Eid CR (6) 12149 FR Master Plan 05 PDF

Karachi Transportation Improvement Project Final Report
APPENDIX-1 MEETINGS
1. Persons Interviewed
During the Phase 1 study period, which is Karachi Transport Master Plan-2030, JICA Study
Team (JST) has been visited different organizations and Departments to collect data and also
meet the officials. The list of these officials and their department/organization are given below
1.1 CDGK
Administrator/ DCO, City District Government Karachi
1.1.1 KMTC
Director General, Karachi Mass Transit Cell, CDGK

Director, (Planning & Coordination) Karachi Mass Transit Cell, CDGK.
Director (T), KMTC, CDGK
1.1.2 Master Plan
Executive District Officer, Master Plan Group of Offices, CDGK

District Officer, Master Plan Group of Offices, CDGK
1.1.3 Transport & Communication
Executive District Officer, Transport Department , CDGK

District Officer (Parking & Terminal Management), Transport & Communication
Department (TCD), CDGK
District Officer, Policy, Planning & Design, Transport & Communication Dept. CDGK
1.1.4 Education Department
Executive District Officer, Education(School) , CDGK
1.1.5 Works & Service Department
Executive District Officer, W&S , CDGK
1.2 DRTA
Superintendant, District Regional Authority, CDGK
1.3 Town Administration
Administrator, Keamari Town

Administrator, Baldia Town
Administrator, Bin Qasim Town
Administrator, Gulberg Town
Administrator, Gadap Town
Administrator, Gulshan Town
Administrator, Jamshed Town
Administrator, Korangi Town
Administrator, Landhi Town
Administrator, Liaquatabad Town
Appendix 1 - 1
Administrator, Lyari Town

Administrator, Malir Town
Administrator, New Karachi Town
Administrator, North Nazimabad Town
Administrator, Orangi Town
Administrator, Shah Faisal Town
Administrator, Site Town
Administrator, Saddar Town
1.4 Government of Sindh
1.4.1 Planning & Development
Chief Secretary, P&D Dept, GOS

Chief Economist, P&D Dept, GOS
Special Secretary (Tech.), P&D Dept, GOS
SS (D) , P&D Dept, GOS
Chief Foreign Aid Planning & Development Dept
Chief (T&C), P &DD, GOS.
DS (Dev) FD
DG (M&E) CG
1.4.2 Excise and Taxation Department
Director GOS.
1.4.3 Transport Department
Project Director, Transport Department, GOS
1.4.4 Directorate of Private School/Institutions Sindh, GOS
Director, GOS.
1.4.5 Directorate Corporate Service, PPP Unit, GOS
Director, GOS.
1.4.6 Sindh Board of Investment
Advisor to Chief Minister, GOS

CEO, SBOI.
Director Project, SBOI.
1.4.7 Zulfikarabad/PDMA
DG,GOS
1.4.8 Sindh Governors Secretariat
Deputy Secretary
1.4.9 Karachi Urban Transport Corporation (KUTC)
Managing Director
Appendix 1 - 2
1.4.10 Karachi Building Control Authority (KBCA)
Controller of Buildings
1.4.11 SEPA
DG, SPEA
1.4.12 Traffic Police
Deputy Inspector General of Police Traffic

SSP Traffic Zone 3,Karachi
1.5 Government of Pakistan
1.5.1 Population Census Organization
Deputy Census Commissioner (G)

Assistant Census Commissioner (G)
1.5.2 Pakistan Railway
Divisional Engineer, Pakistan Railway, Karachi
1.5.3 Security
SP Foreigner Security Cell, CCP Karachi
1.5.4 Military Land and Cantonment Board
Director Military land and operation, Karachi

Defence housing authority, Karachi
Chief Executive Officer, Karachi Cantonment Board
Chief Executive Officer, Malir Cantonment Board
Chief Executive Officer, Korangi Cantonment Board
Chief Executive Officer, Clifton Cantonment Board
Cantonment Engineer, Faisal Cantonment Board
Chief Executive Officer, Manora Cantonment Board
1.5.5 Civil Aviation and Ports
GM Planning and Design, CAA, Karachi

GM, Civil Works & Estate Division, KPT
Executive Engineer, KPT
Director P & D, Port Qasim Authority
1.5.6 National Highway Authority (NHA)
General Manager
1.5.7 Lyari Express Way
Project Director
Appendix 1 - 3
1.6 Others
1.6.1 Urban Planners
Urban Planning Expert

Chairman, Department of Architecture and Planning, NED University
1.6.2 Applied Economic Research Centre (AERC)
Senior Research Economist
1.6.3 Karachi Electric Supply Company.
Director Corporate, KESC

Director New Connections, KESC
1.6.4 DHA
Additional Director, DHA

Senior Project Director, DHA
1.6.5 DHA City Consultant
Director, Osmani & Company

GM, Osmani & Company
Director, Osmani & Company
1.6.6 Sustainable Initiatives (Sehari)
Executive Director
1.6.7 The Agha Khan University
Director Construction
1.6.8 NED University of Engineering and Technology
Chairman Department of Urban & Infrastructure
1.6.9 National Industrial Park
Senior Manager Marketing
1.6.10 Pakistan Textile City
General Manager Technical Operation
1.6.11 SUPARCO
General Manager
1.6.12 Karachi Transporters Associations
President, KTI
General Secretary, KTI
President, Large Bus Association
Appendix 1 - 4
Chairman, PTF
Vice President, KTI
Member
Member
1.6.13 Sindh Industrial Trading Estate (SITE)
Deputy Director Land
1.6.14 Association of Builders and Developers of Pakistan (ABAD)
Chairman
1.6.15 Education City Consultant
Team Leader, Halcrow

Team Member, arcop
1.6.16 Rail Mass Transit Consultant
Team Member
1.6.17 Environment Expert
Expert
Except above, JICA Study Team was conducted their assignment in close coordination
and assistance by following KMTC, CDGK, officials:
Director General, Karachi Mass Transit Cell, CDGK

Director, (Planning & Coordination) Karachi Mass Transit Cell, CDGK.
Director (T), KMTC, CDGK
Traffic Engineer, KMTC, CDGK
Assistant Traffic Engineer, KMTC, CDGK
Research Student Assistant, KMTC, CDGK
Research Officer, KMTC, CDGK.
Appendix 1 - 5
2. Major Meetings
2.1 Technical Committee
The table below shows the number of Technical Committee (TC) meetings held during the
Transport Master Plan preparation period.
Meetings Date Venue

Kick-off Meeting 15th April,2010 P&D, GOS
1st Technical Committee 12th May,2010 CDGK
2nd Technical Committee 06th October,2010 CDGK
3rd Technical Committee 02nd February,2011 CDGK
4th Technical Committee 23rd July, 2012 CDGK
The kick-off meeting was held on April 15, 2010; during this meeting the JICA Study Team
(JST) introduced the outline and schedule of the Study. The 1st Technical Committee was held
on May 12, 2010 on Inception Report. In this meeting JST described the methodology will be
adopted for traffic surveys and demand forecast. Participants from various organizations
expressed the closed cooperation to the Study
In the 2nd Technical Committee which was held on 6th October, the JST introduced mainly
review of policies and studies, present condition analysis, and methodology of Household
Interview Survey (HIS). Participants from various organizations appreciated the progress to
date made by JST and expressed their full cooperation for the completion of this Study on time.
The third Technical Committee meeting was held on 2nd February, 2011 in which participants of
the committee reviewed the Progress Report-2 submitted by the JST. The participants expressed
their full satisfaction on progress so far made by JST and no major comments and objections
were recorded on Progress Report-2.
The JST submitted the Interim Report-1 on 30th June, 2011. The report was reviewed by
KTMC and the comments were given to the JST. After the modification by the JST, the
Interim Report-1 was distributed to the members of Technical Committee.
The contents of the Interim Report-1, which includes the results of the master plan, were
presented to the members in the 4th Technical Committee held on 23rd July, 2011. The
participants expressed various comments on the master plan which was very productive to
finalize the master plan. The JST explained that the proposed BRT routes would be studied in
the phase-2 stage (Feasibility Study).
2.2 Joint Steering Committee
The table below shows the number of the Joint Steering Committee meetings held during the
preparation phase of Transport Master Plan -2030.
Meetings Date Venue

1st Joint Steering Committee 31st May,2010 P&D, GOS
2nd Joint Steering Committee 22nd October,2010 P&D, GOS
3rd Joint Steering Committee 8th February,2011 P&D, GOS
4th Joint Steering Committee 1st August, 2012 P&D, GOS
Appendix 1 - 6
The first Joint Steering Committee (JSC) was originally scheduled on 26th April in the kick-off
meeting, but is was changed to 20th May and finally was held on 31st May. There was no
objection about the Inception Report in the Joint Steering Committee.
The JST submitted the 1st Progress Report during the month of October,2010,the 2nd Joint
steering committee meeting was held on 22nd October 2010 in which JST informed the
participants the Overview of the Progress, Review of Policies & Plans, Present Conditions, UC
Boundary Maps, Traffic Survey, Household Interview Survey, etc. They also elaborated the
program for HIS surveys and ground conditions faced by JICA Team in Town and UC
boundaries. The JST also acknowledged the support of GOS and KMTC for accomplishing the
tasks. They also appreciated the cooperation extended by all concerned Depts. of GOS and
CDGK besides town administration and head of cantonment boards The participants of JSC
expressed their hoped that the study will go a long way in solving the transport & transit issues
of Karachi and also thanked the JICA study team for their presence in Karachi to conduct this
important study resulted of that they were finalizing different tasks of the study on time. They
also assured, the JICA study team, his full of cooperation and assistance at all levels.
The JST submitted 2nd Progress Report during the month of January 2011,the third JSC meeting
was held on 8th February,2011 followed by TC meeting held on 2nd February, 2011, on Progress
Report-2. The JST explained the Overview of the Progress and progress to date made on
Socio-economic Framework, Land Use Plan, Transport Policy, Public Transport Network,
Household Interview Survey, Environmental Consideration, etc. The JST acknowledged the
support of GOS and KMTC for smooth working on the assignment in hand. JST also reported
that all stakeholders had extended full support and cooperation towards the study team. He
further informed that about 60% work on Phase I, which included the preparation of Transport
Master Plan under 2030 vision, had been completed by JST. After completion of Transport
Master Plan, the same would be presented in a Seminar, to have input and support of all
stakeholders and community as well. In the second phase, JICA team would prepare a detailed
feasibility study on priority corridors.
The 4th JSC meeting was held on 1st August, 2011 for the Interim Report-1. The results of the
master plan and the priority project for the feasibility study were explained by the JST.
Regarding the master plan, the major discussion was the population projection after 2020.
There was an opinion that the projection for 2030 was small comparing the high growth rates of
population up to 2020. The JST explained that the growth rate by 2030 was rational
considering the trends of world mega cities. The members agreed the proposed BRT routes
would be the priority project for the feasibility study in the second phase.
2.3 Others Meetings
2.3.1 Administrators of Towns
A meeting was organized with all 18 Town Administrators on May 14, 2010 in which JST
described the purpose and objective of the study besides the study parameters and methodology
to the Administrators of Towns. The JST also requested the participants for their support to
facilitate the JST with special reference to various types of surveys to be conducted at various
locations/towns. The Administrators of all towns assured of their fullest cooperation and
support to accomplish the task in hand. They requested for prior information about the visiting
team in their respective towns for survey so that administrative arrangements could be made in
advance for smooth survey work.
Appendix 1 - 7
2.3.2 Meetings for Socio-economic Framework
The JICA Study Team held a meeting with CDGK and the following urban transport experts on
17th October 2010, in which important suggestions were given to JICA Study Team.
Urban Planning Expert

Chairman, Department of Architecture and Planning, NED University
CDGK also held a brain storming session to discuss socio-economic framework on 27th
October 2010 in the Conference Room of Civic Centre. There were 23 participants including
various departments of CDGK, JICA Study Team (6 members), local consultants (Exponents),
NED University, Urban Resource Centre (URC), Shehri (NGO), and Applied Economics
Research Centre (AERC). The JICA Study Team made a presentation on socio-economic
estimation.
A further discussion for socio-economic framework was also separately held with AERC on
15th November 2010 at AERC Office in which the discussion was made on future population
density, growth rate, GDP share of Karachi, and other related topics.
2.3.3 Meetings with Chief Economist, GOS for Socio-economic Framework
Two meetings were held with Chief Economist, GOS at his office on November 25, 2010 and
February 21, 2011. During the above stated meetings the JST briefly explained the project
progress and sought comments on Demographic and Economic indicators of Karachi and
Pakistan besides budgetary trend of GOS and CDGK with respect to transport related
development activities and projects. The JST also asked about the international funding from
Donor Agencies, fluctuating trend observed during the year 2000-2004 and further funding
program from those agencies.
The Chief Economist, (P&D), GOS, expressing his views said that:
Pakistan GDP growth rate and Karachi Growth rate might be considered as same. He
further added that about 99% agriculture activities are outside Karachi. More than 70%
small and medium industries are located outside Karachi but more than 70 % service
industries are operating in Karachi. Since agriculture and manufacturing contribute 25, 25
percent and service sector 50 %, therefore, it is safe to assume the growth rate of Karachi
and growth rate of Pakistan are moving in the same direction and with the same pace.
He suggested that the GDP growth rate of Pakistan might be projected on the basis of
average growth rate of last 10 to 15 years.
He, further, informed that due to 9/11 events, the international funding disturbed towards
Pakistan but gradually, it was stabilized and then increased, thus the past trend shown
some fluctuation. He added that for next 10 years Pakistan could foresee the same trend
but for long term, it could not forecast reliably.
He further advised that JICA team might consider average growth rate of last 10 years of
international funding and project it, for next 10 years which might be realistic approach.
He informed that existing population of Karachi is estimated at more than 20 million but
JICA team forecast based on past census growth rate seems to be appropriate and future
projection based on international trends of similar city like Karachi may also be considered
as realistic.
Appendix 1 - 8
2.3.4 Meetings for Development Plan
The JICA Study Team was also held a lot of meetings with different organizations to collect
information on the future development plan in Karachi, as listed below:
Organization Date Subject

Defense Housing Authority 23rd September The development plan of DHA City
(DHA) 21st October (along Super Highway)
Aga Khan Foundation (AKF) 25th October The development plan of Education
City (along Super Highway)
Karachi Building Control 2nd November To collect Approval of Building Data
Authority
Textile City 4th November Information on the status of Textile
City
NED, Department of Urban 11th November Urban transport policy in Pak-USAID
Infrastructure Engineering Karachi Metropolitan ITS Project
Sindh Board of Investment 12th November Investment plans in Karachi, such as
Office (SBOI) Education City, Marble, Japan
Economic Zone, DHA City, Wind
Power Plants and so on
National Industrial Park (NIP) 12th November Development of industrial parks in
Karachi
Zulfikar Town 16th November Plan of new towns along coastal belt of
Thatta District
National Highway Authority 1st December The future project by NHA and the
(NHA) status of Lyari Expressway
2.3.5 Karachi Electric Supply Company (KESC)
A meeting with KESC officials was held on 3rd December, 2010 to confirm the stability of
electric power supply for railway operations.
2.3.6 Meeting for Environmental Considerations
The followings meetings were held regarding environmental considerations. During the
meeting JST had recorded the views of the officials of stated organizations on different
environmental issues
Sindh Environmental Protection Agency (SEPA), 2nd November, 2010

Sr. Environmentalist, 5th November, 2010
Pakistan Space & Upper Atmosphere Research Commission (SPARCO), 8th November,
2010
2.3.7 Transporters Associations
Two meetings were held with Transporters Associations (PTF and KTI) on 7th December, 2010
and 06 January 2011 at KMTC office to understand the problems faced by transporters and
their views for its solution., During the meeting the JICA Study Team also informed the
participants the objectives of the project and further informed that JICA Team is now carrying
out traffic surveys and surveys at different Highways so that cooperation of Transporters
Associations are required during these surveys. JST also asked the views of transporters
associations on type of bus operators, any limit on operators to have at least 10 numbers of
buses, how fares fix, financial and operational structures of operators, any banned on new mini
buses, how many trip a bus is made in a day, fuel consumption ,etc.
Appendix 1 - 9
The representatives of KTI & PTF, welcomed the JICA Team in Karachi and appreciated the
efforts of the JICA team to-date has been made for the improvement of Transport system of
Karachi City. He also responded one by one on different questions raised by the JICA Team.
Their responses on different questions are given below:
They informed that there are no companies operating mini or large buses, they are mostly
individuals having fleet of maximum 2 to 3 buses or less. They disclosed that some owner
hire driver, conductor, mechanic on daily wages basis and some owners themselves are
drivers or conductor as well operate the vehicle themselves. Owners of Buses do not
employ driver and conductor due to poor law and order situation as well high operating
cost
They also informed the participants that the revenue mostly collected by driver and he is
responsible to submit the same revenue to owners. The Owner daily basis pays the fixed
amount out of this collected revenue to driver, conductor, petrol pump, etc. The remaining
balance of one day after deducting all stated expenses is the profit of owners which is very
less as required by owners; therefore day by day the number of buses is reducing from the
road. He also informed that out of 16000 buses in Karachi nowadays only 11000 buses are
on road.
They also stated that since 1986 no new permit was issued for mini buses. In 1993 some
new coaches were came on road according to PM Transport scheme. Now all the
minibuses on road are re-furbished and life of re-furbished bus is only 5 years. He also
informed that the fare of buses set by Transport Dept. GOS.
They also informed the participants that the cost of re-furbished mini bus is around Rs.1
Million. Regarding Metro bus service ,they disclosed that it is also twenty six seated bus,
initially it is operated by some company but after some years of operation, the owner of
company sold out these buses to individuals and now metro buses are operated by
individuals
They also submitted the operation cost of one mini bus and disclosed the consumption of
fuel is about 8 km/liter for both mini and large bus. They also told there is huge demand to
add new buses but due to less profit margin companies and individuals are not interested to
join in this business.
They assured JICA team that if LRT will introduce in Karachi, they will welcome and
fully support this project. They further assured that they will also cooperate with the JICA
team during its implementation.
In addition to above stated meetings, the JICA Study Team was also held meetings with
officials of Education Department (School) CDGK, Education Department of GOS, and DHA
Education Directorate to collect information about the number of students in different
educational institutions, etc. The JST also conducted some separate meetings with renowned
experts in the field of environment, mass transit and urban planning.
Appendix 1 - 10
APPENDIX-2 CAPACITY BUILDINGS

1. Capacity Buildings Program
The JICA Study Team prepared a draft technology transfer plan and presented it to KMTC in
May 17, 2010. The program was mutually agreed between the JICA Study Team and KMTC
and commenced from October 2010.
1.1 Goal
The goal of the capacity building program is:
- To enhance the capacity of KMTC in the field of mass transit system and urban transport
planning.
1.2 Objectives
The objectives to achieve the goal are:
- To know the basic concept of urban transport system of international standard

- To understand the contents of person trip survey
- To learn the process of traditional demand forecast
- To acquire the skill of JICA-STRADA
- To understand the output of the Study of Karachi Transportation Improvement Project
1.3 Activities
To achieve the objectives, the following activities were proposed for the Capacity Building
Program.
- Workshop
- Seminar
- GIS Training Course
- On the Job Training
- Database Transfer
1.4 Schedule
In the master plan stage, four workshops have been held and the GIS Training Course has been
completed. The purpose of the seminar is to introduce the result of KTIP to stakeholders. It is
planned to hold a seminar after submission of Interim Report, and another seminar after the
submission of the Draft Final Report. On the Job Training is an on-going activity, while the
database transfer is scheduled to be done in the end of this project.
Appendix 2 - 1
2. Workshop
2.1.1 Completed Workshop
A total of seven workshops have been proposed by JICA Study Team, and accepted by KMTC,
CDGK. The JICA Study Team held the four times out of seven as shown in Table A2-2-1 and
Figure A2-2-1. The participants were officers of the departments of CDGK and the Government
of Sindh and professors from NED University, Sir Syed University of Engineering and
Technology, etc.
Table A2-2-1 Outline of Workshops

Date Venue Title Goals and Objectives
October 18, 2010 Avari Concept and [Goals]
Tower Methodology of - To understand the necessity of the person trip
Hotel Person Trip survey in this study
Survey [Objectives]
- To acquire fresh information about person trip
survey in various countries
- To understand the concept of a trip
- To know the categories in the interview applied in
this study
- To understand the purpose and contents of the
cordon and screen line survey
- To know the methodology of the survey applied
in this study
December 7, 2010 PC Evaluation of [Goals]
Hotel Mass Transit - To share the issues of the existing plan of Mass
Corridors in Transit Corridors in Karachi in view of
Karachi engineering aspects between KMTC and the JICA
Study Team
[Objectives]
- To understand the physical obstacles along the
corridors for mass transit system
- To understand the evaluation of the corridors by
the JICA Study Team
- To understand the advantages and disadvantages
of each corridor
January 27, 2011 PC Approach of [Goals]
Hotel Demand - To understand the coverage area and the approach
Forecast by of demand forecast applied in this study
JICA-STRADA [Objectives]
- To understand the precondition and limitation of
the demand forecast in this study
- To understand concept of the demand forecast
model in this study
- To understand the outline of JICA STRADA
9 March, 2011 PC Introduction of [Goals]
Hotel Mass Transit - To get fresh information about the mass transit
System in Japan system in Japan, and share the same image of
mass transit system between KMTC and the
JICA Study Team
[Objectives]
- To know the characteristics and category of mass
transit system in Japan
- To understand transit capacity by transit system
Source: JICA Study Team
Appendix 2 - 2
Figure A2-2-1 Picture of Workshops
1st Workshop 1st Workshop
2nd Workshop 2nd Workshop
3rd Workshop 3rd Workshop
4th Workshop 4th Workshop

Photo: JICA Study Team
Appendix 2 - 3
2.1.2 Scheduled Workshop
The other three workshops will be held as shown in Table A2-2-2.
Table A2-2-2 Scheduled of Workshops

Title Goals and Objectives
Evaluation of [Goals]
Transportation Project - To enable to explain the reason of priority in the master plan
[Objectives]
- To understand the alternatives in the environmental consideration
- To understand the methodology of economic evaluation of transportation
project
- To know the initial evaluation of the master plan by the JICA Study Team
Engineering Aspect of [Goals]
the Priority Project - To understand the proposed system in the feasibility study, and to enable to
explain why such system is selected
[Objectives]
- To know the proposed technology, system, construction method and other
engineering aspects of the project in the F/S
- To understand the reason of the selection
Database Management [Goals]
and Update - To enable to update the study by KMTC after the completion of the study
[Objectives]
- To know the contents of the database prepared by the JICA Study Team
- To understand how to update the data
3. GIS Training
As a part of the capacity building, the JICA Study Team held a GIS training for four CDGK
officers on 25th October, 2010. In the 2-hours training course, participants learned the basic
concept of Graphical Information System (GIS) and different samples of GIS analysis of the
Karachi city transport planning as a case. These samples are on (1) Working with Satellite
image, (2) Editing Corridors Map, (3) Analysis of Population distribution, and (4) Analysis of
Hinterland of CNG gas station.
Following the GIS training above, an intensive training course was provided by the JICA Study
Team to five CDGK officers from 30th May to 11th June 2011. They have attended total 24
hours GIS Training. This course was in collaborated with the local company ER Solutions.
The course outline is as follows.
Appendix 2 - 4
Table A2-3-1 Course outline of GIS Training

Title Outline
1. Introduction to GIS - What is GIS?
- Task you perform with Arc GIS
- Unique Projects to daily business
2. Exploring Arc Catalog - Introducing Arc Catalog
- Viewing data in Arc Catalog
- Connecting to your data
- Exploring data and adding it to a map
- Managing a dataset
3. Introducing Arc Map - Working with maps
- Moving around the map
- Adding existing features from a dataset
- Create new features
- Changing the way features are drawn
4. Exploring Database - Working with an attribute tables
- Adding data into an attribute tables
- Importing tables from tables
- Adding x-y data to a map
- Converting x-y data (GPS survey data) into point features
- Joining external tables to layers attribute table
5. Queries (SQL) - Select by attribute
- Select by location
6. Planning a GIS Project - The steps in a project
- Planning your project
7. Assembling the database - Organizing the project database
- Adding data to the project folder
- Previewing data in Arc Catalog
- Examining the data in Arc Map
- Clearing up the Catalog tree
8. Preparing data for Analysis - Setting up for analysis
- Analysis techniques
- Reviewing the analysis results
9. Presenting the Result - Designing the map
- Setting up the map page
- Creating the map of analysis result
- Adding the map elements
- Saving the map and printing
10. Data Convert - Working on Auto CAD MAP 3D
- Import Data from Shape field
- Annotation(Display data) on Map 3D
- Add fields / fields value on Map 3D
- Export DWG data into Shape file format
Source: Lecture material of ER Solutions
The participants can obtain an adequate knowledge of not only the basic operation of GIS but
also creation and management of database with GIS.
Appendix 2 - 5
Figure A2-3-1 Picture of GIS Training
4. On the Job-Training
4.1 Network Building in JICA STRADA
Network building is one of the important components in demand forecast. Road network and
transit route network have been developed using GIS software and JICA-STRADA. The
JICA Study Team assign a part of the network building task to CDGK staff and train them how
to make network model in demand forecast. The output of the network has been used for the
demand forecast in KTIP.
4.2 Railway Planning
During the study period, CDGK staff asked various question about railway planning such as
route alignment, underground structure, and train operation. The members of the JICA Study
Team responded to the questions and explain engineering aspects from their experiences.
Appendix 2 - 6
APPENDIX-3 UC BOUNDARY MAP
1. Confirmation of UC Boundaries
1.1 Necessity of Administrative Boundary Map
Traffic zones are the basic units for transportation planning, representing origins and
destinations in origin-destination (OD) matrices. In most cases, traffic zones conform to the
existing administrative units because statistics of the basic socio-economic data such as
population, which are very essential data for transportation planning, are usually available by
administrative unit.
Union Council (UC) Administration was selected as the unit of traffic zone in KTIP.
A boundary map of UCs is an essential material for the Household Interview Survey, because
sample households in each UC should be selected so that the total number of samples meets the
necessary number of samples calculated by UC. In addition, the boundary map is necessary
because the addresses or landmarks taken in the household interviews should be coded as
traffic zones.
1.2 Available Maps for UC Boundaries
It appeared that UC boundary maps would be available in the beginning of the study, because
administrative jurisdiction of UC is the very basic information of each Town, which is under
the administration of CDGK.
There are three sources identified for the UC boundaries: 1) Person Trip Survey in 2005, 2)
sector report of KSDP, and 3) Population Census Organization (PCO).
The first source was the person trip survey in 2005 by JICA, in which UCs were used for its
traffic zone system. The JICA Study Team obtained a GIS data of the person trip survey in
2005 from the local consultant which conducted the survey, and started sub-zoning work using
the data.
The second source was CDGK. Master Plan Group Office (MPGO) furnished the JICA Study
Team with copies of Town maps in a sector report in KSDP-2020 on 21st May, 2010.
Although this was the future land use map, the existing UC boundaries were illustrated. Since
the map was a part of the official CDGK document, this appeared to be more accurate than the
first map which was just prepared by a private company. The JICA Study Team received a
GIS data of the UC boundary from MPGO on 10th June, 2010. The GIS data was modified
because it did not fit the satellite images.
The last source was PCO. The JICA Study Team visited PCO to collect population data in
1998 Census and purchased 18 Town maps from PCO on 5th July, 2010. PCO has maps of
Charges and Circles, which were the previous administrative units until 2001 when the present
Town-UC system was applied. If the boundaries of UCs have not changes since then, the
Town maps of PCO appears to be most reliable. However, roads and landmarks in the maps
were very old and it was very difficult to identify the boundary on the satellite image.
There were many contradictions between the two official maps. The location, shape, and size
of UCs in some Towns were quite different.
Appendix 3 - 1
1.3 UC Boundary Confirmation Works
1.3.1 Town Maps of CDGK
To prepare proper boundary map, a meeting was held on 12th August, 2010 to discuss the issue
of UC boundary, where 11 Town maps were provided by CDGK to the JICA Study Team as
official maps. These maps were compared with maps of Population Census Organization
(PCO), and four maps were found to be acceptable because there are few differences from PCO
maps. There is unclear area in the map of Jamshed Town but it was confirmed by site visit.
These town maps (North Nazimabad, New Karachi, Gulberg, Liaquatabad, and Jamshed)
became available for the work plan of Household Interview Survey (HIS) in the end of August,
and therefore the JICA Study Team could start the HIS on 5th September, 2010 from these five
towns. On the other hand, the UC boundaries of Orangi, SITE and Keamari had not been
clarified until the end of November.
1.3.2 Meetings with Town Administrators
Since the town maps of Keamari, Bin Qasim, and Gadap Towns were not furnished from
CDGK, the JICA Study Team visited these Towns to confirm the UC boundary. Although
these towns were busy in managing camps of flood refugees, the meetings with these towns
were successful. In addition, the JICA Study Team had a meeting with Baldia,
Gulshan-e-Iqbal, and Shah Faisal Town to confirm UC boundaries. The boundary of SITE
Town and SITE Limited was identified in several meetings with SITE Town and SITE Limited.
Table A3-1-1 List of visits to Towns for UC boundary confirmation

Town Date Remark
01 Kimari 31st August, 2010 Site visit to Bhutta Village with the town
officers was conducted on 15th
September.
02 S.I.T.E Town 10th, 11th, 12th, and It was found that SITE Limited is not
15th September, 2010 under jurisdiction of CDGK.
03 Baldia Town 29th September, 2010 UC map was prepared by the JICA Study
Team and sent to Baldia Town for the
confirmation.
04 Orangi Town 24th November, 2010 Orangi UC map of CDGK found to be
correct.
08 Gulshan-e-Iqbal Town 23rd September, 2010 Site visit with the administrator was
conducted to confirm the boundary with
Malir cantonment on 24th September.
09 Shah Faisal Town 30th September, 2010 The boundary map of CDGK was
corrected in the meeting using the image
of Google Earth.
th
17 Bin Qasim Town 30 August, 2010 A Town map was provided by Bin
Qasim Town.
18 Gadap Town 1st September, 2010 The boundaries of UCs in Gadap Town
were drawn on the image of Google
Earth.
1.3.3 UC maps of Population Census Organization
Population Census Organization (PCO) has Town maps and Union Council maps produced by
the organization itself. The UC maps are more detail than the Town maps. The boundaries
could be drawn on the satellite images only if the roads in the maps were clearly identified.
Appendix 3 - 2
However, in many cases, it was difficult to identify the roads in the maps on the satellite images
because the scales and shapes of these maps were not correct.
PCO had maps of Circles and Charges, which are the previous administrative units. Since the
corresponding Circles and Charges to each Union Council were declared in the notification
(Karachi, the 21st May, 2001), the boundaries of Union Councils would be clear if the maps of
Circles and Charges contain enough information to identify the roads and streets. Since these
were schematic (not to scale) maps and information was old, it was also difficult to identify the
boundaries using these maps. Nevertheless, UC maps of PCO were most useful materials to
confirm UC boundaries.
1.3.4 Boundary in Cantonments
To collect information of the administrative boundary in each cantonment, the JICA Study
Team visited each cantonment with officers of KMTC and local consultant.
Table A3-1-2 List of visits to Cantonments for Administrative Boundaries

Cantonment Visit Data Collection Boundary
Military Land 2nd July , Request for data collection -
and Operation 2010 from each cantonment
Karachi 21st July, Plan of Karachi Cantonment - There are 4 wards (proposed)
Cantonment 2010
Malir 22nd July, Plan of Malir Cantonment - There is only one ward
Cantonment 2010 Presentation Paper (2 pages) - Military area and civil area
Memo (2 pages)
Clifton 29th July, Presentation Paper (2 pages)
- Wards are not designated.
Cantonment 2010 No. of units per street (16)
- DHA Phasing is the base zone
- Population= 182,489 (98
Census)
- Population= 250,000 (present)
Korangi 28th July, Presentation Paper (2 pages) - Battahi Colony (20,000 pop*)
Cantonment 2010 Memo (1 page) - Indsutrial Area
Guide Map of Battahi Colony - PAF (15,000 pop*)
Plan of Cantonment Board * 1998 Census
Korangi Creek Present population is estimated
as 70,000 in total.
Faisal 9th August, Map of Cantonment - Sector I, II, III, IV
Cantonment 2010 - Restricted Area
Manora 9th August, Map of Cantonment -
Cantonment 2010
1.3.5 Site Visit
The best way to confirm the boundary is to visit the place and ask the residents about the
jurisdiction of the area, and the JICA Study Team visited some places where its jurisdiction was
not clear. The visited sites are: Sector A Akhtar Colony, Qayyumabad, A triangle area near
KPT Park, Karachi Zoological, Garden West Area, Lea Market, Old Haji Camp, City Railway
Colony, Sultanabad, Bhutta Village, Millat Garden, a boundary between Gulshan-e-Iqbal and
Malir cantonment, etc. In some cases, Union Council officers helped us to confirm the
jurisdiction.
Appendix 3 - 3

Figure A3-1-1 UC Boundary Map
Appendix 3 - 4
2. UC Boundary Maps
The following figures are the results of UC boundary maps for 18 Towns and 6 cantonments.
1. Keamari
2. S.I.T.E 3. Baldia
Appendix 3 - 5
4. Orangi 5. Lyari
6. Saddar 7. Jamshed
Appendix 3 - 6
8. Gulshan-e-Iqbal
9. Shah Faisal
Appendix 3 - 7
10. Landhi
11. Korangi
12. North Nazimabad
Appendix 3 - 8
13. New Karachi
14. Gulberg
15. Liaquatabad
Appendix 3 - 9
16. Malir
17. Bin Qasim
Appendix 3 - 10
18. Gadap
19. Karachi Cantonment
Appendix 3 - 11
20. Clifton Cantonment
21. Faisal Cantonment
Appendix 3 - 12
22. Malir Cantonment
23. Manora Cantonment
Appendix 3 - 13
24. Korangi Cantonment
Appendix 3 - 14
APPENDIX 4 TRAFFIC SURVEYS
1. Household Interview Survey

1.1.1 Traffic Zone System
In this study, origins and destinations are coded into 267 zones.
(1) Karachi and External Zones
In the HIS, samples were selected from the residents in Karachi. Although most trips by the
residents in Karachi are generated inside Karachi, there are a large number of trips between
Karachi and other area of Karachi. For those trips between inside and outside of Karachi, the
following external zones were prepared in this Study.
- Province of Sindh (excluding Karachi)

- Province of Punjab
- Province of Balochistan
- Other provinces in Pakistan
- India
- Afghanistan
- Other countries
In the external zoning, the province of Sindh was subdivided into 23 Districts, in which Thatta
was further subdivided into 9 tehsils. Thatta and Karachi adjoin each other. Since there are
two highways (National Highway and Super Highway) between Karachi and other districts of
Sindh, tehsil level information is needed.
The province of Punjab was subdivided into 1) Islamabad, 2) Lahore, and 3) Others, while the
province of Balochistan was subdivided into 1) Quetta and 2) Others. Other provinces in
Pakistan consisted of 1) FATA, 2) Khyber Phakhtunkwa, and 3) Azad Kashmir/Kashmir.
There was no subdivision for India, Afghanistan, and Other countries.
The total number of the external zones was 41 (excluding dummy zone of Karachi).
(2) Town and Cantonment
There are 18 Towns and 6 cantonments in Karachi. Population of a Town ranges from about
500,000 to 1,000,000, while those of cantonments are less. These 24 administrative units
were considered as zones at the same level (Town Level). Although Manora Cantonment was
too small as a Town Level, an independent zone was given to this cantonment instead of
merging the cantonment to Keamari Town in order to maintain consistency with
socio-economic analysis.
(3) UC, Ward, Sector and Phase
Union Council (UC) Administration was the basic unit of the traffic zone in this study. This is
the minimum unit of official statistics of population. Population of a UC varies from 30,000
to 100,000. There are 178 UCs in Towns.
Union Council is the administrative unit of Towns, while cantonments, which are out of
jurisdiction of CDGK, apply the different administrative system in each cantonment. For
Appendix 4 - 1
example, Clifton Cantonment consists of DHA Phases while Faisal Cantonment consists of
Sectors and other areas. Karachi Cantonment has a plan to introduce Wards. From the
administrative system, each cantonment was divided into several zones which corresponded to
UCs as shown in Table A4-1-1.
Table A4-1-1 Subdivision System of Cantonments in Karachi City

No. Name of Subdivision No. of
Cantonment zones
1 Clifton DHA Phases (seven in total) + Other area 8
2 Faisal Sector I, II, III, IV, Airport Area, Naval Area, PAF Area 7
3 Malir Military Area and Civil Area 2
4 Korangi Residential Area, Industrial Area, and PAF Area 3
5 Karachi Proposed four wards 4
6 Manora - 1
Total 25
Source: Hearing from each cantonment
Phase-I
Non-DHA
Phase-II
0 3,000
Phase-IV meters
Phase-VII
Phase-V
Phase-VI Ward-I
Ward-II
Ward-IV
Phase-VIII
Ward-III
0 3,000
meters
0 1,600
meters
Appendix 4 - 2
Bhittai Colony
Korangi Industrial
PAF Korangi
Malir Civil Area

0 3,000
Malir Military Area
meters
0 3,000
meters
Sector-IV
Sector-II
Sector-I
CAA
Sector-III
Naval Area
PAF_Faisal
0 3,000
meters
Source: Illustrated by the JICA Study Team based on cantonment maps provided by Karachi Cantonment Board, Clifton
Cantonment Board, Manora Cantonment Board, Faisal Cantonment Board, Korangi Cantonment Board, and Malir
Cantonment Board
Figure A4-1-1 Subdivision System of Cantonments in Karachi
Appendix 4 - 3
(4) Survey Zone
UCs (Sub-UCs) were further subdivided into Survey Zones. The Survey Zones were not
coded and recorded in the output of the HIS. It was prepared only for the survey purpose.
To ensure the randomness of the location, the sample households were selected over an UC
dispersedly. This was achieved by allocating the number of samples to be collected to a
subdivided zone of each UC.
Appendix 4 - 4
Table A4-1-2 Zone Code (1)

Town UC No. Town UC No. Town UC No.
01 Keamari 01 Bhutta Village 1 07 Jamsheed 01 Akhtar Colony 62 08 Shadman 123
Town 02 Sultanabad 2 Town 02 Manzoor Colony 63 09 Buffer Zone 1 124
03 Kiamari 3 03 Azam Basti 64 10 Buffer Zone 2 125
04 Baba Bhit 4 04 Chanisar Goth 65 13 New Karachi 01 Kalyrai 126
05 Machar Colony 5 05 Mehmooda Abad 66 Town 02 Sir Syed 127
06 Maripur 6 06 P.E.C.H.S 1 67 03 Fatima J. Colony 128
07 Shershah 7 07 P.E.C.H.S 2 68 04 Godhra 129
08 Gabo Pal 8 08 Jat Land Lines 69 05 Abuzar Ghaffari 130
02 Site 01 Pak Colony 9 09 Jacob Line 70 06 Hakim Ahsan 131
Town 02 Old Golimar 10 10 Jamshaid Qtrs 71 07 Madina Colony 132
03 Jahanabad 11 11 Garden East 72 08 Faisal 133
04 Metroville 12 12 Solder Bazar 73 09 Khamsio Goth 134
05 Bawany Chawl 13 13 Pakistan Qtrs 74 10 Mustafa Colony 135
06 Frontier Colony 14 08 Gulshan- 01 Delhi Mercantile Society 75 11 Khwaja Ajner 136
07 Banaras Colony 15 e-Iqbal 02 Civic Center 76 12 Gulshan Sind 137
08 Qasba Colony 16 Town 03 P.I.B Colony 77 13 Shah N. B. Colony 138
09 Islamia Colony 17 04 Essa Nagri 78 14 Gulberg 01 Azizabad 139
10 Site Limited 18 05 Gulshan-e-Iqbal 1 79 Town 02 Karimabad 140
03 Baldia 01 Gulshan-e-Ghazi 19 06 GeelaniRailway Station 80 03 Aisha Manzil 141
Town 02 Ittehad Town 20 07 Shanti Nagar 81 04 Ancholi 142
03 Islam Nagar 21 08 Jamali Colony 82 05 Naseerabad 143
04 Nai Abadi 22 09 Gulshan-e-Iqbal 2 83 06 Yaseenabad 144
05 Saeed Abad 23 10 Pehlwan Goth 84 07 Water Pump 145
06 Mahajir Camp 24 11 Metroville Colony 85 08 Shafiq Mill Colony 146
07 Muslim Mujahid Colony 25 12 Gulzar-e-Hijri 86 15 Liaquatabad 01 Rizvia Society 147
08 Rasheed Abad 26 13 Safooran Goth 87 Town 02 Firdous Colony 148
04 Orangi 01 Azad Nagar 27 09 Shah 01 Natha Khan Goth 88 03 Super Market 149
Town 02 Haryana Colony 28 Faisal 02 Pak Saadat Colony 89 04 Dak Khana 150
03 Hanifa Abad 29 Town 03 Drigh Colony 90 05 Qasimabad 151
04 Mohammad Nagar 30 04 Reta Ploat 91 06 Bhandara Colony 152
05 Madina Colony 31 05 Morio Khan Ghoth 92 07 Sharif Abad 153
06 Ghazia Abad 32 06 Rafah-e-Aam 93 08 Commercial Area 154
07 Chushti Nagar 33 07 Al-Falah Society 94 09 Mujahid Colony 155
08 Bilal Colony 34 10 Landhi 01 Muzzafar Abad 95 10 Nazimabad No. 1 156
09 Islam Chouk 35 Town 02 Muslim Abad 96 11 Abbassi Shaheed 157
10 Gabol Colony 36 03 Dauod Chowrangi 97 16 Malir Town 01 Model Colony 158
11 Data Nagar 37 04 Moin Abad 98 02 Kala Board 159
12 Mujahid Abad 38 05 Sharafi Goth 99 03 Saudabad 160
13 Baloch Goth 39 06 Bhutto Nagar 100 04 Khokrapar 161
05 Lyari 01 Agrataj Colony 40 07 Ajmer Colony 101 05 Jaffar Tanyar 162
Town 02 Darya Abad 41 08 Landhi 102 06 Garibabad 163
03 Naw Abad 42 09 Awami Colony 103 07 Gazi Brohi 164
04 Khada Memon 43 10 Burmee Colony 104 17 Bin Qasim 01 Ibrahim Hyderi 165
05 Baghdadi 44 11 Korangi 105 Town 02 Rehri 166
06 Shah Baig Lane 45 12 Sherabad Colony 106 03 Cattle Colony 167
07 Behar Colony 46 11 Korangi 01 Bilal Colony 107 04 Quaidabad 168
08 Rangi Wara 47 Town 02 Nasir Colony 108 05 Landhi 169
09 Singo Lane 48 03 Chakra Goth 109 06 Gulshan-e-Hadeed 170
10 Chaki Wara 49 04 Silver Town 110 07 Ghaghar 171
11 Allama Iqbal Colony 50 05 100 Quatars 111 18 Gadap Town 01 Murad Memon 172
06 Saddar 01 Old Haji Camp 51 06 Gulzar colony 112 02 Dursanno Channo 173
Town 02 Garden 52 07 Korangi 33 113 03 Gujjro 174
03 Kharadar 53 08 Zouman Town 114 04 Gadap 175
04 City Railway Colony 54 09 Hasrat Mohani 115 05 Songal 176
05 Nanakwara 55 12 North 01 Paposh Nagar 116 06 Yusuf Goth 177
06 Gandarabad 56 Nazimabad 02 Pahar Gang 117 07 Maymarabad 178
07 Millat Nagar 57 Town 03 Khandu Goth 118 08 Manghopir 179
08 Saddar 58 04 Hyderi 119
09 Civil Lines 59 05 Sakhi Hassan 120
10 Clifton 60 06 Farooq-eAzam 121
11 Khehkeshan 61 07 Nusrat B. Colony 122
Appendix 4 - 5
Table A4-1-3 Zone Code (2)

Cantonment Adminnistrative Unit No. Province/ Area District/ Area No.
19 Karachi 01 Ward-I 180 25 Sindh 01 Badin 205
Cantonment 02 Ward-II 181 Province 02 Dadu 206
03 Ward-III 182 03 Ghotki 207
04 Ward-IV 183 04 Hyderabad 208
20 Clifton 01 DHA Phase-I 184 05 Jacobabad 209
Cantonment 02 DHA Phase-II & III 185 06 Jamshoro 210
03 Non DHA Area 186 07 Karachi 211
04 DHA Phase-IV 187 08 Kashmore 212
05 DHA Phase-V 188 09 Khairpur 213
06 DHA Phase-VI 189 10 Larkana 214
07 DHA Phase-VII 190 11 Matiari 215
08 DHA Phase-VIII 191 12 Mirpurkhas 216
21 Faisal 01 Sector-I 192 13 Naushahro Firoze 217
Cantonment 02 Sector-II 193 14 Nawabshah 218
03 Sector-III 194 15 Qambar Shahdadkot 219
04 Sector-IV 195 16 Sanghar 220
05 Navy Area 196 17 Shikarpur 221
06 PAF Faisal 197 18 Sukkur 222
07 CAA Area 198 19 Tando Allahyar 223
22 Malir Cantonment 01 Military Area 199 20 Tando Muhammad Khan 224
02 Civil Area 200 21 Tharparkar 225
23 Manora Cantonmanet 01 All 201 22 Thatta 226
24 Korangi 01 Bhittai Colony 202 23 Umerkot 227
Cantonment 02 Korangi Industrial Area 203 26 Balochistan 01 Quetta 228
03 PAF Korangi 204 Province 02 Others 229
27 Punjab 01 Islamabad 230
Province 02 Lahore 231
03 Others 232
28 Other 01 FATA 233
Province 02 Khyber Phakhtunkwa 234
03 Azad Kashmir/ Kasimir 235
29 India 00 All 236
30 Afghanistan 00 All 237
31 Other countrie 00 All 238
Appendix 4 - 6
1.1.2 Interview Form
An interview document consists of the following interview forms:
- Household Information
- Member Information
- Trip Information
The number of interview items should be limited to the extent where interviewees do not feel
burden to answer the questions.
The following interview items were used in the HIS. The interview forms were prepared in
Urdu language so that interviewers can ask interviewees to fill in the form.
Table A4-1-4 Interview Items

Survey Form Interview Item Purpose
Modeling Survey
Household 1) Name of Interviewee,
Information 2) Address,
3) Contact number,
4) The number of household members,
5) The total monthly income
Member 1) Age,
Information 2) Gender,
(for all 3) Occupation,
household 4) Sector/ Field,
members above 5) Employment,
5 years of age) 6) Education,
7) Location of work place/ school
8) Car License,
9) Car ownership (including car type)
Trip Information 1) Purpose for Trip
(for all 2) Origin (address, type of origin, departure time)
household 3) Destination (address, type of origin, arrival time)
members above 4) Transport mode
5 years of age) 5) Transfer (address or place)
Source: KTIP
The JICA Study Team and KMTC held several meetings about the HIS in July 2010 to finalize
the interview forms in consultation with the survey company (Exponent Engineers) and AERC
(Applied Economics Research Centre, University of Karachi).
In the course of the discussion, Job was separated into Sector/ Field and Employment.
The item of Employment represents the status of a person such as 1) workers in the
government sector, 2) workers in semi government sector, 3) workers in private sector, 4)
retired, 5) unemployment, 6) housewife, and 7) others. The item of Education was also
added to the interview forms.
The survey forms are shown in Figure A4-1-2, A4-1-3, and A4-1-4. Table A4-1-5 shows the
categories and codes for the interview forms.
Appendix 4 - 7

Figure A4-1-2 Survey Form (Household)
Appendix 4 - 8

Figure A4-1-3 Survey Form (Member)
Appendix 4 - 9

Figure A4-1-4 Survey Form (Trip)
Appendix 4 - 10
FORM-1: HOUSEHOLD INFORMATION

Instruction: Only to be completed by Head of Household
1. Name of Household Head:
CNIC (Optional)
2. Address (Please write complete present Address):
Plot #:______ Street: _______________________ Area: __________________
Muhallah: _______________ Block:_______________
Landmark (near the house): ______________________________________________
3. Telephone Number (Optional):

Landline Cell
No.: No.:
4. Total number of household (HH) members

S. Out of Karachi
Description In Karachi
No. Temporarily Permanently
1. Under 5 years
2. 5 years & Above
3. Helpers, maids, drivers, servants
NA NA
etc (permanently residing)
5. Total number of vehicles in household (HH)

Number of Vehicles
S.
Vehicle Type Given by office / others
No. Own
(lease, rent etc)
1. Bicycle
2. Animal Drawn Vehicle
3. Motorcycle / Scooter
4. Car, Jeep etc
5. Taxi / Rickshaw
6. Van / Suzuki Carry
7. Bus / Minibus / Coach
8. Truck / Trailer
Any Others
9.
(Specify):_____________________
7. Monthly household income (including foreign remittances, rent,

investments, pension etc in Pak Rupees) Select from Table A
Source: Translation of Figure A4-1-2

Figure A4-1-5 Survey Form in English (household)
Appendix 4 - 11
FORM-2: HOUSEHOLD MEMBER INFORMATION

Instruction: To be completed for Every Household Member aged 5 & above.
1. Your Name:
1a. Relationship with Household Head:
1. Male
2. Age 3. Gender
2. Female
4. Do you have a permanent driving license 1. Yes

2. No
4a. Category of driving license, if answer to Q4

is Yes? Select from Table B
5. Do you have a vehicle for your own use? 1. Yes

2. No
5a. Type of Vehicle, if answer to Q5 1. Bicycle

is Yes? 2. Animal Drawn Vehicle
3. Motorcycle / Scooter
4. Car, Jeep etc
5. Taxi / Rickshaw
6. Van / Suzuki Carry
7. Bus / minibus / coach
8. Truck / Trailer
9. Any Others (Specify):___________________
6. What is your education level?

Select from Table C
7. What is your occupation?

Select from Table D
8. What is your type of employment?

Select from Table E
9. What is status of employment? 1. Full Time

2. Part Time
10. Which sector/field you work for?

Select from Table F
11. Name of your work place or school or

college or university
Appendix 4 - 12
FORM-2: HOUSEHOLD MEMBER INFORMATION (Contd.)

Instruction: To be completed for Every Household Member aged 5 & above.
11a. Address of Work Place or School or College or University (Please write complete
address):
_____________________________________________________________
_____________________________________________________________
Town Name Union Council (UC) Nearest Landmark, if any
12. What time do you usually leave for your Work

Place or School or College or University? (hh:mm)
13. What is your monthly income (including foreign

remittances, rent, investments, pension etc in Pak
Rupees) Select from Table A
Figure A4-1-6 Survey Form in English (member)
Origin Category of Place

1. Home 1. Home Trips made on following date
2. Work Place/School 2. Office
3. Other 3. Shop/Shopping Center/Market
If Origin is 3, take following information.
4. Factory/Warehouse Year Month Day
Area / Block / Phase 5. School/University/Educational
House ________ Town ___________ Institute
UC ______ Landmark ____________ 6. Hospital/Clinic/Dispensary
7. Religious Sites
8. Restaurant/Recreational Places Total trips made
9. Other (Specify Others)
Trip If place of destination is 3, then take Seque Mode Drive Place of

Purpose (Refer Table-G
for Code)
following information nce of Trip yourself Change of
(Yes 1)
Time of Table H (No 2) Mode
departure Area / Block / Phase
Time of
Arrival 1st
Number
Destination Town
1. Home Union Council 2nd
2. Work Place/School Nearest Landmark
3. Other
If destination category
3rd
is 9, then specify
4th

Figure A4-1-7 Survey Form in English (trip)
Appendix 4 - 13
Table A4-1-5 Code Tables of Household Interview Survey

Table A Income Level Range Table C Education Level Table F Sector / Field
Code Item Code Item Code Item
0 No income 1 Uneducated 1 Engineering / Construction
1 Upto 1,000 2 Primary Level / Madarsa 2 Manufacturing
2 1,001 2,500 3 Matric Level 3 Utility Services
3 2,501 4,000 4 Intermediate Level 4 Retail / Wholesale
4 4,001 5,500 5 Graduation Level 5 Transport
5 5,501 7,000 6 Post Graduation Level 6 Telecommunication
6 7,001 10,000 7 Any Other: ___________ 7 Financial / Insurance
7 10,001 13,000 99 No Response 8 Real Estate
8 13,001 16,000 9 Service Industry
9 16,001 20,000 Table D Occupation 10 Home / Cottage Industry
10 20,001 25,000 Code Item 11 Medical / Hospital Services
11 25,001 30,000 1 Unskilled worker 12 Not Applicable
12 30,001 35,000 2 Skilled Worker 13 Other (please specify)
13 35,001 40,000 Non Executive
14 40,001 45,000 3
Administrative Staff Table G Trip Purpose
15 45,001 50,000 Supervisor level (e.g. Code Item
16 50,001 60,000 4
supervisor, head clerk etc.) 1 To Home
17 60,001 70,000 Shop keeper / Shop Owner 2 To Work
18 70,001 80,000 5
/ Small Businessman 3 To School for Study
19 80,001 100,000 Junior / Middle Level 4 On Business / Duty / Work
20 100,000 125,000 6
Officer / Executive 5 Shopping
21 Above 125,000 7 Doctor / Engineer / Lawyer 6 Eating / Entertainment
99 No Response Armed Forces / 7 Religious
8 Paramilitary / Police / Law 8 Social Activity
Table B Driving License Category Enforcing Agency 9 Visit Friend / Relative
Code Item Middle Income 10 Accompanied by Others
9
1 Motorcycle / Scooter Businessman 11 Leisure / Recreation
2 Rickshaw 10 Senior Executive/ Manager 12 Medical / Treatment
3 Taxi (cab) 11 Upper Class Businessman 13 Other: _____________
4 Car 12 Land lord / Agriculturalist 99 No Response
5 Delivery Van Agricultural Worker (e.g.
6 LTV Related to farming, poultry, Table H Mode of Travel
13
7 HTV fish farming, cattle farming Code Item
8 Others: _________ etc) 1 Walk
99 No Response 14 Teacher 2 Bicycle
15 Student 3 Animal Drawn Vehicle
Vehicle Ownership Category Driver / Servant / Maid / 4 Motorcycle / Scooter
16
Code Item Helper / Baby Sitter 5 Car, Jeep etc
1 Bicycle IT Professional / 6 Taxi / Rickshaw
17
2 Animal Drawn Vehicle Technicians 7 Van / Suzuki Carry
3 Motorcycle/ Scooters 18 Household Women 8 Bus / minibus / coach
4 Car, Jeep, etc 19 Others 9 Truck / Trailer
5 Taxi/ Rickshaw (Specify): ________ Any Others
99 No response 10
6 Van/ Suzuki Carry (Specify):____________
7 Bus/ Minibus/ Coach 99 No Response
8 Truck/ Trailer Table E Employment
9 Others Code Item
1 Government
Semi Govt. / Public-Private
2
Partnership
3 Private
4 Retired
5 Unemployed
6 Housewife
7 Any Other: ___________
99 No response
Appendix 4 - 14
1.1.3 Training
The survey company recruited 10 supervisors including women. An intensive training course
for the supervisors was held on 24th and 25th September, with participation of the JICA Study
Team. After the supervisors training, the survey company held a 3-days training course for
more than 100 enumerators at NED for 28th30th September. Officers in CDGK participated
in the training session. A pilot survey was conducted on 2nd October. The survey company
has continuously recruited new enumerators and they were trained during the field survey as
On-the-job-training. To improve the survey performance, the second training course was
held on 22nd and 23rd, November.
1.1.4 Schedule
The original survey schedule was 3 months from May 2010. However, the survey started on
5th October 2010 and finished on 10th February 2012.
The major purpose of the Household (HIS) Interview Survey in this Study is to produce
Origin-Destination matrices of peoples trips in a typical weekday of Karachi. Therefore, the
HIS was conducted in the season when peoples trips were usual. From this, the survey was
re-scheduled to avoid the summer vacation in June-July, Ramadan (mid August mid
September), and Eid holidays and Haji season in November.
The JICA Study Team conducted the survey from 5th October to 10th November to avoid these
periods when traffic becomes unusual. In this survey period, samples were collected from
five Towns: Gulberg, Liaquatabad, North Nazimabad, New Karachi, and Jamshed Town.
The survey in December was scheduled from December 2, 2010 to January 2, 2011 in Saddar,
Korangi, Landhi, and Shah Faisal. It was decided that the JICA Study Team would not
conduct the survey from December 14 to December 18 to avoid unusual traffic during Ashura.
Due to the delay of UC boundary confirmation, the survey in Keamari, Malir, Malir
Cantonment, Gulshan-e-Iqbal, Clifton Cantonment, Faisal Cantonment, Karachi Cantonment,
S.I.T.E, Bin Qasim, and Manora Cantonment was scheduled to be conducted in January. The
survey in Baldia, Orangi, Lyari, Gadap, and Korangi Cantt was conducted in February.
The survey team had visited all UCs by 1st March, 2011 although the number of collected
samples was 35,900, which was 10% less than the target sample size of 40,000. The backlog
survey was conducted in March, April, and June in 2011. The field survey was completed on
13th June, 2011 except for Clifton Cantonment where the response from residents was
Appendix 4 - 15
extremely poor. The data punching was finished in the end of June, 2011. The number of
samples collected was 41,255.
Table A4-1-6 shows the HIS schedule.
Table A4-1-6 HIS Schedule

No. Town /Cantonment Period
1 Gulberg 5th 8th October, 2010
2 Liaquatabad 8th 15th October (incl. 2 off days)
3 North Nazimabad 15th 20th October (incl. 2 off days)
4 New Karachi 21st 28th October (incl. 2 off days)
5 Jamshed 28th October 4th November
6 Saddar 2nd 9th December (incl. 1 off day)
7 Korangi 10th 12th December/ 30th 31st December
8 Landhi 19th 24th December (incl. 1 off day)/ 1st 2nd January
9 Shah Faisal 25th 29th December (incl. 1 off day)
10 Keamari 5th 7th January, 2011
11 Manora Cantt 7th January
12 Malir 10th 14th January
13 Malir Cantt 13th January
14 Gulshan-e-Iqbal 14th 21st January (incl. 1 off day)
15 Clifton Cantt 22nd 24th January (incl. 1 off day)
16 Faisal Cantt 25th 26th January
17 Karachi Cantt 27th January
18 S.I.T.E 28th January 2nd February
19 Baldia 3rd 7th February
20 Lyari 7th 12th February
21 Bin Qasim 14th 17th February
22 Gadap 18th 21st February (incl. 1 off day)
23 Orangi 22nd February 1st March
Due to the poor response from Clifton Cantonment, the survey method was reviewed. It was
decided that the survey forms would be simplified and drop-off/ pick-up method would be
applied for the survey in Clifton Cantonment. From 10th January to 18th January, 2012, the
survey team distributed the simplified survey forms to 1,243 households. The survey form
collection was closed on 10th February, 2012.
Appendix 4 - 16
1.1.5 Survey Performance
(1) Survey Interruption by Law and Order Situation
The law and order situation had not been stable in the period of the survey. The survey was
interrupted many times by the deterioration of law and order situation during the survey period.
The cases are listed below:
Table A4-1-7 Days Lost during Survey Period

Date Case Days Lost
October 7 Bombings at Hazrat Abdullah Shah Ghazi 1.5
October 15 22 Large scale target killings 3.5
October 29 Police operation in Jamshed Town 0.5
November 5 8 Funeral of the former MQM leader 3.0
November 11 Bomb explosion at CID building 1.0
November 26 Police operation 0.5
December 3 Mafia fighting in Saddar Town 0.5
December 14, 15 High level security in Moharram 2.0
December 21 Threaten to survey team 0.5
December 23 Public rally to KESC in Korangi Town 0.5
December 31 Strike call all over Pakistan 1.0
January 3 Target killing 1.0
January 4 Murder of Punjab Governor 1.0
January 5 Mafia fighting in Keamari 0.5
January 8 Murder of a MQM worker 1.0
January 15 Murder of ex-Nazim in SITE Town 1.0
January 25 Bomb at Malir 0.5
February 7 Law and Order Situation in Lyari Town 0.5
Source: KTIP
The survey was suspended when these cases happened and the surveys on the next days were
cancelled. Especially, the series of the target killings from October 15 to 20 had caused
continuous suspensions and rescheduling of the survey. Assuming that the achievement of the
interview on the day when the survey was interrupted by those incidents is equivalent to the
half of the target, the total delay due to the incidents becomes 4.5 days from 5th October to 4th
November. This is approximately 20% loss of the total samples, which is the reason of the
backlog in North Nazimabad and Liaquatabad Town.
There was no interruption by law and order situation from 23rd November to 13th December.
However, there were several minor accidents. Some surveyors were threatened and robbed
their mobile. There was a threat from a political group to a survey team demanding to stop the
survey in Kharadar UC of Saddar Town on 3rd December.
In January 2011, the law and situation in Karachi was very bad and the survey was interrupted
many times. On the other hand, the situation was relatively stable in February 2011.
During the period of the backlog survey from March 2012 to June 2012, law and order situation
did not affect the survey performance because the survey team became small and flexible
schedule was possible. However, the increase number of kidnapping made the survey in high
income area very difficult.
Appendix 4 - 17
(2) Improvement of Survey Method
The survey method was improved in the beginning of the field survey.
1) Revisit
To obtain trip information of all age groups as much as possible, this survey will collect
the trip information of all the members of five years old or over. If this principal is
strictly applied, the enumerators would need to visit same sample households two or three
times when some of the members are absent at the time of the first visit. This will
happen if the survey is conducted in day time because heads of families are working
outside their house in most cases. The necessity of the revisit to the same households
requires flexibility of the survey schedule because the survey area will vary according to
the necessity of the revisit, which cannot be predicted before the survey. On the other
hand, it is required to inform the survey schedule to CDGK, Police, Foreign Security Cell,
and relevant local authorities for the security reason, which makes such flexible survey
difficult. From this background, it was decided that interviewers collect trip information
of all household members at one visit to avoid revisit as much as possible.
2) Survey Time
The start time of the survey was 3:00 PM in the beginning of the survey. However, it was
changed that the survey starts from 4:00 PM in order to capture the sample household
where all the household members are present. The end time of the survey was also
changed from 9:00 PM to 10:00 PM. The survey in night time brought about a concern
over the security of the survey team.
3) Interviewee
The survey was planned to apply the direct interview to all household members of five
years old or over in the beginning. However, it was found that the direct interview to
women by male interviewers was difficult because most heads of households have a
tendency to refuse such interview to their family. In principal, female interviewers took
over the interview in such a case. However, since the number of female interviewers was
limited due to the security concern in the night time survey, proxy answers by the heads of
households were accepted as exceptional cases.
Appendix 4 - 18
2. Other Traffic Surveys

The JICA Study Team has conducted traffic surveys other than HIS by subcontracting the
works to a local consultant firm. Result of these surveys support present traffic state analysis in
Karachi City, and finally contribute to traffic demand analysis.
Following table shows outline of the surveys.
Table A4-2-1 Outline of Other Traffic Surveys

Survey Objectives Method Coverage
1. Cordon Line To collect trip information Passenger interview 6 locations, 20 % sampling
Survey-1 of passenger across Vehicular traffic count 3 locations, 24 hours
(Highway) highway boundary Vehicular occupancy 3 locations, 24 hours
2. Cordon Line To collect trip information Passenger interview Domestic terminal; 200
Survey-2 of passenger across samples, international
(Airport) boundary by airplane terminal; 200 sample
3. Cordon Line To collect trip information Passenger count 15 trains at one day
Survey-3 of passenger across Passenger interview 15 trains at one day
(Railway) boundary by railway
4. Screen Line To obtain traffic volume Vehicular traffic count 15 locations, 24 hours
Survey and capture passenger Vehicular occupancy 3 locations, 16 hours
volume on screen line
5. Mid Block Traffic To obtain in-city traffic Vehicular traffic count 5 locations, 24 hours
Survey volume
6. Cargo Movement To collect information about Vehicular traffic count 3 terminals, 24 hours
Survey freight movement Passenger interview 3 terminals, 24 hours
7. Passenger To collect information about Passenger interview 5 locations, Minimum
Interview Survey passenger stated preference sample size: 2,000
8. Public Transport To obtain public transport Bus frequency count 15 Locations, 18 hours
Survey frequency
9. Travel Speed To obtain traffic speed Transit time record by 10 routes, 4 round trips on
Survey running car each.
10. Road Inventory To collect information about Capturing by digital video Arterial roads
Survey road attributes camera on running car
Following chapters describe the details of each survey.
2.1.1 Cordon Line Survey 1 (Highway)
(1) General
The cordon line in this study was defined as the border of Karachi city area. This survey was
conducted at the border of the study area (highway cordon) on the three (3) major highways,
National highway, RCD highway, Super highway, in order to collect information about origin
and destination of passengers who are non-residents of Karachi, which consist of 3 types of
survey, interview, traffic count and occupancy.
(2) Survey Method
1) Interview
Surveyors interviewed to non-Karachi resident passengers with random sampling on passenger
cars, public buses, and freight vehicles. As for passenger car and freight, toll plaza was mainly
selected on account for safety and convenience reason. In other cases, interview location was
Appendix 4 - 19
the roadside, where vehicles are flagged down with police assistance and guided to safety
space.
Public bus interview is held at bus terminals along or near each highways. Surveyors take
interview to waiting passengers at terminal or inside a stopping bus. This survey continues on
the operation hours of the terminals.
Interview items are as below.
- Origin and destination,

- Trip purpose
- Number of passengers
- Commodity type (for freight)
- Tones loaded (for freight)
- Trip mode to reach bus terminal (for public transport)
2) Traffic Count
The number of vehicles is counted by following eleven (11) types by direction at the same day
as the interview.
- Passenger cars
- Taxies, Auto Rickshaws
- Motorcycles & Scooters
- Large Busses
Public Buses
- Mini Buses, Coaches, Contract Carriages
- Light Freight Vehicles
- Single Unit Trucks, 2 Axle
Freight Vehicles
- Trailers, 4 Axle
- Trailers, 5 Axle
- Trailers, 6 Axle
3) Occupancy
The number of passengers or congestion level in each vehicles by direction were observed and
recorded with random sampling. Sampling vehicles were classified into five (5) types as below.
- Passenger cars
- Taxies, Auto Rickshaws
- Public Buses
- Freight Vehicles
(3) Coverage
Survey hours covered 24 hours or operation hours, starting from 8 am on weekday.
Following table and figure shows the survey location, date, and hours. It has Eight (7) locations
including one (1) supplementary location and four (3) bus terminals for bus interview.
Appendix 4 - 20
CLH2
RCD Highway Police Choky

CLH3
Link Road
CLH3
Super Highway Toll Plaza
Figure. A4-2-1
CLH2T
City Bus Terminal
CLH3T
Sohrab Goth Bus Terminal
Karachi Transportation Improvement Project
CLA
Quaid-e-Azam International Airport
Appendix 4 - 21
CLH1T
Lee Market Bus Terminal
CLR CLH1
NH5 Toll Plaza
Karachi Cant St.
Location Map of Cordon Line Highway Survey

0 10.00
kilometers
Final Report
Table A4-2-2 Location Lists of Cordon Line Highway Survey

Survey Date (Year 2010)
ID Location
Count Interview Bus Interview Occupancy
a. National Highway Toll Plaza 18-May 18-May, - 18-May
CLH-1
b. Lee Market Bus Terminal - - 28-Dec -
a. RCD Highway Police Choky 25-May 25-May, - 25-May
CLH-2
b. City Bus Terminal (Hub River Road) - - 17-Jan-2011 -
a. Super Highway Toll Plaza 7-Dec 7-Dec - 7-Dec
b. Link Road between National & Super
CLH-3 7-Dec 7-Dec - 7-Dec
Highway
c. Sohrab Goth Bus Stand - - 7-Dec -
(4) Result
Following table shows the result of Count Survey.
Table A4-2-3 No. of Vehicles of Cordon Line Highway Survey

Number of Vehicles, 24 hours, both directions
ID Passeng Taxies Motorcy Large Minibuses Light Trucks Trucks Trailers Trailers Trailers Total
er cars cles Busses , Coaches freight [2 axle] [3 axle] [4 axle] [5 axle] [6 axle]
3,710 143 1,011 255 432 1,890 1,861 1,052 57 44 103 10,558
CLH-1
(35.1) (1.4) (9.6) (2.4) (4.1) (17.9) (17.6) (10.0) (0.5) (0.4) (1.0) (100.0)
4,425 622 2,274 463 2,270 991 2,005 2,228 423 177 265 16,143
CLH-2
(27.4) (3.9) (14.1) (2.9) (14.1) (6.1) (12.4) (13.8) (2.6) (1.1) (1.6) (100.0)
5,092 858 1,094 1,996 1,423 1,587 3,774 2,899 2,136 1,220 1,049 23,128
CLH-3a
(22.0) (3.7) (4.7) (8.6) (6.2) (6.9) (16.3) (12.5) (9.2) (5.3) (4.5) (100.0)
807 21 181 58 10 56 666 480 662 368 364 3,673
CLH-3b
(22.0) (0.6) (4.9) (1.6) (0.3) (1.5) (18.1) (13.1) (18.0) (10.0) (9.9) (100.0)
Following three tables shows the result interview survey on each modes.
Table A4-2-4 Trip Purpose of Car Passengers at Highway Cordon
Car
CLH-1a CLH-2a CLH-3a CLH-3b
Sample size 535 826 262 92
Passenger Car 97.9 93.5 96.9 100.0
Vehicle Type Taxi 2.1 4.8 0.8 0.0
(%) Auto Rickshaw 0.0 0.0 0.8 0.0
Motorcycle 0.0 1.7 1.5 0.0
To Home 12.8 18.1 50.0 0.0
To Work 26.9 23.9 14.9 71.1
To School
0.5 5.8 0.0 0.0
On business
Trip Purpose 15.2 14.0 9.6 28.9
(%) Shopping 7.5 2.9 0.0 0.0
Leisure
4.3 0.8 1.8 0.0
Religious 8.0 15.6 9.6 0.0
Visit Someone 24.8 18.9 14.0 0.0
Appendix 4 - 22
Table A4-2-5 Commodities of Trucks at Highway Cordon

Freight
CLH-1a CLH-2a CLH-3a CLH-3b
Sample size 638 868 3132 192
Single unit Trucks [2 Axle]: 30.7 17.5 28.6 8.3
Single unit Trucks [3 Axle]: 20.2 13.1 23.6 20.8
Trailers [4 Axle]: 1.5 61.8 18.5 37.5
Vehicle
Type Trailers [5 Axle]: 0.7 0.2 10.3 10.4
(%) Trailers [6 Axle]: 0.0 0.0 9.9 16.7
Tractor without Trailer 0.4 0.0 0.4 1.0
Pickup (Light Freight Vehicle) 46.4 7.4 8.7 5.2
Load Empty 32.3 14.5 8.1 41.7
(%) Full 67.7 85.5 91.9 58.3
Animals 34.9 19.3 38.9 25.0
Food Items 0.5 7.0 1.9 10.4
Cement 6.4 4.8 2.2 5.2
Steel 0.9 1.2 1.3 3.1
Concrete 10.6 11.1 8.9 9.4
Wood 15.1 16.1 12.9 0.0
Chemical 2.8 2.7 1.5 0.0
Commodity
Electronic Items 0.9 0.7 2.4 0.0
(%)
Agriculture 3.7 5.1 5.8 8.3
Fertilizers 2.3 3.6 0.3 0.0
Vehicles 4.1 13.0 8.1 37.5
Gas Cylinder 10.1 13.3 11.2 0.0
Plastic 0.0 0.5 0.0 0.0
Tire 0.0 0.5 0.0 0.0
Others 7.8 1.2 4.7 1.0
Table A4-2-6 Trip Purpose of Bus Passengers at Highway Cordon (Bus Terminal)
Bus
CLH-1b CLH-2b CLH-3c
Sample size 362 406 486
Car 3.3 25.1 12.6
Taxi 2.2 47.3 19.7
Mode of
Auto Rickshaw 15.6 20.7 15.5
Arrival
Large Bus 19.4 1.5 28.0
(%)
Minibus 46.1 3.9 11.3
Coach 13.3 1.5 13.0
To Home 3.3 3.9 5.8
To Work 37.0 35.0 40.3
To School 0.6 3.0 1.2
Trip On Business 12.7 23.2 15.2
Purpose Shopping 15.5 0.5 2.5
(%) Entertainment 1.7 9.4 6.2
Social Activities 6.1 0.0 2.5
Visit Someone 17.7 16.7 23.0
Others 5.5 8.4 3.3
Appendix 4 - 23
2.1.2 Cordon Line Survey 2 (Airport Cordon)
(1) General
This survey aims to collect trip information of flight passenger in Karachi city. It is conducted
at departure terminal of Quaid-e-Azam International Airport with assumption of a trip
symmetry, departure and arrival. For this survey, cooperation from Civil Aviation Authority
(CAA) was essential because surveyors go into restricted area of airport, which is one of the
highest-security places in the country. The basic information is origin and destination of
passengers who are non-residents of Karachi city.
(2) Survey Method
Interview is conducted at the terminal of domestic and international, and the target is
non-Karachi residents excluding transit passengers. Surveyors randomly took interviews from
the passengers waiting at a terminal, with prepared questionnaires.
The interview items are as below;
- Origin and transport mode of last trip for reaching to airport

- Flight Destination
- Purpose of Karachi visit
(3) Survey Coverage
The required number of sample is 200 for each terminals, 400 in total.
Survey was separately conducted on 28th-29th Dec. 2010 at international terminal, and on
30th-31st Dec. 2011 at domestic terminal.
(4) Result
Following table shows the result of interview survey.
Appendix 4 - 24
Table A4-2-7 Trip Purpose of Air Passengers

Terminal
International Domestic
Sample size 211 202
Walk 0.0 0.0
Bicycle 0.0 0.5
Animal Drawn Vehicle 0.0 0.0
Motorcycle / Scooter 0.0 2.8
Mode of
Car, Jeep etc 57.8 49.8
Arrival
(%) Taxi / Rickshaw 34.6 38.9
Van / Suzuki Carry 1.4 2.4
Bus / minibus / coach 5.7 0.9
Truck / Trailer 0.0 0.0
Others 0.5 0.5
To Home 24.2 10.9
To Work 22.7 19.9
To School 0.0 1.9
On Business 4.3 20.9
Shopping 0.9 1.9
Purpose of
Entertainment 4.3 1.4
Karachi
Visit Religious 1.9 1.9
(%) Social Activity 4.3 4.7
Visit Friend / Relative 31.8 21.8
Accompanied by Others 1.9 0.5
Leisure / Recreation 1.4 2.8
Medical / Treatment 1.4 4.7
Others 0.9 2.4
Middle East Europe Asia North America Africa
0% 20% 40% 60% 80% 100%

Figure A4-2-2 Ratio of Destination Area of International Air Passengers
Punjab Khyber Pakhtunkhwa Balochistan Sindh
0% 20% 40% 60% 80% 100%

Figure A4-2-3 Ratio of Destination Area of Domestic Air Passengers
Appendix 4 - 25
2.1.3 Cordon Line Survey 3 (Railway Cordon)
(1) General
This survey aims to collect trip information of passengers who is crossing over cordon line
(Karachi city border) by railway. It consists of two surveys, passenger count and OD interview
for non-Karachi resident passengers over 5 years old. Both were conducted inside trains on the
way from Landhi station to Hyderabad station under cooperation with Pakistan Railway (PR),
with assumption of a trip symmetry, departure and arrival.
(2) Survey Method
1) Passenger Count
Surveyors counted the number of passengers inside a train in service, separately by bogie class
among Economy, AC Lower, Business, and AC Sleeper.
2) Interview
Interview was held toward non-Karachi resident passengers aged over 5 years, based on the
prepared questionnaires. Interview items are as below;
- Departure Station
- Origin and transport mode of last trip for reaching to departure station
- Final Destination of the trip
- Purpose of Karachi Visit
(3) Survey Coverage
Following table shows surveyed train name and the date.
Table A4-2-8 Schedule of Trains for Cordon Line Railway Survey

Dept. Time from Survey Date
ID Train Name
Cantt Sta. (Year 2010)
CLR-1 Hazara Express 6:00 1-Nov
CLR-2 Shah Rukne Alam Express 6:30 1-Nov
CLR-3 Awam Express 7:30 1-Nov
CLR-4 Super Express 9:30 3-Nov
CLR-5 Pakistan Express 14:30 28-Oct
CLR-6 Allama Iqbal Express 14:50 2-Nov
CLR-7 Karakoram Express 16:00 2-Nov
CLR-8 Millat Express 16:30 2-Nov
CLR-9 Tezgam 17:00 3-Nov
CLR-10 Karachi Express 18:00 3-Nov
CLR-11 Bahauddin Zakria Express 18:20 4-Nov
CLR-12 Fareed Express 18:50 4-Nov
CLR-13 Khushhal Khan Khattak Express 20:05 28-Oct
CLR-14 Khyber Mail 22:00 4-Nov
CLR-15 Sukkur Express 22:15 28-Oct
(4) Result
Appendix 4 - 26
Table A4-2-9 No. of Passengers in Trains

AC
Train Name
ID Economy AC Lower Business Sleeper
CLR-1 Hazara Express 292 - - -
CLR-2 Shah Rukne Alam Express 45 - - -
CLR-3 Awam Express 328 59 - -
CLR-4 Super Express 416 - - -
CLR-5 Pakistan Express 655 66 - -
CLR-6 Allama Iqbal Express 783 - - -
CLR-7 Karakoram Express 564 44 - -
CLR-8 Millat Express 647 - 15 -
CLR-9 Tezgam 554 112 - -
CLR-10 Karachi Express 548 - - -
CLR-11 Bahauddin Zakria Express 760 - - -
CLR-12 Fareed Express 399 - - -
CLR-13 Khushhal Khan Khattak Express 302 - - -
CLR-14 Khyber Mail 237 - 36 -
CLR-15 Sukkur Express 460 43 - -
Table A4-2-10 Trip Purpose of Railway Passengers

Bogie Class
AC Total
Business Economy
Lower
Sample Size 16 13 364 393
City Station 0.0 0.0 6.3 5.9
Boarding Cantt Station 100.0 61.5 80.8 80.9
Station Drig Road Station 0.0 0.0 0.5 0.5
(%) Malir Halt Station 0.0 23.1 3.0 3.6
Landhi Station 0.0 15.4 9.3 9.2
Walk 12.5 0.0 5.5 5.6
Bicycle 0.0 0.0 1.1 1.0
Animal Drawn Vehicle 0.0 0.0 0.0 0.0
Motorcycle / Scooter 0.0 0.0 1.9 1.8
Mode of
Car, Jeep etc 50.0 7.7 10.7 12.2
Arrival
(%) Taxi / Rickshaw 18.8 46.2 42.3 41.5
Van / Suzuki Carry 0.0 7.7 8.5 8.1
Bus / Minibus / Coach 18.8 38.5 29.7 29.5
Truck / Trailer 0.0 0.0 0.0 0.0
Others 0.0 0.0 0.3 0.3
To Home 0.0 7.7 3.8 3.8
To Work 12.5 23.1 26.4 25.7
To School for Study 0.0 0.0 1.9 1.8
On Business 31.3 15.4 18.4 18.8
Shopping 0.0 7.7 3.6 3.6
Purpose of Eating / Entertainment 0.0 15.4 4.1 4.3
Karachi
Visit Religious 0.0 0.0 1.9 1.8
(%) Social Activity 18.8 7.7 8.8 9.2
Visit Friend / Relative 31.3 15.4 22.3 22.4
Accompanied by Others 0.0 0.0 1.1 1.0
Leisure / Recreation 0.0 0.0 2.7 2.5
Medical / Treatment 6.3 7.7 4.7 4.8
Others 0.0 0.0 0.3 0.3
Appendix 4 - 27
Punjab Sindh Khyber Pakhtunkhwa Balochistan
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
FigureA4-2-4 Ratio of Destination Area of Railway Passengers
2.1.4 Screen Line Survey
(1) General
JICA Study team set Lyari River as screen line of the Karachi city in this survey, and conducted
traffic count and occupancy survey at roads crossing over the screen line.
(2) Survey Method
1) Traffic Count
Video camera method is applied to most of this survey to record the flow of transportation. Due
to necessity for capturing wide vision of the spot, it is set on the Lyari Expressway on flyover,
under the cooperation with National Highway Authority.
Vehicle types are classified into twelve (12) as described below,
- Passenger cars [Including Jeeps & Station Wagons]

- Taxies [Yellow & Black Cabs, Yellow Cabs & Radio Cabs]
- Auto Rickshaws [Old Style & CNG 4-Stroke]
- Contract Carriages
- Large Public Busses [Intercity, UTS, KPTS etc]
- School Busses including Suzuki
- Mini Busses
- Coaches
- Light Freight Vehicles [Pickups, Shehzoor, etc]
- Single Unit Trucks [2 & 3 Axle]
- Trailers
2) Occupancy
The number of passengers or congestion level in each vehicle were observed and recorded by
roadside surveyors with random sampling. Sampling vehicles were classified into nine (9)
types as below.
- Passenger cars
- Taxies
- Auto Rickshaws
- Contract Carriages including School Buses
- Large Public Buses
- Minibuses
- Coaches
Appendix 4 - 28
- Freight Vehicles
Three (3) locations were selected for this survey to represent the 15 locations; Gulbai, Teen
Hatti and Sohrab Goth. The survey is conducted on the same day as the traffic count survey at
the corresponding location.
(3) Survey Coverage
It took 24 hours for traffic count survey, and 16 hours for occupancy survey, starting from 6 am
on weekdays. Following table and figure show the survey location and date.
Table A4-2-11 Location List and Schedule of Screen Line Survey

ID Location Date
SL-1* G Allana Road / Gulbai 13th Dec 2010
SL-2 Chakiwara Road 13th Dec 2010
SL-3 New Kumbhar Wara Road / Mewashah Graveyard 14th Dec 2010
SL-4 Dhobi Ghat 14th Dec 2010
SL-5 Manghopir Road / Shamshan Ghat 20th Dec 2010
SL-6 Las Bela 20th Dec 2010
SL-7* S M Toufeeq Road / Teen Hatti 21st Dec 2010
SL-8 Altaf Hussain Barelvi Road / Old Sabzi Mandi 21st Dec 2010
SL-9 Sir Shah Suleman Road / Gharibabad 3rd Jan 2011
SL-10 Yasinabad Bridge 3rd Jan 2011
SL-11 Rashid Minhas Road / UBL Sports Complex 4th Jan 2011
SL-12* Sohrab Goth / Super Highway 4th Jan 2011
SL-13 New Karachi Sector 12 / Saba Cinema 5th Jan 2011
SL-14 New Karachi Sector 6 / Ibrahim Goth 5th Jan 2011
SL-15 Northern Bypass btw Surjani Town Road & Hub Dam Road 5th Jan 2011
* Occupancy Survey is conducted at SL-1, SL-7 and SL-12.
(4) Result
Following table shows the result of Count and Occupancy Survey with the next one explaining
abbreviation of transportation modes.
Table A4-2-12 Abbreviation of transportation modes

Abbreviation Description
PC Passenger Cars [Including Jeeps & Station Wagons]
Tx Taxies [Yellow & Black Cabs, Yellow Cabs & Radio Cabs]
AR Auto Rickshaws [Old Style & CNG 4-Stroke]
Mc Motorcycles & Scooters
CC Contract Carriages including Suzuki
LPB Large Public Busses [Intercity, UTS, KPTS etc]
SB School Busses
MB Mini Busses
Co Coaches
LFV Light Freight Vehicles [Pickups, Shehzoor, etc]
SUT Single Unit Trucks [2 & 3 Axle]
Tr Trailers
Fr Freight Vehicle (Includes LFV, SUT, and Tr)
Appendix 4 - 29
0 10.00
kilometers
SL15(Northen Bypass)

Figure A4-2-5
SL14(New Karachi Sector 6)
SL13(New Karachi Sector 12)
Appendix 4 - 30
SL12(Sohrab Goth)

SL11(Rashid Minhas Road)

SL08(A.H. Barelvi Road) SL10(Yasinabad Bridge)
Location Map of Screen Line Survey

SL06(Las Bela) SL09(Sir Shah Suleman Road)

SL03(New Kumbhar Road)
SL07(S.M. Toufeeq Road)

SL05(Manghopir Road)

SL04(Dhobi Ghat)
SL01(Maripur Road) SL02(Chakiwara Road)

Final Report
Table A4-2-13 Number of Vehicles of Screen Line Survey

Number of Vehicles, 24 hours, both directions
ID
PC Tx AR Mc CC LPB SB MB Co LFV SUT Tr Total
14,826 4,003 2,200 33,413 3,659 71 25 4,278 2,192 5,954 8,093 3,327 82,041
SL-1
(18.1) (4.9) (2.7) (40.7) (4.5) (0.1) (0.0) (5.2) (2.7) (7.3) (9.9) (4.1) (100.0)
7,460 2,040 7,215 18,674 25 251 16 1,205 148 3,125 2,905 317 43,381
SL-2
(17.2) (4.7) (16.6) (43.0) (0.1) (0.6) (0.0) (2.8) (0.3) (7.2) (6.7) (0.7) (100.0)
1,342 189 1,792 4,344 47 0 6 0 0 522 709 46 8,997
SL-3
(14.9) (2.1) (19.9) (48.3) (0.5) (0.0) (0.1) (0.0) (0.0) (5.8) (7.9) (0.5) (100.0)
802 292 2,980 4,849 383 136 6 0 33 1,320 321 1 11,123
SL-4
(7.2) (2.6) (26.8) (43.6) (3.4) (1.2) (0.1) (0.0) (0.3) (11.9) (2.9) (0.0) (100.0)
14,717 3,299 7,944 36,001 261 1,293 25 2,253 161 2,545 1,018 5 69,522
SL-5
(21.2) (4.7) (11.4) (51.8) (0.4) (1.9) (0.0) (3.2) (0.2) (3.7) (1.5) (0.0) (100.0)
30,870 5,230 16,324 70,649 1,382 1,939 12 1,617 458 1,626 1,147 6 131,260
SL-6
(23.5) (4.0) (12.4) (53.8) (1.1) (1.5) (0.0) (1.2) (0.3) (1.2) (0.9) (0.0) (100.0)
34,903 4,780 19,813 93,188 963 3,201 16 4,465 467 5,076 1,223 13 168,108
SL-7
(20.8) (2.8) (11.8) (55.4) (0.6) (1.9) (0.0) (2.7) (0.3) (3.0) (0.7) (0.0) (100.0)
4,327 1,068 5,698 15,438 199 98 6 152 0 1,208 247 0 28,441
SL-8
(15.2) (3.8) (20.0) (54.3) (0.7) (0.3) (0.0) (0.5) (0.0) (4.2) (0.9) (0.0) (100.0)
72,219 4,999 9,365 75,346 959 633 19 4,795 767 3,957 2,690 59 175,808
SL-9
(41.1) (2.8) (5.3) (42.9) (0.5) (0.4) (0.0) (2.7) (0.4) (2.3) (1.5) (0.0) (100.0)
30,753 3,338 7,810 33,496 518 0 16 1,836 0 1,552 296 49 79,664
SL-10
(38.6) (4.2) (9.8) (42.0) (0.7) (0.0) (0.0) (2.3) (0.0) (1.9) (0.4) (0.1) (100.0)
51,359 7,191 7,384 65,371 1,974 624 61 5,803 571 5,471 4,436 38 150,283
SL-11
(34.2) (4.8) (4.9) (43.5) (1.3) (0.4) (0.0) (3.9) (0.4) (3.6) (3.0) (0.0) (100.0)
24,678 6,700 10,636 38,899 2,255 2,367 7 2,005 1,443 4,008 3,976 932 97,906
SL-12
(25.2) (6.8) (10.9) (39.7) (2.3) (2.4) (0.0) (2.0) (1.5) (4.1) (4.1) (1.0) (100.0)
2,453 1,071 1,780 11,722 177 383 19 1,010 0 1,548 797 166 21,126
SL-13
(11.6) (5.1) (8.4) (55.5) (0.8) (1.8) (0.1) (4.8) (0.0) (7.3) (3.8) (0.8) (100.0)
2,013 312 566 4,964 101 0 36 1,497 0 944 1,072 42 11,547
SL-14
(17.4) (2.7) (4.9) (43.0) (0.9) (0.0) (0.3) (13.0) (0.0) (8.2) (9.3) (0.4) (100.0)
724 106 0 452 0 1 0 33 0 243 1918 1351 4828
SL-15
(15.0) (2.2) (0.0) (9.4) (0.0) (0.0) (0.0) (0.7) (0.0) (5.0) (39.7) (28.0) (100.0)
Note: Figures in parentheses indicate % share.
Table A4-2-14 Passenger Occupancy on Screen Line

Average Occupancy, 16 hours, both direction
ID
PC Tx AR Mc CC LPB MB Co Fr
Occupancy 2.25 2.33 2.40 1.26 2.74 44.24 32.91 37.49 2.19
SL-1
No, of Sample 9,364 2,588 1,518 27,069 2,112 144 2,229 2,482 10,767
Occupancy 2.28 2.01 2.09 1.26 3.22 50.30 34.85 35.29 2.28
SL-7
No, of Sample 13,812 2,967 10,930 56,391 632 1,161 2,563 124 4,316
Occupancy 2.39 2.44 2.40 1.24 3.16 54.74 31.80 34.52 2.54
SL-12
No, of Sample 11,376 2,593 3,464 25,842 1,189 736 1,271 236 5,835
Appendix 4 - 31
2.1.5 Mid Block Traffic Survey
(1) General
This Survey aims to obtain traffic volume data of each vehicle type on directional traffic flow at
selected five (5) locations.
(2) Survey Method
Numbers of twelve (12) types of vehicle as same categorization as screen line count survey, are
counted for twenty-four (24) hours, starting from 8 am, at 5 locations.
(3) Survey Coverage
Following table and figure show the survey location and date.
Table A4-2-15 Location and date of Mid Block Traffic Survey

Survey Date (Year 2010)
ID Location
Weekday Friday Holiday Ramadan
12-May, 14-May, 9-May,
MB-1 Shahrah-e-Sher Shah Suri near Hyderi Market 24-Aug
10-Nov * 15-Oct * 24-Oct *
MB-2 Estate Avenue Site near Textile Avenue 26-May 3rd-Dec 16-May 24-Aug
MB-3 M. A. Jinnah Road near Numaish 26-May 28-May 23-May 26-Aug
MB-4 Shahrah-e-Faisal near Nursery 12-May 14-May 9-May 26-Aug
MB-5 Khayaban-e-Iqbal between Teen Talwar and Under Pass 19-May 28-May 16-May 1-Sep
* Surveys repeated for MB-1 and conducted only for the mode of Passenger car due to inconsistency
MB1 (Sharah-e-Shah Soori near Hyderi Market)
MB2 (Estate Avenue SITE near Textile Avenue)
MB3 (M.A.Jinnah Road near Numaish)
MB4 (Sharah-e-Faisal near Nursery)
MB5 (Khyaban-e-Iqbal beteen Teen Taiwar and Under Pass)

0 5.000
kilometers

Figure A4-2-6 Location map of Mid Block Traffic Survey
Appendix 4 - 32
(4) Result
Following table shows the result of Count Survey referring abbreviation with table A4-2-14 .
Table A4-2-16 Number of Vehicles of Mid-Block Survey
Location Number of Vehicles, 24 hours, both directions

Day
ID PC Tx AR Mc CC LPB SB MB Co LFV SUT Tr Total
48,773 7,314 16,195 90,425 2,621 3,049 500 3,626 1,826 5,378 887 59 180,653
Weekday
(27.0) (4.0) (9.0) (50.1) (1.5) (1.7) (0.3) (2.0) (1.0) (3.0) (0.5) (0.0) (100.0)
47,696 5,902 15,493 86,137 1,627 1,945 490 2,521 794 5,012 863 69 168,549
MB-1 Friday
(28.3) (3.5) (9.2) (51.1) (1.0) (1.2) (0.3) (1.5) (0.5) (3.0) (0.5) (0.0) (100.0)
42,875 7,854 13,817 88,194 1,209 1,376 339 2,218 752 2,729 678 57 162,098
Holiday
(26.6) (1.7) (7.6) (57.3) (1.5) (1.0) (0.1) (0.6) (0.7) (1.9) (1.1) (0.0) (100.0)
18,288 2,761 5,189 40,316 1,490 1,324 107 2,072 627 5,835 7,587 2,212 87,808
Weekday
(20.8) (3.1) (5.9) (45.9) (1.7) (1.5) (0.1) (2.4) (0.7) (6.6) (8.6) (2.5) (100.0)
15,034 2,748 4,382 35,732 932 415 16 877 181 5,658 5,169 1,117 72,261
MB-2 Friday
(20.8) (3.8) (6.1) (49.4) (1.3) (0.6) (0.0) (1.2) (0.3) (7.8) (7.2) (1.5) (100.0)
10,454 5,583 6,833 17,543 1,001 502 0 1,215 233 2,466 1,779 1,188 48,797
Holiday
(23.8) (2.5) (3.4) (48.5) (2.4) (0.8) (0.1) (2.6) (0.2) (5.5) (8.2) (2.0) (100.0)
51,358 7,924 14,784 80,342 1,339 4,518 312 4,760 3,030 4,497 181 25 173,070
Weekday
(29.7) (4.6) (8.5) (46.4) (0.8) (2.6) (0.2) (2.8) (1.8) (2.6) (0.1) (0.0) (100.0)
47,186 7,619 16,470 88,980 1,199 3,808 374 3,825 2,443 3,965 477 131 176,477
MB-3 Friday
(26.7) (4.3) (9.3) (50.4) (0.7) (2.2) (0.2) (2.2) (1.4) (2.2) (0.3) (0.1) (100.0)
37,143 5,645 12,488 58,337 1,240 2,551 16 2,578 1,848 2,229 431 28 124,534
Holiday
(24.3) (1.9) (9.7) (57.2) (1.3) (1.5) (0.0) (1.3) (1.0) (1.3) (0.4) (0.0) (100.0)
86,176 7,731 9,305 78,408 3,230 571 414 2,881 2,229 4,400 1,805 68 197,218
Weekday
(43.7) (3.9) (4.7) (39.8) (1.6) (0.3) (0.2) (1.5) (1.1) (2.2) (0.9) (0.0) (100.0)
96,140 7,873 8,695 69,226 2,449 478 325 2,697 1,615 4,772 1,378 104 195,752
MB-4 Friday
(49.1) (4.0) (4.4) (35.4) (1.3) (0.2) (0.2) (1.4) (0.8) (2.4) (0.7) (0.1) (100.0)
55,887 7,207 5,197 31,282 1,572 354 65 1,615 1,227 2,461 1,265 149 108,281
Holiday
(48.4) (3.1) (2.7) (41.1) (1.7) (0.2) (0.1) (0.7) (0.6) (0.9) (0.5) (0.0) (100.0)
64,951 2,079 5,482 29,734 1,083 168 15 2 296 608 418 8 104,844
Weekday
(62.0) (2.0) (5.2) (28.4) (1.0) (0.2) (0.0) (0.0) (0.3) (0.6) (0.4) (0.0) (100.0)
65,498 2,035 5,740 23,896 1,718 28 37 1 4 1,058 494 1 100,510
MB-5 Friday
(65.2) (2.0) (5.7) (23.8) (1.7) (0.0) (0.0) (0.0) (0.0) (1.1) (0.5) (0.0) (100.0)
42,766 2,389 4,237 13,010 1,163 8 10 0 9 573 399 4 64,568
Holiday
(64.6) (2.1) (8.1) (21.6) (1.0) (0.0) (0.2) (0.0) (0.0) (2.0) (0.4) (0.0) (100.0)
2.1.6 Cargo Movement Survey
(1) General
This Survey aims to collect information about origin and destination of freight at three (3)
major truck terminals, which consists of interview survey and traffic count survey.
Appendix 4 - 33
(2) Survey Method
1) Interview
At the gates of truck terminals, surveyors interviewed to the drivers based on the
questionnaire. Interview items are as below;
- Origin and Destination

- Commodity Type
- Tones Loaded
2) Traffic Count
Numbers of six (6) types of freight vehicles as below are counted separately.
- Light Freight Vehicles

- Trailers, 4 Axle
- Trailers, 5 Axle
- Trailers, 6 Axle
(3) Survey Coverage
It took 24 hours for this survey from 8 am on weekdays. Three (3) terminals of survey
location are described and shown in following table and figure.
Table A4-2-17 Locations List and date of Cargo Movement Survey

No. of Date
ID Location
Gates (Year 2010)
CM-1 New Sabzi Mandi 2 13-July
CM-2 New Truck Stand 6 21-July
CM-3 Karachi Port 8 19-July
Appendix 4 - 34
CM1(New Sabzi Mandi)
CM2(New Truck Stand)
CM3(Karachi Port)
0 5.000
kilometers

Figure A4-2-7 Location Map of Cargo Movement Survey
(4) Result
Table A4-2-18 Number of Vehicles of Cargo Movement Survey

Light Freight Single unit trucks Trailers
ID Total
Vehicles 2 Axle 3 Axle 4 Axle 5 Axle 6 Axle
CM-1 5,999 2,555 354 9 0 21 8,938
CM-2 4,308 3,554 1,458 822 74 68 10,284
CM-3 293 863 2,838 2,645 437 620 7,696
Appendix 4 - 35
Table A4-2-19 Commodities at Cargo Movement Survey

CM Interview
CM-1 CM-2 CM-3
Sample size 1064 2134 2216
Full 46.3 33.2 37.9
Load (%) Half 11.7 11.9 3.8
Empty 41.9 54.9 58.3
Food and Beverage 95.8 22.6 14.1
Petroleum and fuels 0.0 2.8 13.4
Cement and earth 0.0 2.1 8.8
Steel and Iron 0.2 5.2 15.0
Raw materials 0.0 11.1 5.1
Commodity (%)
Manufactured Products 0.2 33.4 5.1
Electrical Products 0.0 6.1 0.3
Car and Auto Supplies 0.0 9.2 0.2
Medical and Chemical Products 0.0 4.7 1.1
Others or Unknown 3.9 2.8 36.8
2.1.7 Passenger Interview Survey
(1) General
This survey aims to collect information of passengers stated preference for modal
transportation choice by interview.
(2) Survey Method
Interview is conducted to a passenger traveling by any of the four (4) transport modes,
Passenger car, Motorcycle, Taxi and Rickshaw, and Bus, with using one of several types of
questionnaires.
Interview items are as below;
- Personal Attributes
- Trip mode information
- Stated Preference (SP) of LRT and BRT system
- Willingness-to-pay for LRT and BRT
Result of SP interview would be applied for logit modeling as mode choice in demand forecast.
Thus, it is necessary to collect varied results on different conditions. Due to the reason,
Questionnaires are prepared several types (eight (8) types for Car users, four (4) types for the
other mode users on each).
(3) Survey Coverage
Survey hour was from 8 am to 8 pm and minimum sample number is 2,000. Following Table
and Figure show the survey location and date
Appendix 4 - 36
Table A4-2-20 Location list and date of Passenger Interview Survey

Location Date
ID Car & Motorcycle Rickshaw (Year
& Bus 2010)
PI-1 Shahrah-e-Sher Shah Suri near Hyderi Market petrol pump Bus Stop 31-May,
17-June*
PI-2 Estate Avenue Site near Textile Avenue petrol pump Bus Stop 1-June
PI-3 M. A. Jinnah Road near Numaish market parking area Bus Stop 2-June
PI-4 Shahrah-e-Faisal near Nursery market parking area Bus Stop 3-June
Khayaban-e-Iqbal between Teen Talwar and petrol pump &
PI-5 Bus Stop 8-June
Under Pass roadside w/ police
*Re-conduct part of survey due to error of interviw

PI-1B (Hyderi Market)

PI-1A (PSO pump)

PI-2 (Near Textile Ave.)

PI-3B (M.A.Jinnha Road)

PI-3A (M.A.Jinnah Road)

PI-4 (Sharah-e-Faisal near Nursery)

PI-5 (Near Old Race Course)
0 5.000
PI-5A (Near Teen Talwar)

kilometers

Figure A4-2-8 Location Map of Passenger Interview Survey
(4) Result
Following table shows the profile of interview survey.
Appendix 4 - 37
Table A4-2-21 Profile of Interviewers of PIS

Transportation Mode
Cars Motorcycle Buses Rickshaw
No. of Sample 1080 973 555 614
Male 92.8 99.9 96.8 85.7
Gender (%)
Female 7.2 0.1 3.2 14.3
Under 20 4.5 9.6 10.6 12.9
21 30 41.9 48.4 42.7 51.6
Age (%) 31 40 32.0 29.6 31.7 26.7
41 60 20.0 11.8 14.1 8.3
Over 61 1.6 0.6 0.9 0.5
Officials of Government 12.2 16.8 11.3 7.8
Employee of private company 40.1 43.4 42.9 39.3
Independent/ Self-employed 28.2 5.9 21.0 16.5
Bus/ Rickshaw/ Taxi Driver 1.5 1.0 0.9 1.1
Truck Driver 0.1 0.5 0.0 0.7
Teacher 1.8 1.4 3.2 3.8
Occupation
Student (Elementary) 0.2 0.4 0.2 0.7
(%)
Student (High school) 0.9 1.4 2.7 3.3
Student (University/ College) 7.2 6.4 12.9 6.0
Housewife 2.5 0.0 0.5 5.5
Retire/ Pension 0.7 1.0 1.4 1.5
Jobless 1.3 1.8 2.2 6.4
Others 3.4 19.8 0.7 7.5
None 16.6 2.4 67.7 52.5
Motorcycle 11.4 88.2 16.9 33.9
Car Car / 4WD / Pickup 59.4 8.9 13.0 11.8
Ownership
(%) Van / Hi-Ace 11.5 0.0 1.3 1.1
Truck 0.7 0.0 0.2 0.2
Others 0.4 0.5 0.9 0.5
2.1.8 Public Transport Survey
(1) General
This survey aims to collect information about public transport frequency. Fifteen (15) locations
were selected to cover all the public bus routes, based on the study for CNG Bus project,
conducted by KMTC in 2009.
(2) Survey Method
Number of each bus line are counted and recorded on the sheet by roadside observing.
(3) Survey Coverage
It took eighteen (18) hours from 6 am to 12 am on weekdays for this survey. Following table
and figure show the survey location and date.
Appendix 4 - 38
Table A4-2-22 Location and date of Public Transport Survey

ID Location Survey Date (Year 2010)
PT-1 Bolton Market 4-Nov
PT-2 KMC Bldg 4-Nov
PT-3 Taj Medical Complex 4-Nov
PT-4 Karachi Zoo (south) 4-Nov
PT-5 Karachi Zoo (north) 4-Nov
PT-6 Askari Park 8-Nov
PT-7 Korangi Rd near Sunset Boulevard 8-Nov
PT-8 Jauhar Mall 10-Nov
PT-9 PAF Museum 10-Nov
PT-10 Malir Halt 10-Nov
PT-11 Landhi near Industrial Area 10-Nov
PT-12 SITE Avenue 11-Nov
PT-13 Abdullah Girls College 11-Nov
PT-14 Sohrab Goth 11-Nov
PT-15 Al Asif Square 11-Nov

PT-15

PT-14

PT-13

PT-8

PT-12

PT-6

PT-9
PT-6'
PT-10

PT-4
PT-5 PT-3

PT-2

PT-1

PT-11
PT-1'

PT-7
0 5.000
kilometers

Figure A4-2-9 Location Map of Public Transport Survey
(4) Result
Appendix 4 - 39
Table A4-2-23 No. of Buses in Service of PT Survey

No. of Bus in service, 18 hours, both direction
ID UTS,
Large Bus Minibus Coach Total
KPTS
PT-1 394 2,719 2,420 148 5,681
PT-2 1,166 1,017 992 88 3,263
PT-3 2,415 3,134 1,784 0 7,333
PT-4 1,204 1,937 386 0 3,527
PT-5 417 205 392 0 1,014
PT-6 302 1,908 1,038 46 3,294
PT-7 644 1,653 1,000 0 3,297
PT-8 74 2,190 316 126 2,706
PT-9 0 2,432 1,007 413 3,852
PT-10 532 2,183 763 159 3,637
PT-11 0 1,876 441 0 2,317
PT-12 204 1,066 561 0 1,831
PT-13 0 1,674 121 0 1,795
PT-14 286 1,650 451 0 2,387
PT-15 0 1,759 507 179 2,445
2.1.9 Travel Speed Survey
(1) General
This survey aims to collect travel speed information on present traffic situation in the study area.
It is conducted by passenger car (SEDAN) passing through ten (10) major routes, corridors, in
peak hours.
(2) Survey Method
Travel time is recorded for every section of the survey routes by running two (2) cars.
(3) Survey Coverage
Ten (10) routes are selected, referring to Corridors on KSDP2020, as described in Table
A4-2-23.
Table A4-2-24 Route List and Date of Travel Speed Survey

Corresponding Corridor Date (Year
ID Ends of Route
in KSDP 2020 2010)
TS-1 M. W. Tower Sohrab Goth LRT-1 3-May
TS-2 Cantonment Station Banaras Chowk LRT-2 4-May
TS-3 FTC Quaidabad (through Shahrah-e-Faisal) LRT-4 5-May
TS-4 Colony Gate Nagan Chowrangi LRT-5 6-May
TS-5 M. W. Tower RCD Highway Police Training School LRT-6 10-May
TS-6 Cantonment Station Surjani Town BRT-1 12-May
TS-7 Numaish Safoora Goth BRT-2 11-May
TS-8 Board of Secondary Education Banaras Chowk BRT-3 13-May
TS-9 City Station Hotel Mehran BRT-1 Ext 17-May
TS-10 FTC Quaidabad (through Korangi) - 18-May
Appendix 4 - 40
(4) Result
Following table shows the result of travel speed survey.
Table A4-2-25 Summery of Travel Speed Survey Result

Average speed (km/h) of both direction
ID Distance (1) (2) (2) (1)
Average Morning Evening Average Morning Evening
(1) M.W.Tower - (2) Sohrab Goth
TS-1
14.9km 23.30 22.98 24.72 19.51 23.59 28.81 15.77
(1) Banaras Chowk - (2) Cantt. Station
TS-2
10.5km 15.66 16.66 20.15 11.43 14.66 16.80 11.44
(1) Abbot Laboratory - (2) Cantt. Station
TS-3
21.3km 31.81 30.30 31.35 28.18 33.17 38.06 25.85
(1) Nagan Chowrangi - (2) Colony Gate
TS-4
10.2km 40.14 39.30 38.52 40.00 40.93 49.40 34.15
(1) RCD Highway - (2) M.W.Tower
TS-5
11.0km 28.13 24.86 24.78 24.99 31.41 34.26 26.83
(1) Surjani Town - (2) M.A.Jinnah Road
TS-6
16.5km 33.62 33.05 31.91 34.77 34.20 37.58 29.11
(1) Numaish - (2) Safoorah Goth
TS-7
16.0km 35.80 34.30 34.28 34.31 37.31 42.81 31.81
(1) Board Office Chowrangi - (2) Banaras Chowrangi
TS-8
1.7km 15.81 16.59 16.59 - 15.02 15.02 -
(1) Hotel Mehran - (2) City Station
TS-9
2.7km 8.12 7.70 7.05 8.36 8.54 7.16 9.93
(1) Quaidabad - (2) FTC
TS-10
17.5km 35.14 33.05 32.11 33.99 37.22 40.68 33.77
Source: Travel Speed Survey in KTIP
2.1.10 Road Inventory Survey
(1) General
This survey aims to collect information about Attributes of urban roads in Karachi for
developing road network model through traffic demand forecast.
(2) Survey Method
This survey collects following information of attributes, based on segments into which
targeted roads are divided by cross sections and some other index.
- Existence of median strip

- Paved or unpaved
- One way or two way
- Direction (in case of one-way road)
- Enforced maximum speed (if the sign board is observed)
- Number of lanes for each direction
- Existence of lane marking
- Existence of frontage roads
Appendix 4 - 41
- Existence of roadside parking (main road, not in frontage road)
Those data is captured by video camera set on running vehicle.

(3) Survey Coverage
The target is main part of arterial and major roads in Karachi city and over 1,000
segments organize the data of result in total
(4) Result
Following figure shows the summery of the result.

It is necessary to note that the points consist of segment-based counting, and describes
not all in-city roads, but only targeted in this survey.
1 2 3 4 5
No.ofLanes
0% 20% 40% 60% 80% 100%

Figure 4-2-10 Total Ratio of No. of Lanes per One Way of Road Inventory Survey
with/on without/no
Median
Encourachement
RoadsideParking
Paved
LaneMarkings
ServiceLanes
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Figure 4-2-11 Total Ratio of the Attributes of Road Inventory Survey
Appendix 4 - 42
APPENDIX-5 CURRENT ENVIRONMENTAL CONDITIONS, SCOPING

AND THE METHOD OF ENVIRONMENTAL EXAMINATION
1. EIA Procedure in Pakistan

Project Proposal
Screening Process
EIA Required IEE Required No IEE/EIA Required

Ferrer Schedule II Ferrer Schedule I Ferrer Schedule III
Proceed to EIA
Procedure if Required
Scoping/baseline Data Submission of IEE

Collection Report to EPA
Environmental Impact Finding of

Analysis during No Significant Impacts
Construction and
Operation and
Maintenance Period
Consideration of
Mitigation Measure
Process of Approval
Elaboration of And Issue of No
Environmental Objection Certificate
Management Plan
Preparation of EIA
Report
Submission of EIA
Report to EPA*
Expert Meeting
Finalization of EIA Approved
Process of Approval
and Issue of No
Not Approved Objection Certificate
Project Implementation
Re-designing of the Note* - As per EIA Regulation
of 2000, reviewing period
Project required for IEE is 45 days and
for EIA 90 120 days
Environmental
Re-submission of Management and
EIA Report to EPA Monitoring
Source: Faisal Aslam, ENVIRONMENTAL IMPACT ASSESSMENT IN PAKISTAN - OVERVIEW, IMPLEMENTATION

AND EFFECTIVENESS, June 20056
Figure A5-1-1 Procedure of EIA in Pakistan
Appendix 5- 1
2. NEQS for Motor Vehicles Exhaust and Noise

NEQS promulgated under PEPA 1997 and revised in 2000 was amended in 2009. Under the
Section 6 of PEPA 1997 provides for the emission standards for motor vehicles, both diesel and
petrol of different categories.
During construction and post development phase of a project, the NEQS for Motor Vehicles
Standard and Noise will apply to all vehicles involved in the project activities including
construction machinery.
Table A5-2-1 Proposed National Environmental Quality Standard for Noise
S. No. Category of Area / Effective from 1st January, 2009 Effective from 1st January, 2010
Zone Limit it in dB(A) Leq*
Day Time Night Time Day Time Night Time
1 Residential area (A) 65 50 55 45
2 Commercial area (B) 70 60 65 55
3 Industrial area (C) 80 75 75 65
4 Silence Zone (D) 55 45 50 45
Note: 1 Day time hours: 6.00 a. m to 10.00 p. m
2 Night time hours: 10.00 p. m to 6.00p. m
3 Silence zone; Zone which are declared as such by competent authority. An area comprising not less
than 100 meters around hospitals, educational institutions and courts.
4 Mixed categories of areas may be declared as one of the four above-mentioned categories by the
competent authority.
*dB(A) Time weighted average of the level of sound in decibels on scale A which is relatable to human
Leq hearing.
Source: Advertisement regarding public opinion/comments on national standards for noise (Pak-EPA)
Table A5-2-2 National Environmental Quality Standard for Ambient Air
Pollutant Time-weighted Concentration in Ambient Air Method of
average Effective from Effective from Measurement
1st January 2009 1st January 2012
Sulfur Dioxide Annual Average* 80g/m3 80gm3 Ultraviolet
(SO2) 24 hours** 120g/m 3
120gm3 Fluorescence Method
Oxides of Annual Average* 40g/m3 40gm3 Gas Phase
Nitrogen as 24 hours** Chemiluminescence
40gm3 40gm3
(NO)
Oxides of Annual Average* 40gm3 40gm3 Gas Phase
Nitrogen as 24 hours** 3 3
Chemiluminescence
80 gm 80gm
(NO2)
O3 1 hour Non dispersive UV
180gm3 130gm3 absorption method
Suspended Annual Average* 400gm3 360gm3 High volume
Particulate 24 hours** Sampling, (Average
Matter (SPM) 550gm3 500gm3 flow rate not less than
1.1m3/minite)
Respirable Annual Average* 200gm3 120gm3 Ray absorption
Particulate 24 hours** method
250gm3 150gm3
Matter (PM10)
Resipirable Annual Average* 25gm3 15gm3 Ray absorption
Particulate 24 hours** 40gm3 35gm3 method
Matter (PM2.5) 1 hour 25gm3 15gm3
Lead (Pb) Annual Average* 1.5gm3 1gm3 ASS Method after
24 hours** sampling using EPM
2gm3 1.5gm3 2000 or equivalent
Filter paper
Carbon 8hours** 5mg/m3 5mg/m3 Non Dispersive Infra
Monoxide (CO) 1hours 10mg/m3 10mg/m3 Red (NDIR) method
*Annual arithmetic mean of minimum 104 measurements in a year taken twice a week 24 hourly at uniform
interval.
Appendix 5- 2
**24 hourly / 8 hourly values should be met 98% of the in a year. 2% of the time, it may exceed but not on two
consecutive days.
Source: Advertisement regarding public opinion/comments on national standards for ambient air (Pak-EPA)
PEPA 1997 specifies the imposition of a pollution charge in case of non-compliance with the
NEQS. However the standards for disposal of solid waster have not been promulgates to date.
Table A5-2-3 NEQS for Municipal and Industrial Effluents

Into Into
S. No. Parameter Inland Sewage Into Sea Units
Waters Treatment
o
1 Temperature or Temp. increase <3 <3 <3 C
2 pH value (H+) 6-9 6-9 6-9
3 Biological Oxygen Demand (BOD)5 at 20 oC 80 250 80 mg/l
4 Chemical Oxygen Demand (COD)Cr 150 400 400 mg/l
5 Total Suspended Solids (TSS) 200 400 200 mg/l
6 Total Dissolved Solids (TDS) 3500 3500 3500 mg/l
7 Oil and Grease 10 10 10 mg/l
8 Phenolic Compounds (as Phenol) 0.1 0.3 0.3 mg/l
9 Chloride (as Cl-) 1000 1000 SC mg/l
10 Fluoride (as F-) 10 10 10 mg/l
11 Cyanide (as CN-)total 1.0 1.0 1.0 mg/l
12 An-ionic detergents (as MBAS) 20 20 20 mg/l
13 Sulphate(SO42-) 600 1000 SC mg/l
14 Sulphide(S2-) 1.0 1.0 1.0 mg/l
15 Ammonia (NH3) 40 40 40 mg/l
16 Pesticides 0.15 0.15 0.15 mg/l
17 Cadmium 0.1 0.1 0.1 mg/l
18 Chromium (trivalent and hexavalent) 1.0 1.0 1.0 mg/l
19 Copper 1.0 1.0 1.0 mg/l
20 Lead 0.5 0.5 0.5 mg/l
21 Mercury 0.01 0.01 0.01 mg/l
22 Selenium 0.5 0.5 0.5 mg/l
23 Nickel 1.0 1.0 1.0 mg/l
24 Silver 1.0 1.0 1.0 mg/l
25 Total toxic metals 2.0 2.0 2.0 mg/l
26 Zinc 5.0 5.0 5.0 mg/l
27 Arsenic 1.0 1.0 1.0 mg/l
28 Barium 1.5 1.5 1.5 mg/l
29 Iron 8.0 8.0 8.0 mg/l
30 Manganese 1.5 1.5 1.5 mg/l
31 Boron 6.0 6.0 6.0 mg/l
32 Chlorine 1.0 1.0 1.0 mg/l
Source: Statutory Notification, SRO-549(1)/2000, dated August 10, 2000, Ministry of Environment, Local
Government and Rural Development, Government of Pakistan.
Table A5-2-4 NEQS for Motor Vehicles Exhaust and Noise
Parameter Standards (maximum permissible limit) Measuring method
Noise 85dB(A) Sound-meter at 7.5meter from the source
40 % or 2 on the Ringlemann Scale To be compared with Ringlemann chart
Smoke
during engine acceleration mode at a distance of 6 m or more
Carbon Under idling condition: Non-dispersive
6%
Monoxide infrared detection through gas analyzer
Source: Statutory Notification, SRO-72(KE)/2009, dated May 16, 2009, Ministry of Environment, Government
of Pakistan.
Appendix 5- 3
3. Result of Scoping
3.1 Introduction
There are 6 LRT corridors and 4 BRT corridors, which are proposed as master Plan for JICA
study. These proposed corridors are connecting the center of the city, industrial areas,
residential areas and commercial areas of Karachi city.
For scoping on the potential environmental impacts of each corridor, 31 environmental

parameters have been selected for assessment. Each environmental parameter is ranked from A
to D (both positive/negative) depending on their environmental and social significance. These
rating are generally based on the information of the site survey and aerial photographs where
corridors are identified. Rating Criteria are shown as follows:
A+/-: Significant positive/negative impact is expected.

B+/-: Relatively positive/negative impact is expected.
C+/-: Extent of positive/negative impact is unknown. (A further examination is needed,
and the impact or change could be clarified as the study progresses.)
D: No or Negligible impact is expected.
3.2 Scoping of the Environmental Impacts
3.2.1 Environmental Scoping
Using the environmental scoping list initially identifies potential impacts on the environment
during the pre-construction, construction and operation stages of the Project and matrixes as are
shown in Table A5-3-1a - Table A5-3-6a.
Each LRT crridor generally follows the existing road aligment. There is a possibility of
underground section constructed in the congested area while most of LRTs section will be the
elevated structure.
3.2.2 Natural Environment
(1) No project
Potential impacts on the environment in the case of No-project (Zero-option case) are initially
examined by using the environmental scoping list and matrixes as shown in Table A5-3-1a to
A5-3-6a and Table A5-3-1b to A5-3-6b. The Zero-option examination was made on the
conditions that i) the maintenance of the existing roads is the same as it is, and ii) no new
investments are provided to improve the existing road networks or transportation system.
In general the lack of adequate public transport services and the recent enormous increase in
private vehicle ownerships will worsen traffic jams, make road users relatively uncomfortable
and inconvenient. Therefore, the Zero-option case will cause serious environmental impacts
such as deterioration of air quality, especially emanation of the dust and nitrogen oxide,
increased noise level, and risk increment of traffic accidents. Increment of greenhouse gas
(GHG) will also be increased due to the increase of traffic volume and congestion, which
increases idling time of each vehicle on the road. These factors would contribute to global
warming issues in general.
Appendix 5- 4
Table A5-3-1a Draft Scoping on the Environmental and Social Considerations Zero Option
Project Evalua-
Item Description
Stage tion
Social Environment
Involuntary Resettlement P,C,O D There is no significant impacts of the resettlement
Disruption or Improvement of P D No significant impact is expected.
Livelihood C D No significant impact is expected.
O B- Worsening of the present traffic congestions would hamper
further the livelihood of the citizens in Karachi.
Changes in the Employment and P D No significant impact is expected.
Local Economic Conditions C D No significant impact is expected.
O B- Worsening of the present traffic congestions would hamper
further the economic activities in Karachi.
Changes on the Land Use P,C,O D No significant impact is expected.
Patterns
Physical Division of the Local P,C,O D No significant impact is expected.
Communities
Existing Social Infrastructure P,C,O D No significant impact is expected.
and Services
Indigenous and Ethnic P,C,O D No significant impact is expected.
Minorities
Distribution of Benefits P,C D No significant impact is expected.
O C- Inequality among the stakeholders might be expected, since
wealthy car owners would increase in the future and traffic
congestions to the Traffic Minorities i.e. non-car-owners
would further suffer.
Local Conflict on the Interests of P,C,O D No significant impact is expected.
the Project
Disruption of Water Right P,C,O D No significant impact is expected.
Public Sanitation P,C,O D No significant impact is expected.
Risks on the Hazardous and P,C,O D No significant impact is expected.
Infectious Diseases
Traffic Accidents P,C D No significant impact is expected.
O B- Increment of risks of accidents is expected due to the increase
of vehicles.
Natural Environment and Pollution
Geographical and geological P,C,O D No significant impact is expected.
conditions
Soil erosion P,C,O D No significant impact is expected.
Ground Water P,C,O D No significant impact is expected.
Surface Water P,C,O D No significant impact is expected.
Coastal zone P,C,O D No significant impact is expected.
Oceanographic changes P,C,O D No significant impact is expected.
Flora and Fauna P,C,O D No significant impact is expected.
Natural/Ecological reserves and P,C,O D No significant impact is expected.
sanctuary
Meteorology P,C,O D No significant impact is expected.
Global warming P,C D No significant impact is expected.
O C- The possibility of increased of Greenhouse Gas (GHG)
emission is expected due to the increment of car number as
well as traffic congestions.
Air pollution P,C D No significant impact is expected.
O C- The possibility of deterioration of air quality, especially dust
and nitrogen oxide, is expected due to the increment of car
number as well as traffic congestions.
Appendix 5- 5
Project Evalua-
Item Description
Stage tion
Water pollution P,C,O D No significant impact is expected.
Soil contamination P,C,O D No significant impact is expected.
Waste P,C,O D No significant impact is expected.
Noise and vibration P,C D No significant impact is expected.
O C- The possibility of increment of noise and vibration is expected
due to the increment of car number as well as traffic
congestions.
Ground subsidence P,C,O D No significant impact is expected.
Emanating odor P,C,O D No significant impact is expected.
Bottom sediment P,C,O D No significant impact is expected.
Legend of Project Stage

P: Pre-construction stage; C: Construction stage; O: Operation stage
Legend of Evaluation
A+/-: Significant positive/negative impact is expected.
C+/-: Extent of positive/negative impact is unknown.
(A further examination is needed, and the impact or change could be clarified as the study progresses.)
D : No or Negligible impact is expected.
Appendix 5- 6
Table A5-3-1b Draft Scoping Matrix on the Environmental and Social Considerations Zero Option
Pre-construction Stage Construction Stage Operation Stage
Emanation of Dust, Noise and Vibration

Project Activities
Preparation of the Construction Works
Improvement of Railway/Bus Stations
Improvement of Road/Railway Safety

Localized Employment Opportunities
Entrances on the Sidewalks/Privately
Areas, Work Camp and Mobilization
Improvement of Traffic Congestions

of Construction Plants and Materials
Construction Works for Stations and
Improvement of Passenger-oriented
Land Acquisition and Resettlement
Related to the Construction Works

Filling of the Construction Works
Localized Business Opportunities

Overall Evaluation on the Project
Clearing Vegetation/Top Soil for
Improvement of Freight-oriented
Participation to the SH Meeting
Diversion of the Existing Road

Preparation of the Construction
Improvement of Employment
Survey/Study on the Project
Earth Moving: Cutting and
of the Construction Works

Information on the Project
and Other Facilities
Opportunities
Owned Land
Business
Business
Items of the Environment Subject to
Negative/Positive Changes
No.
1 Effects on the Livelihood of the Local Communities
a. General D D D D D D D D D D D D D D D D D D D
b. Socially and Physically Disadvantaged D D D D D D D D D D D D D D D D D D D
c. Women and Children D D D D D D D D D D D D D D D D D D D
d. Ethnic Minority D D D D D D D D D D D D D D D D D D D
2 Social Cohesion and Physical Continuity of the Local Communities D D D D D D D D D D D D D D D D D D D
Social Environment
3 Local Road Transportation System C- D D D D D D D D D D D D C- D D D D D

Appendix 5- 7
4 Distribution of the Benefit of the Project D D D D D D D D D D D D D D D D D D D

5 Effect on the Social and Cultural Events and Tradition D D D D D D D D D D D D D D D D D D D
6 Effect on the Local Economic Activities
a. Industrial Areas D D D D D D D D D D D D D D D D D D D
b. Commercial and Busines Areas D D D D D D D D D D D D D D D D D D D
7 Effect on the Water Rights/Commons for Grazing etc. D D D D D D D D D D D D D D D D D D D
8 Public Hygiene and Health Care of the Local Communities D D D D D D D D D D D D D D D D D D D
9 Vulnerability/Resilience of the Society to Natural Disaster D D D D D D D D D D D D D D D D D D D
10 Traffic Safety B- D D D D D D D D D D D D B- D D D D D
11 Changes on the Land Use and the Landscape D D D D D D D D D D D D D D D D D D D
12 Geographical Conditions D D D D D D D D D D D D D D D D D D D
13 Geological Conditions D D D D D D D D D D D D D D D D D D D
14 Soil Erosion D D D D D D D D D D D D D D D D D D D
Natural Environment
15 Faunal Ecology D D D D D D D D D D D D D D D D D D D
16 Flora Ecology D D D D D D D D D D D D D D D D D D D
17 Effects on the Ground Water D D D D D D D D D D D D D D D D D D D
18 Effect on the Surface Water Body (River, Lakes, etc) D D D D D D D D D D D D D D D D D D D
19 Effect on the Coastal Environment D D D D D D D D D D D D D D D D D D D
20 Oceanographic Changes D D D D D D D D D D D D D D D D D D D
21 Effect on the Natural/Ecological Reserves and Sanctuaries D D D D D D D D D D D D D D D D D D D
22 Localised Climatic Changes D D D D D D D D D D D D D D D D D D D
23 Effect on the Global Warming Issues C- D D D D D D D D D D D D C- D D D D D
24 Air Pollution C- D D D D D D D D D D D D C- D D D D D
25 Water Pollution D D D D D D D D D D D D D D D D D D D
26 Soil Pollution D D D D D D D D D D D D D D D D D D D
Pollution
27 Solid Waste and/or Industrial Discharge Management D D D D D D D D D D D D D D D D D D D
Final Report
28 Noise and Vibration C- D D D D D D D D D D D D C- D D D D D
29 Large Scale Ground Settlement D D D D D D D D D D D D D D D D D D D
30 Emanating Odour D D D D D D D D D D D D D D D D D D D
31 Pollution on the Water Bottom/Sludge and Its Effect on the Aquatic Life D D D D D D D D D D D D D D D D D D D
Legend: A+/-: Significant positive/negative impact is expected.
C+/-: Extent of positive/negative impact is unknown. (A further examination is needed, and the impact could be clarified as the study progresses.)
(2) Green Line
1) Pre-construction Stage
No impact is expected in pre-construction stage.
2) During the Construction Period

Some negative impacts of air pollution, noise and vibration are expected due to operation
of heavy equipment/vehicles as well as traffic jams incidental to construction works,
although this impact will be temporary during the construction stage. There is no
remarkable significant and/or sensitive natural environment along the corridor since
proposed corridor is located in urban areas. Although negative impacts are not expected
on the natural flora, fauna and biodiversity to be protected, there is a possibility of clearing
trees planted on the roadside/center of the road in the area of the stations and elevated
structures as well as the inderground sections. North Karachi and North Nazimabad areas
are particularly receiving heavy impacts. Where underground sections are constructed,
the possibilities of the negative impact for groundwater or ground subsidence are
undeniable. However, it depends much on the construction method as well as the ground
conditions. There are no project components or activities, which causes the soil
contamination. However, in the case of construction site is already contaminated by other
reasons, the construction will receive negative impacts. Where the corridor is crossing
over Lyari River, there is a possibility of water pollution generated by bridge construction
activities, although the expected impacts will be temporary during construction stage.
3) Operation and Maintenance Stage

It is expected that emission of air pollutions and noise level will be reduced due to the
modal shift of transportation from passenger cars to the LRT system.
Table A5-3-2a Draft Scoping on the Environmental and Social Considerations Zero Option
Project Evalua-
Item Description
Stage tion
Social Environment
Involuntary P C- Stakeholder meetings are scheduled to hold in order to disseminate
Resettlement information this route. It should agitate anxiety of the local residents
if they would become subject to resettlement as a result of project
implementation.
C B- Where underground sections are constructed, entrances/exits should
be constructed. In the case elevated stations are constructed,
stairways to the station are constructed. As a result portions of
residential/commercial areas might become subject to land
acquisition. Although limited, a number of residents/shop owners
might be involved in the resettlement scheme.
O D There is no resettlement involved in the operation stage of the
project.
Disruption or P D No significant impact is expected.
Improvement of C B- Due to noise and vibration caused by the construction activities,
Livelihood livelihood of the general public along the construction area should
be negatively affected.
O C+/- There are periodical noise and vibration during the operation stage
of the passenger trains. On the other hand, convenience of passenger
trains should improve commercial activities or commuting to work
of the local population along the corridors.
Changes in the P D No impact is expected in pre-construction stage.
Employment and C C+ Some positive effect on the local economy is expected because of
Local Economic the possible increment of business/employment opportunities
Appendix 5- 8
Project Evalua-
Item Description
Stage tion
Conditions generated by construction activities of the project.
O B+ Limited but positive effect on the local economy is expected because
of possible increment of business/employment opportunities
generated by the operation of passenger trains.
Changes on the P D No impact is expected in pre-construction stage.
Land Use Patterns C B- Extent of changing the land use during the construction stage is
expected to be negligible. However, in the congested areas, diversion
of traffic is necessary i.e. a change of the land use patterns of limited
urban areas should take place to a limited extent.
O C+/- As a result of the construction of this corridor, limited area of urban
land use patterns should be changed to a limited extent. There is no
project components or activities, which should cause changes of land
use patterns during the operation stage.
Physical Division of P D No impact is expected during the pre-construction stage.
the Local C,O D Since the alignment of corridor is made along the existing trunk
Communities roads, no significant part of the local community would be divided
by the Project.
Existing Social P D No impact is expected in pre-construction stage.
Infrastructure and C B- There are large negative impacts on the traffic, as road diversion
Services should be made where construction works take place i.e. road traffic
as vital infrastructure for the general public is disrupted to some
extent. Thus significant economic activities are negatively disrupted.
Impacts of such disruption are however limited to the construction
period only.
O B+ Improvement of the urban infrastructure through the project should
be made to a large extent upon completion of the Project.
Indigenous and P,C,O D There are no indigenous and ethnic minorities affected by the
Ethnic Minorities Project.
Distribution of P,C C- The feeling of inequality among the stakeholders might cause
Benefits anxiety since those in the vicinity of stations would receive benefit
from the Project than others.
O B+/- Practically inequality among the stakeholders should take place
since those in the vicinity of stations would receive benefit from the
Project and the others away from the station areas would bear
negative feeling on the Project.
Local Conflict on the P,C B- The feeling of inequality among the local residents might cause
Interests of the anxiety since those away from the stations would try to bring
Project stations in their communities.
Disruption of Water P,C,O D No impact on water use or water right is expected due to the project
Right or Common implementation.
Land
Public Sanitation P D No impact is expected in pre-construction stage.
C B- Some negative impacts on the local sanitary conditions are expected
due to the mobilization of workforce. Expected impacts will be
temporary during the construction stage only.
O D There will be no disruption of public sanitation as a result of the
operation of the passenger trains.
Risks on the P D No impact is expected in pre-construction stage.
Hazardous and C B- Increment of risks are probably expected on infectious diseases
Infectious Diseases among the construction workforce as well as the general public
along the corridors during the construction period because of dust
Appendix 5- 9
Project Evalua-
Item Description
Stage tion
emanated from the construction areas. It is limited to the constriction
period only.
O D Operation of the Project should not be the cause of the risks on the
infectious diseases.
Accidents P D No impact is expected in pre-construction stage.
C B- Increment of risks of accidents is expected due to the operation of
heavy equipment and heavy vehicles during the construction stage.
O B- Increment of risks of accidents is expected due to the train services
in the operation stage.
Cultural Heritage P,C B- There are a number of cultural assets likely affected in downtown
area of Corridor 1 and 2 during the construction stage. Although
small portions, some of the buildings constructed during the colonial
period may need to reconstruct where stations are constructed.
O D There are no project components or activities that may cause the
negative impacts on cultural heritage in operation stage.
Geographical and P,C,O D It is not expected that the Project will bring about the significant
geological conditions change or impacts on geographical and geological conditions, since
the most of the Project alignment is designed on/under the existing
road.
Soil erosion P,C,O D It is not expected that the Project will cause the soil erosion, since
road
Ground Water C C- The turbid water generated by cut-and-cover works for station
construction at underground section of the corridor would cause
some impacts on groundwater quality.
P, O D It is not expected that the Project will cause the serious impacts on
groundwater artery/ quality in pre-construction and operation stages.
Surface Water P,C,O D There is no project component or activity which would cause the
significant change or impacts on hydrological conditions in and
around the Project area.
Coastal zone P,C,O D There are no coastal zones in and around the Project area.
Oceanographic P,C,O D There is no project component or activity, which would cause the
changes significant change or impacts on Oceanographic conditions in and
Flora C B- There is a possibility of clearing trees in the area of the stations and
equipments for new transportation system since there are a lot of tree
planting on the existing road center divider or roadside.
P, O D Negative impacts are not expected on the natural flora, since the
most of the Project alignment is designed in developed urban area
and out of protected areas.
Fauna P,C,O D Negative impacts are not expected on the fauna and biodiversity to
be protected, since the most of the Project alignment is designed in
developed urban area and out of protected areas.
Natural/Ecological P,C,O D Negative impacts are not expected, since the Project alignment is
reserves and designed in developed urban area and out of natural/ecological
sanctuary reserves and sanctuary.
Meteorology P,C,O D It is not expected that the Project will cause the significant change
on the regional meteorological condition.
Global warming P D No impact is expected in pre-construction stage.
C B- The possibility of increased Greenhouse Gas (GHG) emission is
expected due to the operation of heavy vehicles as well as traffic jam
incidental to the construction works, although the expected
probability will be temporary during the construction stage.
O B+ It is expected that the GHG emission would be reduced due to the
Appendix 5- 10
Project Evalua-
Item Description
Stage tion
modal shifting of transportation from passenger cars/ buses to the
new transportation system.
Air pollution P D No impact is expected in pre-construction stage.
C B- Some negative impacts on air quality are expected due to operation
of heavy equipment/ vehicles as well as traffic jam incidental to
construction works, although the expected impacts will be temporary
during the construction stage
O B+ It is expected that emission of air pollutants will be reduced due to
the modal shifting of transportation from passenger cars/ buses to the
Water pollution P D No impact is expected in pre-construction stage.
C B- Some impacts on water quality would be caused by the turbid water
generated from construction yards of cut-and-cover works or bridge
construction activities as well as by the effluent generated from
workers campsite, although the expected impacts will be temporary
during construction stage.
O D The facilities associated to the new transportation system will be
operated according to the Pakistan regulations and guidelines related
to managing the wastewater or effluent. Therefore, it is not expected
to bring about the serious impacts on water quality in operation
stage.
Soil contamination C C- There are no project components or activities, which cause the soil
contamination. However, in case that the soil at the construction sites
is already contaminated by other reasons, the construction activity of
the Project may cause the negative impacts.
P,O D There are no project components or activities, which cause the soil
contamination in pre-construction and operation stages.
Waste P D No impact is expected in pre-construction stage.
C B- It is expected that the Project will generate the construction waste in
the construction stage.
O D The waste generated from the facilities associated to the new
transportation system will be managed according to the Pakistan
regulations and guidelines concerned, then it is not expected to cause
the serious impacts.
Noise and vibration P D No impact is expected in pre-construction stage.
C B- Some impacts of noise and vibration are expected due to the
operation of the heavy equipment/ vehicles, although the expected
impacts will be temporary during the construction stage.
O B+/- It is expected that emission of noise and vibration will be reduced
due to the modal shifting of transportation from passenger cars/
buses to the new transportation system. On the other hand, some
impacts of noise and vibration are expected due to the train services
in the operation stage, especially in the at-grade/ viaduct sections.
Ground subsidence C C- The probability of ground subsidence is undeniable and dependent
on the construction method to be employed and ground conditions.
Further examination would be necessary according to the
construction plan and findings of ground conditions.
P,O D There are no project components or activities that may cause the
ground subsidence in pre-construction and operation stages.
Emanating odor P,C,O D There are no project components or activities that may cause the
offensive odor.
Bottom sediment P,C,O D There are no project components or activities that may cause the
negative impacts on bottom sediment.
Appendix 5- 11
Table A5-3-2b Draft Scoping Matrix on the Environmental and Social Considerations Green Line

Improvement of Railway/Bus Stations and
Improvement of Freight-oriented Business

Sidewalks/Road/Privately Owned Land
Project Activities







Entrances on the
Other Facilities
Opportunities
Business
No.
a. General C- C- C- C- C- D D D C- C- C- C+ C+ B+ B+ B+ C+ C+ C+
b. Socially and Physically Disadvantaged C- C- C- C- C- D D D C- C- C- D D B+ B+ B+ D D D
c. Women and Children C- C- C- C- C- D D D C- C- C- D D B+ B+ B+ D D D
Social Environment
3 Local Road Transportation System C+ D D D D D D D B- D D D D B+ C+ C+ D D D

4 Distribution of the Benefit of the Project B+ D D D D D D D D D D D D A+ B+ B+ B+ C+ D
5 Effect on the Social and Cultural Events and Tradition C+ D D D D D D D C- D C- C+ C+ B+ D D D D D
Appendix 5- 12

b. Commercial and Busines Areas C+ D D D C- D C- D C- C- C- C+ C+ B+ C+ C+ B+ B+ C+
8 Public Hygiene and Health Care of the Local Communities C- D D D D D D C- D D B- D D D D D D D D
10 Traffic Safety B+ D D D D D C- D C- C- D D D B+ B+ B+ D D D
11 Changes on the Land Use and the Landscape C+/- D D D C- D C- C- C- D D D D D D C+/- D D D
Natural Environment
16 Flora Ecology B- D D D D B- D C- D D D D D D D D D D D
17 Effects on the Ground Water C- D D D D D C- D D C- D D D D D D D D D
23 Effect on the Global Warming Issues B+/- D D D D D B- D D B- D D D B+ D D D D D
24 Air Pollution B+/- D D D D D B- D D B- D D D B+ D D D D D
25 Water Pollution B- D D D D D B- B- D D D D D D D D D D D
26 Soil Pollution C- D D D D D C- D D D D D D D D D D D D
Pollution
27 Solid Waste and/or Industrial Discharge Management B- D D D D B- B- B- D B- D D D D D D D D D

28 Noise and Vibration B+/- D D D D D B- D D B- D D D B+/- D D D D D
29 Large Scale Ground Settlement C- D D D D D C- D D C- D D D D D D D D D
Final Report
Legend: A+/-: Significant positive/negative impact or change is expected.
B+/-: Relatively positive/negative impact or change is expected.
C+/-: Extent of positive/negative impact or change is unknown. (A further examination is needed, and the impact could be clarified as the study progresses.)
(3) Brown Line

of heavy construction equipment/vehicles as well as traffic jams where construction works
take place. These impacts will be temporary during the construction stage only. There is
no remarkable and significant natural environment that will receive impacts since
proposed corridors are located in the heavily built-up urban areas. Although negative
impacts are not expected on the natural flora, fauna and biodiversity necessary to protect,
there is a possibility of clearing trees planted on the roadside/center of the road in the area
of the stations and elevated sections of Brown Line. Gulshan area will especially receive
heavy impacts on the trees planted along the road. Where underground sections are
constructed, the possibilities of negative impacts for groundwater or ground subsidence are
undeniable. It however depends much on the construction method as well as on ground
conditions. There are no project components or activities, which cause the soil
contamination. However, in the case of construction site already contaminated by other
reasons, the construction workers should face negative impact. Where the corridor is
crossing over Malir River and Lyari River, there is a possibility of water pollution
generated by bridge construction activities, although the expected impacts will be
temporary during construction stage.

modal shift of transportation from passenger cars to the new LRT system.
Table A5-3-3a Draft Scoping on the Environmental and Social Considerations Brown Line
Project Evalua-
Item Description
Stage tion
Social Environment
Resettlement information this route. It should agitate anxiety of the local
residents if they would become subject to resettlement as a result of
project implementation.
C B- Where underground sections are constructed, entrances/exits
should be constructed. In the case elevated stations are constructed,
stairways to the station are constructed. Where the corridor
crossing over Malir River, portions of agricultural areas are subject
to land acquisition. As a result portions of residential/commercial
areas might become subject to land acquisition. Although limited, a
number of residents/shop owners might be involved in the
resettlement scheme.
project.
of the passenger trains. On the other hand, convenience of
passenger trains should improve commercial activities or
Appendix 5- 13
Project Evalua-
Item Description
Stage tion
commuting to work of the local population along the corridors.
Some of the agricultural landowners along Malir River will lose
portions of their agricultural area.
O B+ Limited but positive effect on the local economy is expected
because of possible increment of business/employment
opportunities generated by the operation of passenger trains.
expected to be negligible. However, in the congested areas,
diversion of traffic is necessary i.e. a change of the land use
patterns of limited urban areas should take place to a limited extent.
O C+/- As a result of the construction of this corridor, limited area of
agricultural land use patterns on both side of Malir River should
change to a limited extent. There is no other project components or
activities, which should cause changes of land use patterns during
the operation stage.
by the Project.
Services should be made where construction works take place i.e. road
traffic as vital infrastructure for the general public is disrupted to
some extent. Thus significant economic activities are negatively
disrupted. Impacts of such disruption are however limited to the
construction period only.
since those in the vicinity of stations would receive benefit from
the Project and the others away from the station areas would bear
since those in the vicinity of stations would receive benefit from
the Project and the others away from the station areas would bear
Land
C B- Some negative impacts on the local sanitary conditions are
expected due to the mobilization of workforce. Expected impacts
Appendix 5- 14
Project Evalua-
Item Description
Stage tion
will be temporary during the construction stage only.
emanated from the construction areas. It is limited to the
constriction period only.
small portions, some of the buildings constructed during the
colonial period may need to reconstruct where stations are
constructed.

road.
road
Ground Water C C- Some impacts on groundwater quality would be caused by the
turbid water generated by cut-and-cover works for station
construction.
groundwater artery/ quality in pre-construction and operation
stages.
Oceanographic P,C,O D There is no project component or activity which would cause the
equipments for new transportation system since there are a lot of
tree planting on the existing road center divider or roadside.
Appendix 5- 15
Project Evalua-
Item Description
Stage tion
expected due to the operation of heavy vehicles as well as traffic
jam incidental to the construction works, although the expected
construction works, although the expected impacts will be
temporary during the construction stage
the modal shifting of transportation from passenger cars/ buses to
the new transportation system.
generated from construction yards of cut-and-cover works or
bridge construction activities as well as by the effluent generated
from workers camp sites, although the expected impacts will be
operated according to the Pakistan regulations and guidelines
related to managing the wastewater or effluent. Therefore, it is not
expected to bring about the serious impacts on water quality in
operation stage.
Soil contamination C C- There are no project components or activities which cause the soil
contamination.
However, in case that the soil at the construction sites is already
contaminated by other reasons, the construction activity of the
Project may cause the negative impacts.
P,O D There are no project components or activities which cause the soil
C B- It is expected that the Project will generate the construction waste
in the construction stage.
regulations and guidelines concerned, then it is not expected to
cause the serious impacts.
Appendix 5- 16
Project Evalua-
Item Description
Stage tion
offensive odor.
Appendix 5- 17
Table A5-3-3b Draft Scoping Matrix on the Environmental and Social Considerations Brown Line


Project Activities






Entrances on the
Other Facilities
Opportunities
Business
No.
Social Environment

Appendix 5- 18

Natural Environment
Pollution
Final Report
(4) Red Line

of heavy construction equipment/vehicles. Traffic jams at the diversion of the existing road
due to construction works are also expected although these impacts will be temporary
during the construction stage only. There is no remarkable and significant natural
environment that will receive impacts since proposed corridors are located in the heavily
built-up urban areas. Although negative impacts are not expected on the natural flora,
fauna and biodiversity necessary to protect, there is a possibility of clearing trees planted
on the roadside/center of the road in the area of the stations and elevated sections of Red
Line. University Road area should receive particularly heavy impacts. Where
underground sections are constructed, the possibilities of the negative impact for
groundwater or ground subsidence are undeniable. It however depends on the construction
method as well as on the ground conditions. There are no project components or
activities, which cause soil contamination. However, in the case construction site is
already contaminated by other reasons, the construction workers should face negative
impacts.

modal shift of transportation from passenger cars to LRT system.
Table A5-3-4a Draft Scoping on the Environmental and Social Considerations Red Line
Project Evalua-
Item Description
Stage tion
Social Environment
implementation.
project.
Appendix 5- 19
Project Evalua-
Item Description
Stage tion
by the Project.
period only.
Land
Appendix 5- 20
Project Evalua-
Item Description
Stage tion
period only.

road.
road
construction at underground section of the corridor would cause
some impacts on groundwater quality.
Oceanographic P,C,O D There is no project component or activity which would cause the
equipments for new transportation system since there are a lot of tree
planting on the existing road center divider or roadside.
Appendix 5- 21
Project Evalua-
Item Description
Stage tion
generated from construction yards of cut-and-cover works as well as
by the effluent generated from workers campsites, although the
expected impacts will be temporary during construction stage.
stage.
contamination.
offensive odor.
Appendix 5- 22
Table A5-3-4b Draft Scoping Matrix on the Environmental and Social Considerations Red Line


Project Activities







Entrances on the
Other Facilities
Opportunities
Business
No.
Social Environment
Appendix 5- 23

a. Industrial Areas C+ D D D D D D D C- C- D D D C+ D D C+ C+ D
Natural Environment
Pollution
Final Report
(5) Yellow Line

of heavy construction equipment/vehicles as well as traffic jams incidental to the
construction areas as road diversion is made. However, these impacts will be temporary
during the construction stage only. There is no remarkable and significant natural
environment that will receive impacts since proposed corridors are located in the heavily
built-up urban areas. Although negative impacts are not expected on the natural flora,
fauna and biodiversity necessary to protect, there is a possibility of clearing trees planted
on the roadside/center of the road in the area of the stations and elevated sections of
Yellow Line. Where underground sections are constructed, the possibilities of the
negative impact for groundwater or ground subsidence are undeniable. It depends however
much on the construction method as well as on the ground conditions. There are no
project components or activities, which cause the soil contamination. However, in the case
of construction site is already contaminated by other reasons, the construction workers
should face negative impacts. Where the corridor is crossing over Malir River, there is a
possibility of water pollution by the turbid water generated by bridge construction
activities, although the expected impacts will be temporary during construction stage.

modal shift of transportation from passenger cars to the new transportation.
Table A5-3-5a Draft Scoping on the Environmental and Social Considerations Yellow Line
Project Evalua-
Item Description
Stage tion
Social Environment
implementation.
project.
Appendix 5- 24
Project Evalua-
Item Description
Stage tion
by the Project.
period only.
Land
Appendix 5- 25
Project Evalua-
Item Description
Stage tion
period only.

road.
road
construction works at under ground section of the corridor would
cause some impacts on groundwater quality.
Surface Water P,C,O D There is no project component causing significant change or impacts
on hydrological conditions in and around the Project area.
Oceanographic P,C,O D There is no project component causing significant changes or
changes impacts on oceanographic conditions in and around the Project area.
Flora C B- Clearing trees on greenbelt or roadside should take place.
P, O D There is no impact on the significant natural flora.
Fauna P,C,O D There is no impact on the significant natural fauna.
Natural/Ecological P,C,O D Negative impacts are not expected since the Project alignment is
Meteorology P,C,O D The Project will cause no significant change on the regional
meteorological conditions.
Appendix 5- 26
Project Evalua-
Item Description
Stage tion
workers campsites, although the expected impacts will be temporary
during construction stage.
stage.
contamination.
O B+/- Emission of noise and vibration will be reduced due to the modal
shifting of transportation from passenger cars/buses to the new
transportation system. On the other hand, increase of noise and
vibration are expected due to the train services in the operation
stage, especially in the at-grade/viaduct sections.
offensive odor.
Appendix 5- 27
Table A5-3-5b Draft Scoping Matrix on the Environmental and Social Considerations Yellow Line


Project Activities







Entrances on the
Other Facilities
Opportunities
Business
No.
Social Environment

Appendix 5- 28

Natural Environment
Pollution

Noise and Vibration
Final Report
28 B+/- D D D D D B- D D B- D D D B+/- D D D D D
(6) Blue Line

of heavy construction equipment/vehicles as well as traffic jams that occur at construction
sites. Traffic congestions should become particularly heavy in downtown area of Karachi
city. These impacts will however be temporary during the construction stage only. There
is no significant natural environment that will receive impacts since proposed corridors are
located in the heavily built-up urban areas. Although negative impacts are not expected on
the natural flora, fauna and biodiversity necessary to protect, there is a possibility of
clearing trees planted on the roadside/center of the road in the area of the stations and
elevated sections of Brown Line, especially in Gulshan and Gulberg areas. Where
underground sections are constructed, possibilities of negative impacts on the groundwater
or ground subsidence are undeniable. It is however depends much on the construction
method as well as on the ground conditions. There are no project components or
activities, which cause the soil contamination. However, in the case of construction site is
already contaminated by other reasons, the construction workers should face negative
impacts. Where the corridor is crossing over Lyari River, there is a possibility of water
pollution by the turbid water generated by bridge construction activities. However the
expected impacts will be temporary during construction stage.

modal shift of transportation from passenger cars to the new transportation. On the other
hand, some impacts of noise and vibration are expected occur due to the train services in
the operation stage, especially in the at-grade/viaduct sections in the residential areas.
Table A5-3-6a Draft Scoping on the Environmental and Social Considerations Blue Line
Project Evalua-
Item Description
Stage tion
Social Environment
implementation.
residential/ commercial areas might become subject to land
acquisition. These land owners/tenants of such land area would
therefore get involved in the resettlement scheme.
project.
Livelihood livelihood of the general public along the construction area,
especially in the heavily congested downtown area should be
negatively affected.
Appendix 5- 29
Project Evalua-
Item Description
Stage tion
O B+ Limited but positive effect on the local economy is expected
because of possible increment of business/employment
opportunities generated by the operation of passenger trains.
expected to be negligible. However, in the congested areas,
diversion of traffic is necessary i.e. a change of the land use patterns
of limited urban areas should take place to a limited extent.
project components or activities, which should cause changes of
land use patterns during the operation stage.
Physical Division P D No impact is expected during the pre-construction stage.
of the Local C,O D Since the alignment of corridor is made along the existing trunk
by the Project.
period only.
Local Conflict on P,C B- The feeling of inequality among the local residents might cause
the Interests of the anxiety since those away from the stations would try to bring
Disruption of P,C,O D No impact on water use or water right is expected due to the project
Water Right or implementation.
Common Land
Appendix 5- 30
Project Evalua-
Item Description
Stage tion
Infectious among the construction workforce as well as the general public
Diseases along the corridors during the construction period because of dust
emanated from the construction areas. It is limited to the
constriction period only.
geological change or impacts on geographical and geological conditions, since
conditions the most of the Project alignment is designed on/under the existing
road.
road
Ground Water C C- Some impacts on groundwater quality would be caused by the turbid
water generated by cut-and-cover works for station construction.
Surface Water P,C,O D There is no impact expected to occur on the surface water.
Oceanographic P,C,O D There is no impact on the oceanographic environment as a result of
changes implementation of the Project.
Flora C B- There is no impact on the natural flora.
P, O D Trees planted on the green belt of road side are subject to felling
during the construction period. Replanting of trees would be carried
out while growth of trees in Karachi is limited.
Fauna P,C,O D There is no impact on fauna.
expected due to the operation of heavy vehicles as well as traffic
jam incidental to the construction works, although the expected
Appendix 5- 31
Project Evalua-
Item Description
Stage tion
construction works, although the expected impacts will be
temporary during the construction stage
the modal shifting of transportation from passenger cars/ buses to
the new transportation system.
workers camp sites, although the expected impacts will be
stage.
Soil C C- There are no project components or activities which cause the soil
contamination contamination.
P,O D There are no project components or activities which cause the soil
regulations and guidelines concerned, then it is not expected to
cause the serious impacts.
Noise and P D No impact is expected in pre-construction stage.
vibration C B- Some impacts of noise and vibration are expected due to the
Ground C C- The probability of ground subsidence is undeniable and dependent
subsidence on the construction method to be employed and ground conditions.
offensive odor.
Appendix 5- 32
Table A5-3-6b Draft Scoping Matrix on the Environmental and Social Considerations Blue Line

Project Activities







Entrances on the
Other Facilities
Opportunities
Business
No.
Social Environment

Appendix 5- 33

Natural Environment
Final Report
Pollution

3.2.3 Social Environment
(1) Green Line
i) Pre-construction Stage
GREEN LINE is generally following the existing road alignment from north to southwest
linking the residential area in the north of Karachi to the city centre. There will be a
limited number of households would be directly affected. In places where stations are
constructed, their entrances of either superstructure or substructure might be in need of
land acquition including a portion or entire building subject to demolition. Details are
subject to further study on designing of stations.
ii) During the Construction Period

During the construction period, highly congested area toward the centre of the city, road
diversion should be carried out in order to provide space for construction works. Thus
severe traffic congestion, coupled with construction materials, debris, dust and noise
emanated from the construction area, will cause annoyance to the general public.
iii) Operation and Maintenance Stage

Upon completion of the construction works, where superstructure is constructed, shade
will be casted over west to east side of streets. Thus the building alongside the corridor
should be in most of the time of year in the shade as the alignment is general from east to
west.
(2) Brown Line
BROWN LINE is generally following the existing road alignment from northwest to
southeast on the eastern fringe of Karachi city. There will be a limited number of
households directly affected. In places where stations are constructed, their entrances of
either superstructure or substructure might be in need of land acquisition including a
portion or entire building subject to demolition. Details are subject to further study on
designing of stations.


Upon completion of the construction works, depending on the locations, shade will be
cased over west to east of the street following the movement of sun. These will probably
be the advantage for the local people for which relatively cool living environment is
created.
(3) Red Line
RED LINE is generally following the existing road alignment from east to west of
southwest linking the eastern residential area to the centre of Karachi city. There will be a
limited number of households directly affected in the area near downtown area. In places
where stations are constructed, their entrances of either superstructure or substructure
might be in need of land acquisition including a portion or entire building subject to
demolition. Details are subject to further study on designing of stations.
Appendix 5- 34


Upon completion of the construction works, depending on the locations, shade will be
cased over north side of the street following the movement of sun. These will probably be
the advantage for the local people for which relatively cool living environment is created.
(4) Yellow Line
YELLOW LINE is generally following the existing wide road running from east to
northwest within the Korangi Industrial Area to the center of Karachi city. There will be a
very few number of households directly affected in the area on the west side of Malir
River. Details are subject to further study on designing of stations.

During the construction period, although road diversion should be carried out in order to
provide space for construction works, traffic congestion may not so severe because of
relatively wide road. However, debris, dust and noise emanated from the construction area
will cause annoyance to the general public.

Upon completion of the construction works, depending on the locations, shade of the
elevated railway structure will be cased over north side of the street following the
movement of sun. These will probably be the advantage for the local people as relatively
cool living environment is created. On the other hand, permanent shading might cause
interruption to the growth of plants along the street.
(5) Blue Line
BLUE LINE is generally following the existing road alignment from northeast to
southwest passing through the core of Karachi city. In the area near downtown relatively a
number of households/shops would become directly affected. In places where stations are
constructed, their entrances of either superstructure or substructure might be in need of
land acquisition and a portion or entire building might become in need of demolition.
Details are subject to further study on designing of stations.

severe traffic congestion, coupled with deposition of construction materials, debris, dust
and noise emanated from the construction area, will cause annoyance to the general public.

Upon completion of the construction works, where superstructure is made, shade will be
casted over northwest to southeast side of streets. Thus the building alongside the corridor
should be in the shade following the movement of the sun i.e. present living environment
may be created. On the other hand growth of plants along side the street may be
interrupted to some extent.
Appendix 5- 35
4. Method of Evaluation for the Environmental Impacts on the

Suggested Corridors
4.1 Natural Environment
4.1.1 Current Environmental Conditions
Referring to the above individual matrixes, Air quality, Noise and Vibration and Tree
clearing are selected as the index in order to compare the corridors on the point of natural
environmental aspect. As for these three parameters, positive/negative changes or impacts are
examined in all proposed corridors.
The current air pollution and noise will be improved by mass transportation system during the
operation phase. Tree clearing will be made during the construction stage. Although there are
some possibilities of positive/negative impacts for other environmental parameters during
construction/operation phase, it is difficult to compare the influence of the construction impacts
by other items at this study stage because construction method and location have not been
determined.
As for the impact for underground environment in the case of underground construction works,
extent of positive or negative impact is unknown. A further examination, which is based on
more detail project description, is needed. The impact will be clarified as the study progress in
the next stage.
4.1.2 Assessment on the Current Environmental Conditions within the Study Area
(1) Air Quality
Air pollution has emerged as a major ecological problem. Automobile exhaust, industrial
emissions, open burning of garbage, domestic and commercial fuel source are increasing. Table
A5-4-1 shows the air quality of 31 locations. The survey was conducted by the past studies of
mass transit development projects.
In Feasibility Study & Development of Transportation Control Plan (TCP) of Karachi

Metropolis (2007) during the year 2005 2006, the sampling and measurement was conducted
at 26 locations. These locations were on the major roads in Karachi.
In Special Assistance for project formation for Karachi Circular Railway (KCR) Project (2009
JICA) during the year 2008, the measurement was conducted at 5 locations. These locations
were near the proposed KCR stations.
Values of the concentration of NOx and CO of the above studies are higher than National
Environmental Quality Standards (NEQS) limits while SO2 concentration is much lower at all
monitored locations for TCP project. PM10 concentration is also higher than NEQS except in
two locations.
Equally, CO and PM 10 concentrations of KCR project are higher than NEQS limits but at only
two locations. This result shows that the road traffic has produced relatively high pollution
levels along city roads in general.
Appendix 5- 36
Table A5-4-1 Air Quality at Monitored Locations

S/N Project Location SO2(ppb) NOx(ppb) CO(g/m3) PM10(g/m3)
No. Ave Max Min NEQS Ave Max Min NEQS Ave Max Min NEQS Ave Max Min NEQS
No. 1 TCP-1 Sohrab Goth 22 39 18 46 111 237 28 75 7 13 3 4 309 460 81 200
No. 2 TCP-2 Karimabad 22 39 12 80g/m3) 84 195 20 80g/m3) 5 13 2 5mg/m3) 289 435 78 Annual
No. 3 TCP-3 Liaquatabad # 10 14 28 18 Annual 127 215 32 Annual 7 13 3 8hours 287 428 148 Average
No. 4 TCP-4 Tin Hatti 28 20 6 Average 120 214 15 Average 7 14 2 Average 212 352 40
No. 5 TCP-5 Gru Mandir 20 42 21 115 241 32 5 11 2 287 429 148
No. 6 TCP-6 Old Numaish 20 31 10 119 196 35 7 12 2 159 315 46
No. 7 TCP-7 Garden Road Interaction 20 27 12 132 235 32 8 14 4 221 470 67
No. 8 TCP-8 Tibbet Center 20 26 15 119 196 30 8 14 2 309 469 98
No. 9 TCP-9 Maulvi Musafir Khana 20 32 12 79 196 37 6 13 1 248 480 150
No. 10 TCP-10 Merewether Tower 26 39 13 139 230 30 9 15 2 288 428 148
No. 11 TCP-11 Ziauddin & Chundrigar Road Intersection 25 34 15 120 240 23 7 11 3 228 415 94
No. 12 TCP-12 Burns Road 27 40 13 127 239 21 7 16 2 222 405 53
No. 13 TCP-13 Garden Road and Preedy Street Intersection 23 40 11 99 226 23 6 16 2 268 453 95
No. 14 TCP-14 Empress Market 22 36 15 79 232 20 9 15 2 239 426 74
No. 15 TCP-15 Metropole Hotel 22 34 14 119 233 35 6 10 3 210 326 45
No. 16 TCP-16 F&T Center 24 38 13 154 240 32 9 16 2 287 465 105
No. 17 TCP-17 Teen Talwar 21 30 13 123 214 28 8 14 1 223 475 132
No. 18 TCP-18 Sunset Boulevard and Gizri Road Intersection 20 27 12 131 235 32 8 14 4 228 415 93
No. 19 TCP-19 Korangi Road & Baloch Colony Bypass 22 36 15 79 232 20 10 15 2 248 480 149
No. 20 TCP-20 Dirgh Road Station 24 36 16 93 222 20 8 14 2 229 469 90
No. 21 TCP-21 Karachi Port Trust (KPT) 25 34 16 139 260 20 9 13 4 184 441 97
No. 22 TCP-22 Mauripur Road 25 32 18 96 230 28 7 12 3 233 451 64
No. 23 TCP-23 Gul Bai Intersection 23 34 14 98 247 20 7 13 4 309 460 81
No. 24 TCP-24 Nazimabad 24 35 18 88 237 27 6 12 3 210 490 135
No. 25 TCP-25 North Nazimabad 25 40 18 90 231 20 7 16 2 234 375 49
No. 26 TCP-26 Gushan Chorangi 24 39 13 120 190 30 8 13 3 289 436 78
No. 2KCR-1 Baldia near Gulbai 24 34 12 35 45 21 4 5 3 181 241 123
No. 28 KCR-2 Chaniser Halt 19 31 6 36 48 18 3 4 1 170 230 130
No. 29 KCR-3 Depot Hill near Drigh Road 26 39 12 38 52 19 6 7 5 167 240 126
No. 30 KCR-4 North Nazimabad 19 34 7 34 47 14 3 4 2 163 236 126
No. 31 KCR-5 Waizir Mansion 12 28 19.6 15 40 27 1 6 3 221 287 155
Source: Feasibility Study & Development of Transportation Control Plan of Karachi Metropolis (2007) , Special Assistance for
project formation for Karachi Circular Railway Project (2009 JICA), Illustration by the JICA Study Team
Note: Gray highlight means the over concentration of National Environmental Quality Standards (NEQS).
Appendix 5- 37
Appendix 5- 38
Final Report
Source: Feasibility Study & Development of Transportation Control Plan of Karachi Metropolis (2007) , Special Assistance for project formation for Karachi
Circular Railway Project (2009 JICA), Illustration by the JICA Study Team
Figure A5-4-1 Monitored Corridors of Air Quality

(2) Noise
Noise pollution from vehicles is also serious problem in Karachi city, especially in residential
areas. Major contributors to the noise pollution are the use of vehicle horns, removal of
silencers on exhaust pipe of rickshaws, high volume of traffic especially heavy vehicle and
poorly maintained vehicles. Table A5-4-2 shows the Noise level of 37 locations, which were
conducted by the previous studies as mentioned by the above section. In TCP project, the
sampling and measurement was conducted at 26 locations. In KCR project, the measurement
was conducted at 11 locations.
Noise levels of almost of all locations for TCP project are exceeding NEQS. It recommends for
noise level in the living environment and industrial area at around 75 dB during daytime. The
noise level data suggest that the vehicular traffic is the main source of noise pollution.
Table A5-4-2 Noise Level at Monitored Location
S/N Project Location dB(A) S/N

Project Location dB(A)
No. Ave Max Min NEQS No. Ave Max Min NEQS
No. 1 TCP-1 Sohrab Goth 79 85 69 75 No. 20 TCP-20 Dirgh Road Station 79 90 65 75

No. 2 TCP-2 Karimabad 82 94 67 No. 21 TCP-21 Karachi Port Trust (KPT) 74 86 64
No. 3 TCP-3 Liaquatabad # 10 76 81 71 No. 22 TCP-22 Mauripur Road 76 96 58
No. 4 TCP-4 Tin Hatti 76 83 69 No. 23 TCP-23 Gul Bai Intersection 79 85 69
No. 5 TCP-5 Gru Mandir 76 81 71 No. 24 TCP-24 Nazimabad 77 89 64
No. 6 TCP-6 Old Numaish 75 80 70 No. 25 TCP-25 North Nazimabad 76 88 64
No. 7 TCP-7 Garden Road Interaction 78 82 73 No. 26 TCP-26 Gushan Chorangi 82 94 67
No. 8 TCP-8 Tibbet Center 81 86 75 No. 2KCR-1 Star Gate Halt Station 43 54 30 75
No. 9 TCP-9 Maulvi Musafir Khana 80 99 68 No. 28 KCR-2 Drigh Colony Station 54 81 30
No. 10 TCP-10 Merewether Tower 76 81 70 No. 29 KCR-3 Drigh Road Station 59 80 35
No. 11 TCP-11 Ziauddin & Chundrigar Road Intersection 78 85 70 No. 30 KCR-4 Air Force Halt Station 47 68 44
No. 12 TCP-12 Burns Road 80 90 68 No. 31 KCR-5 Karsaz Station 31 32 31
No. 13 TCP-13 Garden Road and Preedy Street Intersection 77 88 71 No. 32 KCR-6 Chanesar Station 51 58 42
No. 14 TCP-14 Empress Market 79 85 74 No. 33 KCR-7 Karachi Cantt Station 74 81 63
No. 15 TCP-15 Metropole Hotel 80 91 69 No. 34 KCR-8 Karachi City Station 42 76 31
No. 16 TCP-16 F&T Center 78 89 68 No. 35 KCR-9 Near Abbasi Shaheed Hospital 72 85 70
No. 17 TCP-17 Teen Talwar 79 82 70 No. 36 KCR-10 Shershah 73 88 60
No. 18 TCP-18 Sunset Boulevard and Gizri Road Intersection 78 85 70 No. 37 KCR-11 Nipa 61 - -
No. 19 TCP-19 Korangi Road & Baloch Colony Bypass 80 99 68
Source: Feasibility Study & Development of Transportation Control Plan of Karachi Metropolis (2007) , Special Assistance for
project formation for Karachi Circular Railway Project (2009 JICA), Illustration by the JICA Study Team
Note: Gray highlight means the over concentration of National Environmental Quality Standards (NEQS) during daytime at the
industrial area
Appendix 5- 39
Appendix 5- 40
Final Report
Source: Feasibility Study & Development of Transportation Control Plan of Karachi Metropolis (2007) , Special Assistance for project formation for
Karachi Circular Railway Project (2009 JICA), Illustration by the JICA Study Team
Figure A5-4-2 Monitored Corridors of Noise Level

(3) Vibration
In Pakistan, there is no current situation data of vibration. There is no regulation about

vibration.
(4) Water quality
Road network in Karachi cross over two main rivers, Lyari and Malir, and a few drainage
channels. Waters in the rivers and channels are polluted mainly by wastewater discharged from
factories and local houses. Table A5-4-3 shows the surface water quality of 5 locations, which
were conducted by KCR studies. Most of water quality items such as BOD, COD, TSS, TDS
and oil & grease are high. There is no environmental standard regarding water quality while
there is National Standards for Drinking Water Quality (2010) and National Surface Water
Classification Criteria (2007, WWF).
Table A5-4-3 Water quality at Monitored Location

No. 1 No. 2 No. 3 No. 4 No. 5
Japanese
KCR-1 KCR-2 KCR-3 KCR-4 KCR-5
Environmental
No. Parameter Unit Orangi Nala Gujjar Nala Lyari River
Near Site Near Wazir Quality
near HinoPak near Musa near
Avenue Mension Standard
Motors Colony Ghariabad
1 PH - 7.8 8.5 9 8.5 9.5 6.0-8.5(only for river water)
2 Alkalinity mg/l 80 88 98 85 108
less than or equal to 10 (only for
3 BOD mg/l 173 230 29.5 240 250
river water)
less than or equal to 8 (only for
4 COD mg/l 208 200 230 210 230
Sea Water)
less than or equal to 100 (only
5 TSS mg/l 410 474 535 425 630
for river water)
6 Turbidity NTU >5 >5 >5 >5 >5
7 TDS mg/l 908 1128 1278 1462 1462
8 Oil &Grease mg/l 0.98 1 0.76 1.2 1.2 0(only for Sea Water)
Source: Special Assistance for project formation for Karachi Circular Railway Project (2009 JICA), Illustration by the JICA
Study Team
Note: There is no environmental standards regarding water quality in Pakistan.
Appendix 5- 41
Appendix 5- 42
Final Report
Source: Special Assistance for project formation for Karachi Circular Railway Project (2009 JICA), Illustration by the JICA Study Team
Figure A5-4-3 Monitored Corridors of Water quality
(5) Climate
The air temperatures in Karachi are generally high throughout the year. Highest temperatures
occur in May and October. Rainfall in Karachi is extremely low. Heaviest rainfall occurs in July
and August during monsoon. The annual rainfall in this area is less than 250millimeters. The
temperature and rainfall records at Karachi Airport are shown in Figure A5-4-4.
Source: Pakistan Meteorological Department, , Illustration by the JICA Study Team

Figure A5-4-4 Temperature and Rainfall 2009 in Karachi Airport
(6) Protected Areas, Ecosystem and Plant Ecology
Karachi city is largest industrial center in Pakistan and has already been developed region. As
for plant in the city, trees are planted in the park, roadside and green belt.
There are mangrove areas and wet lands outsides of the project area that are protected as
natural resources. Mangrove is on the coast in the south side of Karachi. Wetland is located
near Hub Dam, which is in the northeast of Karachi and far from project area. There is no area
necessary to protect or being protected as valuable area of ecosystem or conservation area
directly affected by the project implementation.
(7) Others
Vehicle traffic has increased significantly in recent years, far exceeding the carrying capacity of
the Karachis road. Heavy traffic jam causes ever-worsening air pollution, and serious public
health concerns such as asthma and respiratory ailments. Traffic safety and negative impacts on
urban ecology such as early senescence and dwarfing of trees are also of concern.
4.1.3 Methods for Initial Environmental Evaluation
(1) Methodology
Method for initial environmental evaluation is suggested as follows:
i) The environmental monitoring data near, around or along each corridor is collected in order to
verify the current environmental conditions;
ii) Comparison with the NEQS;
Appendix 5- 43
iii) Comparison between the different monitoring locations; and

iv) Outline to examine the influence of the project implementation.
(2) Noise and Vibration
There is no viable data on noise and vibration that is possible to make use of for IEE study.
Thus assumption is made as follows:
i) Heavy railway carriage operated for LRT corridor should cause more noise and vibration than
BRT corridors that use lighter body of buses. This depends much on the ground conditions;
ii) Among LRT corridors, the level of noise and vibration is assumed the same; and
iii) Among BRT corridors, the level of noise and vibration is assumed the same.
Thus, BRT corridors should cause less environmental impacts in terms of noise and vibration
level. However, among BRT corridors that emanate less noise and vibration than LRT corridors,
selection of one particular corridor is not possible based on the level of noise and vibration.
(3) Trees Planted on the Greenbelt and Road Side
Trees planted on the green belt or on the road side along LRT corridors and BRT corridors
differ from one place to the other. However, the following assumption is made:
i) Among LRT corridors, all the trees planted on the green belt have to be clearing during as
elevated and underground sections are constructed;
ii) Among BRT corridors, trees on the green belt or road side are selectively cut down at the
construction site for bus stop; and
iii) All of the trees are replanted upon completion of the construction works.
As above, environmental impacts in terms of the number of trees subject to fell in the case of
the implementation of BRT corridors is much smaller than the case of LRT implementation.
However, among BRT corridors, selection of one particular corridor is not possible based on
the number of trees subject to felling unless otherwise detailed tree felling plan based on the
detailed alignment of such corridor is made.
4.2 Basic Information Collection for Social Environment Analysis
4.2.1 Socio-economic Baseline Survey
1) Long list of the local consulting firms is made by CDGK on 25th November, 2010;
2) For the long-listed 32 local consulting firms, letters containing a form of the Expression of
Interest for the socio-economic baseline survey have been sent out on 1st December, 2010;
3) Schedule of the selection process is as follows:
i) Attached form should be validly filled in and returned to the address below by ordinary
post or via e-mail using PDF file of your documents not later than December 8th, 2010
ii) Based the validity of the expression of interest, short-listed consulting firms will be
informed via e-mail for those indicated their e-mail address on the attached form not later
than December 15th, 2010.
iii) Invitation for bidding shall be sent out on December 18th, 2010.
iv) Deadline for bidding shall be January 5th 2011 followed by contract negotiations.
Appendix 5- 44
Successful local consulting firm should commence the socio-economic baseline survey from
10th January 2011 and complete 10th April 2011.
4.2.2 Parameters of Socio-economic Baseline Survey
Parameters of the social environment study are maintained at the level of IEE study. Contents
of data gathering on the socio-economic baseline survey are indicated in Table A5-4-4. Based
on these data and the result of interview survey, social impact assessment is carried out in order
to select a corridor for feasibility study.
Table A5-4-4 Contents of the Study on Socio-economic Baseline Survey
Items Target Area Data

1.Social 1-1. Settlement All the - List the towns and union councils within Karachi
Conditions & Social township and and its administrative structure that are affected by
Structures Union Council the Project.
that fall into the - Decision making process and administrative
selected system in each level of local government structure
corridors - Administrative practice of land acquisition in
Karachi, laws and regulations related to the land
acquisition as well as to the cost-bearing system
and arrangement of compensation and
rehabilitation for the PAPs that may result of the
implementation of the Project
- Observation of the non-titled residents occupying
right of way of the passenger transportation
corridors including kachi abadis, if any such area
would become a part of the right of way.
1-2. Census All the Carry out 10-100 households survey per corridor in
data in township and order to obtain approximate baseline of the socio-
each Union Council economic conditions along each passenger
township that fall into the transportation corridors and analyze the following
and Union selected parameters:
Council corridors - Social/economic indicators of census, including
population by age and sex
- Occupational structure by each sector of economy
- Rates of marginal workers
- Slum population including the distribution of
kachi abadis, if any such area would become a
part of the right of way.
- Educational level
- Literacy rate
- Poverty level
1-2. Census All the - Disabled population
data in each township and - Types of religions
township and Union Council - Ethnic minorities, indigenous peoples, tribes, etc.
Union Council that fall into the and other social indicators as appropriate to
selected evaluate local communitys situation in union
corridors council level.
1-3.Land Use All the Town - Governmental land use plan
Patterns and Union - Land use by category within township and union
Council that fall council
into the selected
Appendix 5- 45
corridors
1-4.Infrastruct All the Town - List the locations of the following facilities at
ure and Public and Union union council level:
Facilities Council and a. Industrial facilities
that fall into the b. Medical facilities
transportation c. Educational facilities
corridors d. Cultural and religious facilities, including
shrines, sacred sanctuaries, sacred centres,
archaeological sites etc.
1-5.Cultural All the Town - Name and geographical locations of natural and
Heritage and Union cultural heritage area
Council that fall - Its anecdotes
into the selected
corridors
1-6. Public Concerned - Morbidity of epidemic disease in each town
Hygiene and Town and - Morbidity of infectious diseases such as
Safety Union Council HIV/AIDS in each district
- Number of accidents occurred on the railway and
road (including the cases animals are involved if
applicable)
2. Legal 2-1.Procedure Laws and - Organizational structure concerning EIA
and of EIA regulations of implementation in the Government of Pakistan
Institutional the Government - Laws and regulations concerning implementation
Aspect of Pakistan of social impact assessment in Pakistan
- Procedures of verification and approval of the
report on SOSE as well as RAP
3) Stakeholder Meeting
Stakeholder meeting has to be carried out in order to disseminate information the contents
of Master Plan of the Project. Venue and timing of the meeting would have to be subject to
further elaboration. However, the following is considered important to bear in mind as
stakeholder meeting is planned:
i) Explain the result of overall and entire corridor study by one of JICA Study Team
members;
ii) Three locations are selected in order to elicit the opinions considered as average
opinions of the participants on the public transportation system in Karachi;
iii) Approximately 100 participants should be invited to each meeting;
iv) The result should be taken into consideration of the overall corridor study if
comments made by the participants are considered valid; and
v) The result should also be taken into consideration of which a corridor is selected for
feasibility study in the light of its importance in terms of the views on public
transportation system.
Results are incorporated into the social impact assessment.
4.3 Social Impact Assessment
4.3.1 Framework of Social Impact Assessment
Analyzing impact equity, who gains and who loses from the Project, is central theme to the SIA
process. Normally, emphasis will be given to identifying and mitigating adverse impacts. These
impacts should be specified and reported for each corridor, both LRT and BRT. In this regard,
Appendix 5- 46
particular attention should be given to highlighting adverse impacts on people who are sensitive
or vulnerable that is by reason of age, gender, ethnicity, caste, poverty or other factors.
4.3.2 Steps of the SIA Process
In general the following SIA process is carried out:
i) Public involvement: develop and implement an effective public involvement plan

to involve all interested and affected stakeholders;
ii) Identification of alternatives: describe the proposed action and reasonable
alternatives to it, including the no action alternative;
iii) Profile of baseline condition: document the relevant human environment/area of
influence of the Project and the existing social conditions and trends (using the
characteristics and variables described previously);
iv) Scoping: identify and prioritise the range of likely social impacts through a variety
of means, including discussion or interviews with numbers of all potentially
affected;
v) Projection of estimated effect: analyse and predict the probable impacts of the
Project and the alternatives against baseline conditions (with versus without the
action);
vi) Prediction and evaluation of responses to impacts: determine the significance of
the identified social impacts to those who will be affected;
vii) Estimate indirect and cumulative impacts: identify the subsequent, flow-on effects
of the Project, including the second/third order impacts and their incremental
impacts when added to other past, present and foreseeable current activities;
viii) Changes to alternatives: recommend new or changed alternatives and estimate or
project their consequences for affected and interested stakeholders;
ix) Mitigation: develop and implement a mitigation plan, in order of preference to
firstly avoid, secondly minimise and thirdly compensate for adverse impacts; and
x) Monitoring: develop and implement a monitoring programme to identify
deviations from the proposed action and any important unanticipated impacts.
4.3.3 Methods for Predicting Social Impacts
Method for predicting social impacts varies from one project to the other depending on the
combination of the nature of project and the existing natural and social conditions. Thus a
combination of the following methods will have to be used:
i) Trend extrapolations: projecting current trends, such as population change or

employment, into the future (with or without modifying the rate of change);
ii) Population multipliers: extrapolated increases in population size are coefficients
for the change in other variables, such as employment and demand for housing,
infrastructure or services;
iii) Consultation to experts: use of expert knowledge such as researchers, professional
consultants, local authorities, or knowledgeable citizens;
iv) Scenario development: exercises to develop the likely, alternative or preferred
future of a community or society. Scenarios can be used to compare different
outcomes (best versus worst case); and
v) Comparative studies: examining how an affected community has responded to
change in the past, or the impact on other communities that have undergone a
similar action.
Based on the result of social impact assessment, information for selection of a corridor for
feasibility study is provided.
Appendix 5- 47
5. Result of the Evaluation of Profile of the Natural Environment

The profile and situation of the mass transit corridors concerned with the environmental
parameters for SEA is shown in Table A5-5-1
Table A5-5-1 Evaluation of the Profile of Environment

Items Green Line Brown Line Red Line Yellow Line Blue Line
Project Corridor Length 18.0km 100% 18.6km 100% 13.7km 100% 16.1km 100% 17.6km 100%
Outline Elavated 14.2km 79% 18.6km 100% 11.3km 82% 16.1km 100% 8.9km 50%
Transition 0.5km 3% 0.0km 0% 0.5km 4% 0.0km 0% 0.5km 3%
Under Ground 3.3km 18% 0.0km 0% 1.9km 14% 0.0km 0% 8.3km 47%
a) The Length of the existing
Situation 18.0km 100% 18.6km 100% 13.7km 100% 16.1km 100% 17.6km 100%
road according to the width
of Project
Site No Road 0.1km 1% 0.2km 1% 0.0km 0% 0.4km 2% 0.0km 0%
Under 29m 0.0km 0% 2.8km 15% 0.0km 0% 2.7km 17% 3.5km 20%
30m- 3.0km 17% 2.7km 15% 1.6km 12% 1.7km 11% 2.6km 15%
40m- 0.0km 0% 0.0km 0% 3.9km 28% 5.2km 32% 1.1km 6%
Over 50m 14.9km 83% 12.9km 69% 8.2km 60% 6.1km 38% 10.4km 59%
b) Land Use/Location desined as
18.0km 100% 18.6km 100% 13.7km 100% 16.1km 100% 17.6km 100%
Corridors area
Park/Private 0.1km 1% 0.2km 1% 0.0km 0% 1.1km 7% 0.1km 1%
Service Road 8.3km 46% 2.2km 12% 1.0km 7% 0.0km 0% 3.3km 19%
Center of the existing road 9.5km 53% 13.5km 72% 12.7km 93% 11.4km 71% 14.0km 80%
River/Field 0.1km 1% 2.8km 15% 0.0km 0% 3.7km 23% 0.2km 1%
c) Number of Crossing Structure 2 9 5 1 4
Existing Fry Over 1 5 4 0 3
Rail (KCR) 1 4 1 1 1
d) Crossing River/Canal
Number of Crossing River 0 4 0 2 1
Total Length 0m 350m 0m 950m 100m

e) Planted Trees (Green belt
6.7km 37% 10.8km 58% 11.2km 82% 4.0km 25% 4.3km 24%
length/Corridor Length(%))
Nawab Siddique University Korangi Sh-e-
f) Traffic volume 24h count (2005 172,294 Se-e-Faisal 141,217 135,052 38,550 155,721
Ali Khan Rd 1 Road Rd. Pakistan
Nawab Siddique Rashid University M.A. Jinnah

152,445 131,146 126,391 151,674
Ali Khan Rd 2 Minhas Road Road Rd.
Rashid University Sh-e-
Kh-e-SherShah 134,184 121,997 97,973 129,760
Minhas Road Road Pakistan
g) Environment situation
Upper:Min-Max, Lower:Ave.
88-115 ppb 93-111 ppb 119-120 ppb 79-154 ppb 79-139 ppb
NOx(NEQS: 75ppb)
98 ppb 102 ppb 119 ppb 117 ppb 113 ppb
3 3 3 3 3
3 210-287 g/m 229-309 g/m 159-309 g/m 247-287 g/m 159-309 g/m
PM10(NEQS: 200g/m ) 3 3 3 3 3
244 g/m 269 g/m 252 g/m 268 g/m 265 g/m
Noise Level (NEQS: 75-76 dB 79 dB 75-81 dB 78-80 dB 75-82 dB
75dB Day time,Industrial 76 dB 79 dB 78 dB 79 dB 78 dB
Note: -The percentage of each item indicates the percentage to the total length of corridor.
-Traffic volume data indicates top 3 of survey result on the corridor. Souce is "Karachi Master Plan 2020".
-Environmment situation data indicate Min-Max of the measure at the several spots. Source is "Feasibility Study & Development of Transportation
Control Plan of Karachi Metropolis (2007)"
Appendix 5- 48
Various conditions that it should be considered in advance of the construction period is shown
in Table A5-5-2, and its evaluation result is shown in Table A5-5-3.
Table A5-5-2 Conditions Considered During Construction Period

Items The Length of the The Length of The number and the The length of under The length of
existing road whose designed area in the length of crossing ground sector Planted Tree belt
width is under 30m private land / the rivers/canals
Rank Service road
Blue Green Brown 4points Blue Red
1 3.5km 8.3km 8.3km 11.2km
Line Line Line (350m) Line Line
Brown Blue Yellow 2points Green Brown

2 2.8km 3.3km 3.3km 10.8km
Yellow Brown Blue 1point Red Green

3 2.7km 2.2km 1.9km 6.7km
Green Red Green Brown Blue

4 0.0km 1.0km 0 0.0km 4.3km
Line Line Line Line Line
Red Yellow Red Yellow Yellow

5 0.0km 0.0km 0 0.0km 4.0km
Related
Environm Air Pollution, Air Pollution,
Water pollution Soil Waste Cutting Trees
ental Noise and Vibration Noise and Vibration
Parameter
Source: The JICA Study Team
Table A5-5-3 Evaluation of the Conditions Considered During Construction Period

Items The Length of the The Length of Traffic value of Air pollution Noise
existing road whose designed area in the existing road (Comparison with (Comparison with
width is under 30m private land / (24hours-maximam) NEQS) NEQS)
Rank Service road
Blue Green Green Green Green
1 3.5km 8.3km 172,294 Over Over
Brown Blue Blue Brown Brown
2 2.8km 3.3km 155,721 Over Over
Yellow Brown Brown Red Red
3 2.7km 2.2km 141,217 Over Over
Green Red Red Yellow Yellow
4 0.0km 1.0km 135,052 Over Over
Red Yellow Yellow Blue Blue
5 0.0km 0.0km 38,550 Over Over
Related
Air pollution
Environm Air pollution Air pollution
Noise Air Pollution Noise
ental Noise Noise
GHG
Parameter
Source: The JICA Study Team
Appendix 5- 49
APPENDIX 6 ECONOMIC AND FINANCIAL CASH FLOW
1. Economic Cash Flow

Table A6-1-1 Economic Cash Flow of Green Line
Green Line Rs. Million
Construction Rolling Capital O&M Time VOC Benefit Flow
Year stock Cost Saving Saving Total
(a) (b) (c)=(a)+(b) (d) (e) (f) (g)=(e)+(f) (g)-(c)-(d)
2015 8,756 8,756 -8,756
2016 13,134 13,134 -13,134
2017 17,513 17,513 -17,513
2018 21,891 8,846 30,736 -30,736
2019 26,269 8,846 35,115 -35,115
2020 510 510 1,325 10,130 3,248 13,378 11,544
2021 510 510 1,363 10,189 3,341 13,530 11,657
2022 510 510 1,402 10,248 3,434 13,682 11,770
2023 510 510 1,441 10,306 3,527 13,833 11,883
2024 510 510 1,480 10,365 3,620 13,985 11,996
2025 510 510 1,519 10,424 3,713 14,137 12,109
2026 510 510 1,557 10,483 3,806 14,289 12,222
2027 510 510 1,596 10,542 3,899 14,441 12,335
2028 510 510 1,635 10,600 3,992 14,593 12,448
2029 510 510 1,674 10,659 4,086 14,745 12,561
2030 510 510 1,713 10,718 4,179 14,897 12,674
2031 0 1,713 10,718 4,179 14,897 13,184
2032 0 1,713 10,718 4,179 14,897 13,184
2033 0 1,713 10,718 4,179 14,897 13,184
2034 0 1,713 10,718 4,179 14,897 13,184
2035 0 1,713 10,718 4,179 14,897 13,184
2036 0 1,713 10,718 4,179 14,897 13,184
2037 0 1,713 10,718 4,179 14,897 13,184
2038 8,846 8,846 1,713 10,718 4,179 14,897 4,338
2039 8,846 8,846 1,713 10,718 4,179 14,897 4,338
2040 510 510 1,713 10,718 4,179 14,897 12,674
2041 510 510 1,713 10,718 4,179 14,897 12,674
2042 510 510 1,713 10,718 4,179 14,897 12,674
2043 510 510 1,713 10,718 4,179 14,897 12,674
2044 510 510 1,713 10,718 4,179 14,897 12,674
2045 510 510 1,713 10,718 4,179 14,897 12,674
2046 510 510 1,713 10,718 4,179 14,897 12,674
2047 510 510 1,713 10,718 4,179 14,897 12,674
2048 510 510 1,713 10,718 4,179 14,897 12,674
2049 510 510 1,713 10,718 4,179 14,897 12,674
2050 510 510 1,713 10,718 4,179 14,897 12,674
2051 1,713 10,718 4,179 14,897 13,184
2052 1,713 10,718 4,179 14,897 13,184
2053 1,713 10,718 4,179 14,897 13,184
2054 1,713 10,718 4,179 14,897 13,184
2055 1,713 10,718 4,179 14,897 13,184
2056 1,713 10,718 4,179 14,897 13,184
2057 1,713 10,718 4,179 14,897 13,184
2058 1,713 10,718 4,179 14,897 13,184
2059 1,713 10,718 4,179 14,897 13,184
Source: Estimated in KTIP
Appendix 6 - 1
Table A6-1-2 Economic Cash Flow of Blue Line

Blue Line Rs. Million
(a) (b) (c)=(a)+(b) (d) (e) (f) (g)=(e)+(f) (g)-(c)-(d)
2015 11,803 11,803 -11,803
2016 11,803 11,803 -11,803
2017 23,607 23,607 -23,607
2018 35,410 13,320 48,730 -48,730
2019 35,410 13,320 48,730 -48,730
2020 768 768 1,655 16,873 5,538 22,411 19,987
2021 768 768 1,704 18,149 5,788 23,937 21,465
2022 768 768 1,752 19,425 6,038 25,462 22,943
2023 768 768 1,800 20,701 6,288 26,988 24,420
2024 768 768 1,848 21,976 6,538 28,514 25,898
2025 768 768 1,896 23,252 6,788 30,040 27,376
2026 768 768 1,944 24,528 7,038 31,566 28,854
2027 768 768 1,992 25,804 7,288 33,092 30,331
2028 768 768 2,040 27,080 7,538 34,618 31,809
2029 768 768 2,088 28,355 7,788 36,143 33,287
2030 768 768 2,137 29,631 8,038 37,669 34,765
2031 0 2,137 29,631 8,038 37,669 35,533
2032 0 2,137 29,631 8,038 37,669 35,533
2033 0 2,137 29,631 8,038 37,669 35,533
2034 0 2,137 29,631 8,038 37,669 35,533
2035 0 2,137 29,631 8,038 37,669 35,533
2036 0 2,137 29,631 8,038 37,669 35,533
2037 0 0 2,137 29,631 8,038 37,669 35,533
2038 13,320 13,320 2,137 29,631 8,038 37,669 22,213
2039 13,320 13,320 2,137 29,631 8,038 37,669 22,213
2040 768 768 2,137 29,631 8,038 37,669 34,765
2041 768 768 2,137 29,631 8,038 37,669 34,765
2042 768 768 2,137 29,631 8,038 37,669 34,765
2043 768 768 2,137 29,631 8,038 37,669 34,765
2044 768 768 2,137 29,631 8,038 37,669 34,765
2045 768 768 2,137 29,631 8,038 37,669 34,765
2046 768 768 2,137 29,631 8,038 37,669 34,765
2047 768 768 2,137 29,631 8,038 37,669 34,765
2048 768 768 2,137 29,631 8,038 37,669 34,765
2049 768 768 2,137 29,631 8,038 37,669 34,765
2050 768 768 2,137 29,631 8,038 37,669 34,765
2051 2,137 29,631 8,038 37,669 35,533
2052 2,137 29,631 8,038 37,669 35,533
2053 2,137 29,631 8,038 37,669 35,533
2054 2,137 29,631 8,038 37,669 35,533
2055 2,137 29,631 8,038 37,669 35,533
2056 2,137 29,631 8,038 37,669 35,533
2057 2,137 29,631 8,038 37,669 35,533
2058 2,137 29,631 8,038 37,669 35,533
2059 2,137 29,631 8,038 37,669 35,533
Appendix 6 - 2
Table A6-1-3 Economic Cash Flow of Red Line

Red Line Rs. Million
(a) (b) (c)=(a)+(b) (d) (e) (f) (g)=(e)+(f) (g)-(c)-(d)
2015 7,368 7,368 -7,368
2016 11,052 11,052 -11,052
2017 14,736 14,736 -14,736
2018 18,420 5,543 23,962 -23,962
2019 22,103 5,543 27,646 -27,646
2020 608 608 796 9,596 2,232 11,828 10,425
2021 608 608 844 10,339 2,404 12,743 11,291
2022 608 608 892 11,083 2,575 13,658 12,158
2023 608 608 940 11,826 2,747 14,573 13,025
2024 608 608 989 12,569 2,918 15,488 13,891
2025 608 608 1,037 13,313 3,090 16,403 14,758
2026 608 608 1,085 14,056 3,261 17,318 15,624
2027 608 608 1,133 14,800 3,433 18,232 16,491
2028 608 608 1,182 15,543 3,604 19,147 17,358
2029 608 608 1,230 16,286 3,776 20,062 18,224
2030 0 1,278 17,030 3,947 20,977 19,699
2031 0 1,278 17,030 3,947 20,977 19,699
2032 0 1,278 17,030 3,947 20,977 19,699
2033 0 1,278 17,030 3,947 20,977 19,699
2034 0 1,278 17,030 3,947 20,977 19,699
2035 0 1,278 17,030 3,947 20,977 19,699
2036 0 0 1,278 17,030 3,947 20,977 19,699
2037 0 0 1,278 17,030 3,947 20,977 19,699
2038 0 0 1,278 17,030 3,947 20,977 19,699
2039 5,543 5,543 1,278 17,030 3,947 20,977 14,156
2040 5,543 5,543 1,278 17,030 3,947 20,977 14,156
2041 608 608 1,278 17,030 3,947 20,977 19,091
2042 608 608 1,278 17,030 3,947 20,977 19,091
2043 608 608 1,278 17,030 3,947 20,977 19,091
2044 608 608 1,278 17,030 3,947 20,977 19,091
2045 608 608 1,278 17,030 3,947 20,977 19,091
2046 608 608 1,278 17,030 3,947 20,977 19,091
2047 608 608 1,278 17,030 3,947 20,977 19,091
2048 608 608 1,278 17,030 3,947 20,977 19,091
2049 608 608 1,278 17,030 3,947 20,977 19,091
2050 608 608 1,278 17,030 3,947 20,977 19,091
2051 1,278 17,030 3,947 20,977 19,699
2052 1,278 17,030 3,947 20,977 19,699
2053 1,278 17,030 3,947 20,977 19,699
2054 1,278 17,030 3,947 20,977 19,699
2055 1,278 17,030 3,947 20,977 19,699
2056 1,278 17,030 3,947 20,977 19,699
2057 1,278 17,030 3,947 20,977 19,699
2058 1,278 17,030 3,947 20,977 19,699
2059 1,278 17,030 3,947 20,977 19,699
Appendix 6 - 3
Table A6-1-4 Economic Cash Flow of Brown Line

Brown Line Rs. Million
(a) (b) (c)=(a)+(b) (d) (e) (f) (g)=(e)+(f) (g)-(c)-(d)
2015 7,312 7,312 -7,312
2016 10,968 10,968 -10,968
2017 14,623 14,623 -14,623
2018 18,279 9,617 27,896 -27,896
2019 21,935 9,617 31,552 -31,552
2020 521 521 1,183 15,957 4,107 20,064 18,360
2021 521 521 1,215 15,894 4,246 20,140 18,404
2022 521 521 1,247 15,831 4,384 20,215 18,447
2023 521 521 1,279 15,769 4,522 20,291 18,491
2024 521 521 1,311 15,706 4,660 20,366 18,534
2025 521 521 1,343 15,643 4,799 20,442 18,578
2026 521 521 1,375 15,581 4,937 20,518 18,621
2027 521 521 1,407 15,518 5,075 20,593 18,665
2028 521 521 1,439 15,455 5,214 20,669 18,709
2029 521 521 1,471 15,393 5,352 20,745 18,752
2030 521 521 1,503 15,330 5,490 20,820 18,796
2031 0 1,503 15,330 5,490 20,820 19,317
2032 0 1,503 15,330 5,490 20,820 19,317
2033 0 1,503 15,330 5,490 20,820 19,317
2034 0 1,503 15,330 5,490 20,820 19,317
2035 0 1,503 15,330 5,490 20,820 19,317
2036 0 1,503 15,330 5,490 20,820 19,317
2037 0 0 1,503 15,330 5,490 20,820 19,317
2038 9,617 9,617 1,503 15,330 5,490 20,820 9,700
2039 9,617 9,617 1,503 15,330 5,490 20,820 9,700
2040 521 521 1,503 15,330 5,490 20,820 18,796
2041 521 521 1,503 15,330 5,490 20,820 18,796
2042 521 521 1,503 15,330 5,490 20,820 18,796
2043 521 521 1,503 15,330 5,490 20,820 18,796
2044 521 521 1,503 15,330 5,490 20,820 18,796
2045 521 521 1,503 15,330 5,490 20,820 18,796
2046 521 521 1,503 15,330 5,490 20,820 18,796
2047 521 521 1,503 15,330 5,490 20,820 18,796
2048 521 521 1,503 15,330 5,490 20,820 18,796
2049 521 521 1,503 15,330 5,490 20,820 18,796
2050 521 521 1,503 15,330 5,490 20,820 18,796
2051 1,503 15,330 5,490 20,820 19,317
2052 1,503 15,330 5,490 20,820 19,317
2053 1,503 15,330 5,490 20,820 19,317
2054 1,503 15,330 5,490 20,820 19,317
2055 1,503 15,330 5,490 20,820 19,317
2056 1,503 15,330 5,490 20,820 19,317
2057 1,503 15,330 5,490 20,820 19,317
2058 1,503 15,330 5,490 20,820 19,317
2059 1,503 15,330 5,490 20,820 19,317
Appendix 6 - 4
Table A6-1-5 Economic Cash Flow of Yellow Line

Yellow Line Rs. Million
(a) (b) (c)=(a)+(b) (d) (e) (f) (g)=(e)+(f) (g)-(c)-(d)
2015 10,030 10,030 -10,030
2016 15,045 15,045 -15,045
2017 20,059 20,059 -20,059
2018 25,074 10,798 35,872 -35,872
2019 30,089 10,798 40,887 -40,887
2020 340 340 1,620 20,847 4,369 25,216 23,256
2021 340 340 1,650 21,088 4,603 25,691 23,700
2022 340 340 1,680 21,329 4,836 26,165 24,145
2023 340 340 1,710 21,570 5,070 26,640 24,589
2024 340 340 1,740 21,811 5,303 27,114 25,034
2025 340 340 1,770 22,052 5,537 27,589 25,478
2026 340 340 1,800 22,293 5,770 28,063 25,922
2027 340 340 1,830 22,534 6,004 28,537 26,367
2028 340 340 1,860 22,774 6,237 29,012 26,811
2029 340 340 1,890 23,015 6,471 29,486 27,256
2030 0 1,920 23,256 6,704 29,961 28,041
2031 0 1,920 23,256 6,704 29,961 28,041
2032 0 1,920 23,256 6,704 29,961 28,041
2033 0 1,920 23,256 6,704 29,961 28,041
2034 0 1,920 23,256 6,704 29,961 28,041
2035 0 1,920 23,256 6,704 29,961 28,041
2036 0 0 1,920 23,256 6,704 29,961 28,041
2037 0 0 1,920 23,256 6,704 29,961 28,041
2038 0 0 1,920 23,256 6,704 29,961 28,041
2039 10,798 10,798 1,920 23,256 6,704 29,961 17,243
2040 10,798 10,798 1,920 23,256 6,704 29,961 17,243
2041 340 340 1,920 23,256 6,704 29,961 27,700
2042 340 340 1,920 23,256 6,704 29,961 27,700
2043 340 340 1,920 23,256 6,704 29,961 27,700
2044 340 340 1,920 23,256 6,704 29,961 27,700
2045 340 340 1,920 23,256 6,704 29,961 27,700
2046 340 340 1,920 23,256 6,704 29,961 27,700
2047 340 340 1,920 23,256 6,704 29,961 27,700
2048 340 340 1,920 23,256 6,704 29,961 27,700
2049 340 340 1,920 23,256 6,704 29,961 27,700
2050 340 340 1,920 23,256 6,704 29,961 27,700
2051 1,920 23,256 6,704 29,961 28,041
2052 1,920 23,256 6,704 29,961 28,041
2053 1,920 23,256 6,704 29,961 28,041
2054 1,920 23,256 6,704 29,961 28,041
2055 1,920 23,256 6,704 29,961 28,041
2056 1,920 23,256 6,704 29,961 28,041
2057 1,920 23,256 6,704 29,961 28,041
2058 1,920 23,256 6,704 29,961 28,041
2059 1,920 23,256 6,704 29,961 28,041
Appendix 6 - 5
2. Financial Cash Flow
Table A6-2-1 Financial Cash Flow of Brown Line

Brown Line Rs. Million
Construction Rolling Capital O&M Fare Other Revenue Cash
Year stock Cost Revenues Flow
(a) (b) (c)=(a)+(b) (d) (e) (f) (g)=(e)+(f) (g)-(c)-(d)
2015 8,602 8,602 -8,602
2016 12,903 12,903 -12,903
2017 17,204 17,204 -17,204
2018 21,505 9,617 31,122 -31,122
2019 25,806 9,617 35,423 -35,423
2020 521 521 1,392 5,589 559 6,147 4,235
2021 521 521 1,429 5,791 579 6,371 4,420
2022 521 521 1,467 5,994 599 6,594 4,606
2023 521 521 1,505 6,197 620 6,817 4,791
2024 521 521 1,542 6,400 640 7,040 4,977
2025 521 521 1,580 6,603 660 7,263 5,162
2026 521 521 1,618 6,806 681 7,487 5,348
2027 521 521 1,655 7,009 701 7,710 5,533
2028 521 521 1,693 7,212 721 7,933 5,719
2029 521 521 1,731 7,415 741 8,156 5,904
2030 1,769 7,618 762 8,379 6,611
2031 1,769 7,618 762 8,379 6,611
2032 1,769 7,618 762 8,379 6,611
2033 1,769 7,618 762 8,379 6,611
2034 1,769 7,618 762 8,379 6,611
2035 1,769 7,618 762 8,379 6,611
2036 1,769 7,618 762 8,379 6,611
2037 1,769 7,618 762 8,379 6,611
2038 9,617 9,617 1,769 7,618 762 8,379 -3,006
2039 9,617 9,617 1,769 7,618 762 8,379 -3,006
2040 521 521 1,769 7,618 762 8,379 6,090
2041 521 521 1,769 7,618 762 8,379 6,090
2042 521 521 1,769 7,618 762 8,379 6,090
2043 521 521 1,769 7,618 762 8,379 6,090
2044 521 521 1,769 7,618 762 8,379 6,090
2045 521 521 1,769 7,618 762 8,379 6,090
2046 521 521 1,769 7,618 762 8,379 6,090
2047 521 521 1,769 7,618 762 8,379 6,090
2048 521 521 1,769 7,618 762 8,379 6,090
2049 521 521 1,769 7,618 762 8,379 6,090
2050 1,769 7,618 762 8,379 6,611
2051 1,769 7,618 762 8,379 6,611
2052 1,769 7,618 762 8,379 6,611
2053 1,769 7,618 762 8,379 6,611
2054 1,769 7,618 762 8,379 6,611
2055 1,769 7,618 762 8,379 6,611
2056 1,769 7,618 762 8,379 6,611
2057 1,769 7,618 762 8,379 6,611
2058 1,769 7,618 762 8,379 6,611
2059 1,769 7,618 762 8,379 6,611
Appendix 6 - 6
Table A6-2-2 Financial Cash Flow of Blue Line

Blue Line Rs. Million
(a) (b) (c)=(a)+(b) (d) (e) (f) (g)=(e)+(f) (g)-(c)-(d)
2015 13,886 13,886 -13,886
2016 20,830 20,830 -20,830
2017 27,773 27,773 -27,773
2018 34,716 13,320 48,036 -48,036
2019 41,659 13,320 54,979 -54,979
2020 768 768 1,948 6,214 621 6,835 4,120
2021 768 768 2,004 6,443 644 7,088 4,315
2022 768 768 2,061 6,672 667 7,340 4,511
2023 768 768 2,117 6,901 690 7,592 4,706
2024 768 768 2,174 7,131 713 7,844 4,902
2025 768 768 2,231 7,360 736 8,096 5,097
2026 768 768 2,287 7,589 759 8,348 5,293
2027 768 768 2,344 7,818 782 8,600 5,488
2028 768 768 2,400 8,047 805 8,852 5,683
2029 768 768 2,457 8,276 828 9,104 5,879
2030 2,514 8,505 851 9,356 6,842
2031 2,514 8,505 851 9,356 6,842
2032 2,514 8,505 851 9,356 6,842
2033 2,514 8,505 851 9,356 6,842
2034 2,514 8,505 851 9,356 6,842
2035 2,514 8,505 851 9,356 6,842
2036 2,514 8,505 851 9,356 6,842
2037 2,514 8,505 851 9,356 6,842
2038 13,320 13,320 2,514 8,505 851 9,356 -6,478
2039 13,320 13,320 2,514 8,505 851 9,356 -6,478
2040 768 768 2,514 8,505 851 9,356 6,074
2041 768 768 2,514 8,505 851 9,356 6,074
2042 768 768 2,514 8,505 851 9,356 6,074
2043 768 768 2,514 8,505 851 9,356 6,074
2044 768 768 2,514 8,505 851 9,356 6,074
2045 768 768 2,514 8,505 851 9,356 6,074
2046 768 768 2,514 8,505 851 9,356 6,074
2047 768 768 2,514 8,505 851 9,356 6,074
2048 768 768 2,514 8,505 851 9,356 6,074
2049 768 768 2,514 8,505 851 9,356 6,074
2050 2,514 8,505 851 9,356 6,842
2051 2,514 8,505 851 9,356 6,842
2052 2,514 8,505 851 9,356 6,842
2053 2,514 8,505 851 9,356 6,842
2054 2,514 8,505 851 9,356 6,842
2055 2,514 8,505 851 9,356 6,842
2056 2,514 8,505 851 9,356 6,842
2057 2,514 8,505 851 9,356 6,842
2058 2,514 8,505 851 9,356 6,842
2059 2,514 8,505 851 9,356 6,842
Appendix 6 - 7
Table A6-2-3 Financial Cash Flow of Green Line

(a) (b) (c)=(a)+(b) (d) (e) (f) (g)=(e)+(f) (g)-(c)-(d)
2015 10,302 10,302 -10,302
2016 15,452 15,452 -15,452
2017 20,603 20,603 -20,603
2018 25,754 8,846 34,599 -34,599
2019 30,905 8,846 39,750 -39,750
2020 510 510 1,558 4,108 411 4,519 2,451
2021 510 510 1,604 4,256 426 4,682 2,568
2022 510 510 1,650 4,404 440 4,845 2,685
2023 510 510 1,695 4,552 455 5,008 2,803
2024 510 510 1,741 4,700 470 5,170 2,920
2025 510 510 1,787 4,848 485 5,333 3,037
2026 510 510 1,832 4,996 500 5,496 3,154
2027 510 510 1,878 5,144 514 5,659 3,271
2028 510 510 1,924 5,292 529 5,822 3,388
2029 510 510 1,969 5,440 544 5,984 3,505
2030 2,015 5,588 559 6,147 4,132
2031 2,015 5,588 559 6,147 4,132
2032 2,015 5,588 559 6,147 4,132
2033 2,015 5,588 559 6,147 4,132
2034 2,015 5,588 559 6,147 4,132
2035 2,015 5,588 559 6,147 4,132
2036 2,015 5,588 559 6,147 4,132
2037 2,015 5,588 559 6,147 4,132
2038 2,015 5,588 559 6,147 4,132
2039 8,846 8,846 2,015 5,588 559 6,147 -4,714
2040 8,846 8,846 2,015 5,588 559 6,147 -4,714
2041 510 510 2,015 5,588 559 6,147 3,622
2042 510 510 2,015 5,588 559 6,147 3,622
2043 510 510 2,015 5,588 559 6,147 3,622
2044 510 510 2,015 5,588 559 6,147 3,622
2045 510 510 2,015 5,588 559 6,147 3,622
2046 510 510 2,015 5,588 559 6,147 3,622
2047 510 510 2,015 5,588 559 6,147 3,622
2048 510 510 2,015 5,588 559 6,147 3,622
2049 510 510 2,015 5,588 559 6,147 3,622
2050 510 510 2,015 5,588 559 6,147 3,622
2051 2,015 5,588 559 6,147 4,132
2052 2,015 5,588 559 6,147 4,132
2053 2,015 5,588 559 6,147 4,132
2054 2,015 5,588 559 6,147 4,132
2055 2,015 5,588 559 6,147 4,132
2056 2,015 5,588 559 6,147 4,132
2057 2,015 5,588 559 6,147 4,132
2058 2,015 5,588 559 6,147 4,132
2059 2,015 5,588 559 6,147 4,132
Appendix 6 - 8
Table A6-2-4 Financial Cash Flow of Green Line

(a) (b) (c)=(a)+(b) (d) (e) (f) (g)=(e)+(f) (g)-(c)-(d)
2015 8,668 8,668 -8,668
2016 15,452 15,452 -15,452
2017 20,603 20,603 -20,603
2018 25,754 5,543 31,297 -31,297
2019 30,905 5,543 36,447 -36,447
2020 608 608 936 1,869 2,232 4,101 2,557
2021 608 608 993 2,076 2,404 4,480 2,879
2022 608 608 1,050 2,283 2,575 4,859 3,201
2023 608 608 1,106 2,491 2,747 5,238 3,523
2024 608 608 1,163 2,698 2,918 5,617 3,845
2025 608 608 1,220 2,905 3,090 5,995 4,168
2026 608 608 1,277 3,113 3,261 6,374 4,490
2027 608 608 1,333 3,320 3,433 6,753 4,812
2028 608 608 1,390 3,527 3,604 7,132 5,134
2029 608 608 1,447 3,735 3,776 7,511 5,456
2030 1,504 3,942 3,947 7,890 6,386
2031 1,504 3,942 3,947 7,890 6,386
2032 1,504 3,942 3,947 7,890 6,386
2033 1,504 3,942 3,947 7,890 6,386
2034 1,504 3,942 3,947 7,890 6,386
2035 1,504 3,942 3,947 7,890 6,386
2036 1,504 3,942 3,947 7,890 6,386
2037 1,504 3,942 3,947 7,890 6,386
2038 1,504 3,942 3,947 7,890 6,386
2039 5,543 5,543 1,504 3,942 3,947 7,890 843
2040 5,543 5,543 1,504 3,942 3,947 7,890 843
2041 608 608 1,504 3,942 3,947 7,890 5,778
2042 608 608 1,504 3,942 3,947 7,890 5,778
2043 608 608 1,504 3,942 3,947 7,890 5,778
2044 608 608 1,504 3,942 3,947 7,890 5,778
2045 608 608 1,504 3,942 3,947 7,890 5,778
2046 608 608 1,504 3,942 3,947 7,890 5,778
2047 608 608 1,504 3,942 3,947 7,890 5,778
2048 608 608 1,504 3,942 3,947 7,890 5,778
2049 608 608 1,504 3,942 3,947 7,890 5,778
2050 608 608 1,504 3,942 3,947 7,890 5,778
2051 1,504 3,942 3,947 7,890 6,386
2052 1,504 3,942 3,947 7,890 6,386
2053 1,504 3,942 3,947 7,890 6,386
2054 1,504 3,942 3,947 7,890 6,386
2055 1,504 3,942 3,947 7,890 6,386
2056 1,504 3,942 3,947 7,890 6,386
2057 1,504 3,942 3,947 7,890 6,386
2058 1,504 3,942 3,947 7,890 6,386
2059 1,504 3,942 3,947 7,890 6,386
Appendix 6 - 9
Table A6-2-5 Financial Cash Flow of Yellow Line

Yellow Line Rs. Million
ConstructioRolling Capital O&M Fare Other Revenue Cash
(a) (b) (c)=(a)+(b) (d) (e) (f) (g)=(e)+(f) (g)-(c)-(d)
2015 11,800 11,800 -11,800
2016 15,452 15,452 -15,452
2017 20,603 20,603 -20,603
2018 25,754 10,798 36,551 -36,551
2019 30,905 10,798 41,702 -41,702
2020 340 340 1,906 4,576 458 5,033 2,787
2021 340 340 1,941 4,698 470 5,168 2,886
2022 340 340 1,977 4,820 482 5,302 2,985
2023 340 340 2,012 4,943 494 5,437 3,085
2024 340 340 2,047 5,065 507 5,572 3,184
2025 340 340 2,083 5,188 519 5,706 3,283
2026 340 340 2,118 5,310 531 5,841 3,383
2027 340 340 2,153 5,432 543 5,976 3,482
2028 340 340 2,188 5,555 555 6,110 3,581
2029 340 340 2,224 5,677 568 6,245 3,681
2030 2,259 5,800 580 6,380 4,121
2031 2,259 5,800 580 6,380 4,121
2032 2,259 5,800 580 6,380 4,121
2033 2,259 5,800 580 6,380 4,121
2034 2,259 5,800 580 6,380 4,121
2035 2,259 5,800 580 6,380 4,121
2036 2,259 5,800 580 6,380 4,121
2037 2,259 5,800 580 6,380 4,121
2038 2,259 5,800 580 6,380 4,121
2039 10,798 10,798 2,259 5,800 580 6,380 -6,677
2040 10,798 10,798 2,259 5,800 580 6,380 -6,677
2041 340 340 2,259 5,800 580 6,380 3,780
2042 340 340 2,259 5,800 580 6,380 3,780
2043 340 340 2,259 5,800 580 6,380 3,780
2044 340 340 2,259 5,800 580 6,380 3,780
2045 340 340 2,259 5,800 580 6,380 3,780
2046 340 340 2,259 5,800 580 6,380 3,780
2047 340 340 2,259 5,800 580 6,380 3,780
2048 340 340 2,259 5,800 580 6,380 3,780
2049 340 340 2,259 5,800 580 6,380 3,780
2050 340 340 2,259 5,800 580 6,380 3,780
2051 2,259 5,800 580 6,380 4,121
2052 2,259 5,800 580 6,380 4,121
2053 2,259 5,800 580 6,380 4,121
2054 2,259 5,800 580 6,380 4,121
2055 2,259 5,800 580 6,380 4,121
2056 2,259 5,800 580 6,380 4,121
2057 2,259 5,800 580 6,380 4,121
2058 2,259 5,800 580 6,380 4,121
2059 2,259 5,800 580 6,380 4,121
Appendix 6 - 10

Eid CR (6) 12149 FR Master Plan 05 PDF

Загружено:

Сведения о документе

Оригинальное название

Авторское право

Доступные форматы

Поделиться этим документом

Поделиться или встроить документ

Параметры публикации

Этот документ был вам полезен?

Это неприемлемый материал?

Авторское право:

Доступные форматы

Eid CR (6) 12149 FR Master Plan 05 PDF

Загружено:

Авторское право:

Доступные форматы

Karachi Transportation Improvement Project Final Report

Administrator/ DCO, City District Government Karachi

Director General, Karachi Mass Transit Cell, CDGK

1.1.2 Master Plan

Executive District Officer, Master Plan Group of Offices, CDGK

1.1.3 Transport & Communication

Executive District Officer, Transport Department , CDGK

1.1.4 Education Department

Executive District Officer, Education(School) , CDGK

1.1.5 Works & Service Department

Executive District Officer, W&S , CDGK

Superintendant, District Regional Authority, CDGK

1.3 Town Administration

Administrator, Keamari Town

Administrator, Lyari Town

1.4 Government of Sindh

1.4.1 Planning & Development

Chief Secretary, P&D Dept, GOS

1.4.2 Excise and Taxation Department

1.4.3 Transport Department

Project Director, Transport Department, GOS

1.4.4 Directorate of Private School/Institutions Sindh, GOS

1.4.5 Directorate Corporate Service, PPP Unit, GOS

1.4.6 Sindh Board of Investment

Advisor to Chief Minister, GOS

1.4.8 Sindh Governors Secretariat

1.4.9 Karachi Urban Transport Corporation (KUTC)

1.4.10 Karachi Building Control Authority (KBCA)

1.4.12 Traffic Police

Deputy Inspector General of Police Traffic

1.5 Government of Pakistan

1.5.1 Population Census Organization

Deputy Census Commissioner (G)

1.5.2 Pakistan Railway

Divisional Engineer, Pakistan Railway, Karachi

SP Foreigner Security Cell, CCP Karachi

1.5.4 Military Land and Cantonment Board

Director Military land and operation, Karachi

1.5.5 Civil Aviation and Ports

GM Planning and Design, CAA, Karachi

1.5.6 National Highway Authority (NHA)

1.5.7 Lyari Express Way

1.6.1 Urban Planners

Urban Planning Expert

1.6.2 Applied Economic Research Centre (AERC)

Senior Research Economist

1.6.3 Karachi Electric Supply Company.

Director Corporate, KESC

Additional Director, DHA

1.6.5 DHA City Consultant

Director, Osmani & Company

1.6.6 Sustainable Initiatives (Sehari)

1.6.7 The Agha Khan University

1.6.8 NED University of Engineering and Technology

Chairman Department of Urban & Infrastructure

1.6.9 National Industrial Park

Senior Manager Marketing

1.6.10 Pakistan Textile City

General Manager Technical Operation

1.6.12 Karachi Transporters Associations

1.6.13 Sindh Industrial Trading Estate (SITE)

Deputy Director Land

1.6.14 Association of Builders and Developers of Pakistan (ABAD)