounding the severe traffic
congestion, concentration of traffic demand in time and space.
The conditions in and around the existing illegal facilities have
had negative effects on the surrounding communities in terms
of safety, irrational loading- unloading activities, pedestrian
problems and over all deterioration of the environment i.e.
noise, pollution, fumes, visual intrusion etc.

CDGK's Strategy
In accordance with the commitments of the City District Government, Karachi (CDGK), it's Transport &
Communication Department had prepared a strategy to develop the Inter-city Bus Terminal facilities along all
the three gateways of Karachi i.e. Super Highway, National Highway and RCD Highway. Under its first phase,
the Inter-city Bus Terminal at Yousuf Goth, Baldia Town, RCD Highway has been completed and started
functioning since 2006. Further, to cater the needs of inter-city buses coming from other cities / provinces, the
CDGK has planned to extend the terminal facilities on the remaining two gateways i.e. Super Highway &
National Highway.

Buses Movement Pattern


Inter-city travel by road transport to and from Karachi is possible through all the three gateways namely
Super Highway, National Highway and RCD Highway. The RCD Highway provides for the exclusive movement
of passengers on Inter Provincial basis, while Super Highway serves both Inter-city and Inter Province and
National Highway mostly serves the locations in interior Sindh, however, it can be used for rest of the country
too.

Page 36Page 17

Facilities for the Terminals


The terminals planned to be developed will have all the modern facilities like workshops, washing yards,
maintenance, fueling & servicing facilities, storage areas / godowns, tyre / lube / parts shops, drivers &
passengers retiring rooms etc., to allows considerations of multi-use terminals, giving transporters a tangible
benefit of all services under one roof. The facilities also include passenger facilities such as waiting areas,
ticketing, retail stores, tuck shops, praying areas etc.

Involvement of Operators
About more than 200 major passenger Transport
Companies are actively involved in the business in
addition to the individual owner operators which also
constitute a sizeable number. These companies /
owners operate from 125 different locations, spread all
over the city. A majority of these have located their
termini / booking offices on road reservations and road
side locations.

Cluster Areas
It can be seen that Banaras Chowk, Manghopir Road, Lea Market, Mauripur Road, M.A.Jinnah Road, Lines Area,
Cantt. Railway Station, Shahrah-e-Pakistan, Quaidabad etc. are the preferred originating and terminating
points. Some other concentration points are Landhi Industrial Area, Business Recorder Road, Garden Road,
Karimabad and Rashid Minhas Road are the other locations where significant Inter-city travel point termini
are situated. About 26 different movement routes, using Karachi arterial network tends to be preferred by
these transporters, all converging or diverging from the three gateways of Karachi. Most of the Termini have
sprung up during the last few years in unauthorized locations of insufficient capacity and conflicting land
use. These termini despite being located in congested areas and creating serious conflicts with the traffic
movements are tolerated by authorities as they continue to provide an essential service to city dwellers
despite deficient and inadequate facilities for bus operators or the traveling public. They have existed in
market places with inconspicuous and modest beginnings, but with time, expanding into space given to
buses for loading / unloading passengers, with or without the safety of passengers in heavy surrounding
traffic, shelter from wind, sun or rain, without consideration to proper planning, design and accessibility
considerations.

Traffic Distribution
The Super Highway gateway into Karachi is the heaviest and a major entry point for all kinds of commercial,
industrial and private traffic volumes.
Surveys conducted show that approx. 1500 buses enter and leave Karachi on a typical day. They serve and
estimated different locations in the Karachi area. Unlike the other two gateways, Super Highway provides for
movement of both the Inter Provincial up-country travel as well as the inter-city movements. A review of the
survey results reveals that the split between the two types of services is roughly 50:50. Majority of the
operations in the city is concentrated on these locations which includes Taj Complex, Cantt. Station, Sohrab
Goth, Garden, Lea Market and Banaras Chowk etc. Booking offices and loading / unloading operations are
further spread through the city.

Page 36Page 18

Short Term Planning

CDGK's Strategy:

The City District Government, Karachi for the development of Intercity Bus Terminal for Super Highway
bound buses has acquired a piece of land measuring 100 Acres along Northern Bypass almost 15 Kms. from
Sohrab Goth Interchange. The project has been proposed to be implemented on PPP / BOT basis.

Long Term Strategy


The National Highway has a recorded traffic Volume of 312 buses in both directions. Unlike Super Highway,
the National Highway does not have any Inter Provincial bus traffic service. The operations are mostly serving
various locations in the interior Sindh. Province buses operating via using three major locations i.e. Lea
Market, Quaidabad, Dawood Chowrangi, Landhi / Korangi, Ibrahim Hyderi and other various originating
points.
The City District Government Karachi is also considering establishing intercity bus terminals at the edge of
developed area towards east of the city along National Highway for which efforts are being made to acquire
suitable piece of land. The facility is to be established through private sector on BOT basis. The City District
Government, Karachi may also have equity participation in the above said projects.

Financial Feasibility
It has been planned to evolve a design with immediate commissioning in the first phase and full
development in the second phase. Estimates have been made accordingly for low initial construction cost
and inexpensively maintained and operated facility.
The initial cost of development and the anticipated revenues have been worked out for each of the four (4)
facilities. It will be noticed that the use of the Terminal by each vehicle will be for a fixed fee of Rs.150/(standard size buses) and Rs.100/- for 26 seater (coach or minibus). All transport companies given an office
space for their use, will be required to pay a monthly rent of Rs.2000/- Although every vehicle will be using
the terminal maintenance and repair shop facilities at least once during the day, for purposes of calculating
anticipated terminal revenue a 10% charge of 50% of the total planned capacity, will be collected from the
service receipts. This for purposes of estimate is assumed at Rs.250 per unit. Similarly, the retail shops
proposed in each facility will pay a rent of Rs.5000/- per month.
Provision of Petrol / Diesel Pump stations have been planned in each terminal. In this connection, discussions
with the marketing departments of major Petroleum companies were held and proposals were solicited. The
best arrangement consists of installation of pumps and sale of Lubricant accessories by the dealer at their
cost. The facility is operated by the company on 80:20 profit sharing basis. The 20% share of the
(commission) company is its profit in lieu of charges for managing and operating the station on a day to day
basis. It is projected (on the conservative side) that a net income of Rs.4.76 million will be generated annually
for Malir Depot, Rs.3.3 million for Orangi Depot, Rs. 2.7 million for Model Depot and Rs.3.2 million for
Gulistan-e-Johar Depot

IMPLEMENTATION FRAMWORK
Public Private Partnership basis as per Sindh Public Procurement Rules 2010
(www.pprasindh.gov.pk/downloads.php)
Administrator Karachi
City District Government Karachi (CDGK)
Office Address 1st floor, Civic Center Gulshan-e-Iqbal, Karachi
Tel # (021) 99232400-99232401-2 Fax No. (021) 99232406 Email: administrator@karachicity.gov.pk

Page 36Page 19

PACKAGE A

S. NO

Road

Page 20

Jerruck-Mullah Katiyar Bridge

Link Road from National Highway to Super Highway

IMPLEMENTATION FRAMWORK
Public Private Partnership basis as per
Sindh Public Procurement Rules 2010
(www.pprasindh.gov.pk/downloads.php)

Director General,
Public Private Partnership Unit, Finance Department, Government of Sindh
Ph: +9221 99207378, Fax: +9221 99207754
Email: d1@pppunitsindh.gov.pk
Page 21

Page 22

Page 23

NO.

BUILDING TYPE

NO. OF FLOORS

Page 24

GROUND
FLOOR AREA

FIRST
FLOOR AREA

Page 25

Jerruck - Mullah Katiyar Link Bridge

Site Map

Page 26

Design Standards

Classification

Standard

Design Speed

60

70

140

200

Less than 5

350/

400/

Less than 5

70

80

Superelevation connection rate

1/125

1/135

Superelevation Omission radius (m)

1,700

2,300

Min. Lengt of Transition Curve (m)

35

45

Transition Curve Omission Radius (m)

700

1,000

Stop Sight Distance (m)

75

95

Passing Sight Distance (m)

400

480

Vertical Grade (%)

5(8)

5(7)

Crest

15

25

Sag

15

20

50

60

Min. Radius of Curvs (m)


Min. Length of Curve

Protections
Horizontal
Alignment

Vertical
Alignment

Vertical Curve

Min. Vertical Curve Lenght

Selection

Page 27

Alternative Route Analysis

Cost Analysis for Alternative Route

Alternatuives
Classification
Summary

3 billion
approx

5 billion
approx

Alt. 1

Alt. 2

-Lenght : 3.7km

-Lenght : 8.7km

-Structure lenght : 1ea/ 1,800m


-Earthwork lenght : 1.9km
Constructionn Coast

Features

-Structure lenght : 3ea/ 4,150m


-Earthwork lenght : 4.55km
107 million USD

58 million USD
-It has poor main arterial and land
access function.
-The project can be carried out
promptly because of inexpensive
construction cost

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-It has excellent main arterial and


access function.
-The project can be delayed due to
expensive construction cost

Cross Section

Technical Features

Description

The route connecting Jerruck


with Mullah Katiyar Directly

Length

Total
Length

Proposed
Design Speed
Lane/Width
Bridges
Environmental
Impact

80 Km/hr

16.0 Km

2 lanes in both direction


1060 m/ 2 each
Comparatively low

Director General,
Public Private Partnership Unit, Finance Department, Government of Sindh
Ph: +9221 99207378, Fax: +9221 99207754
Email: d1@pppunitsindh.gov.pk
Page 29

Page 30

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Elevated

Under
Ground

Total

Page 33

Elevated

Under
Ground

Total

Table 3.14: Construction Parameters along RRT Corridor - VI

IMPLEMENTATION FRAMWORK
Public Private Partnership basis as per Sindh Public Procurement Rules 2010
(www.pprasindh.gov.pk/downloads.php)

Page 34

Public Private Partnership Risk Matrix

Principle Risks and Responsibilities


Obtaining environment permits, authorizations and other licenses
Design and Construction
Cost overruns
Functionality of Design
Ground Conditions
Delays
Moving existing public utilities
New public utilities
Selecting technology
Principal contractor
Contaminated soil undocumented and in existence prior to execution of
the Concession Agreement
Contaminated soil documented or resulting from construction and OMR of
the structure from which the Private Partner is responsible
Geotechnical risks
Property/ land acquisition within the Identified Right of Way
Property/ land acquisition outside the Identified Right of Way
Ownership of the Right-of-Way
Obtaining temporary easements
Financial close and the related financing conditions
Management
Operations & Maintenance
Condition of assets upon hand-over to GoS at the end of Concession Period
Force Majeure/ Relief Events
Scope Changes initiated by Public Sector

GoS

Concessionaire/ Private partner

Expected Allocation