1.1 CDGK - Greenlinegreenline.gov.pk/doc/EID-CR(6)12149-FR-MASTER-PLAN-05.pdf · General Secretary,...

Karachi Transportation Improvement Project Final Report

Appendix 1 - 1

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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 - 2

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 Governor’s Secretariat

Deputy Secretary

1.4.9 Karachi Urban Transport Corporation (KUTC)

Managing Director


Appendix 1 - 3

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 - 4

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 - 5

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 - 6

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 - 7

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 - 8

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 - 9

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 (DHA)

23rd September 21st October

The development plan of DHA City (along Super Highway)

Aga Khan Foundation (AKF) 25th October The development plan of Education City (along Super Highway)

Karachi Building Control Authority

2nd November To collect Approval of Building Data

Textile City 4th November Information on the status of Textile City

NED, Department of Urban Infrastructure Engineering

11th November Urban transport policy in Pak-USAID Karachi Metropolitan ITS Project

Sindh Board of Investment Office (SBOI)

12th November Investment plans in Karachi, such as 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 (NHA)

1st December The future project by NHA and the 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 - 10

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 2 - 1

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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 - 2

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 Tower Hotel

Concept and Methodology of Person Trip Survey

[Goals] - To understand the necessity of the person trip

survey in this study [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 Hotel

Evaluation of Mass Transit Corridors in Karachi

[Goals] - To share the issues of the existing plan of Mass

Transit Corridors in Karachi in view of 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 Hotel

Approach of Demand Forecast by JICA-STRADA

[Goals] - To understand the coverage area and the approach

of demand forecast applied in this study [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 Hotel

Introduction of Mass Transit System in Japan

[Goals] - To get fresh information about the mass transit

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 - 3

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 - 4

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 Transportation Project

[Goals] - 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 the Priority Project

[Goals] - 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 and Update

[Goals] - 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.

Photo: JICA Study Team

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 - 5

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 - 6

Figure A2-3-1 Picture of GIS Training

Photo: JICA Study Team

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 3 - 1

AAPPPPEENNDDIIXX--33 UUCC BBOOUUNNDDAARRYY MMAAPP

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 - 2

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 15th September, 2010

It was found that SITE Limited is not 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.

17 Bin Qasim Town 30th 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.

Source: JICA Study Team 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 - 3

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 and Operation

2nd July , 2010

Request for data collection from each cantonment

-

Karachi Cantonment

21st July, 2010

Plan of Karachi Cantonment - There are 4 wards (proposed)

Malir Cantonment

22nd July, 2010

Plan of Malir Cantonment Presentation Paper (2 pages) Memo (2 pages)

- There is only one ward - Military area and civil area

Clifton Cantonment

29th July, 2010

Presentation Paper (2 pages) No. of units per street (16)

- Wards are not designated. - DHA Phasing is the base zone- Population= 182,489 (98 Census) - Population= 250,000 (present)

Korangi Cantonment

28th July, 2010

Presentation Paper (2 pages) Memo (1 page) Guide Map of Battahi ColonyPlan of Cantonment Board Korangi Creek

- Battahi Colony (20,000 pop*)- Indsutrial Area - PAF (15,000 pop*) * 1998 Census Present population is estimated as 70,000 in total.

Faisal Cantonment

9th August, 2010

Map of Cantonment - Sector I, II, III, IV - Restricted Area

Manora Cantonment

9th August, 2010

Map of Cantonment -

Source: JICA Study Team 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 - 4


Figure A3-1-1 UC Boundary Map


Appendix 3 - 5

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 - 6

4. Orangi 5. Lyari

6. Saddar 7. Jamshed


Appendix 3 - 7

8. Gulshan-e-Iqbal

9. Shah Faisal


Appendix 3 - 8

10. Landhi

11. Korangi

12. North Nazimabad


Appendix 3 - 9

13. New Karachi

14. Gulberg

15. Liaquatabad


Appendix 3 - 10

16. Malir

17. Bin Qasim


Appendix 3 - 11

18. Gadap

19. Karachi Cantonment


Appendix 3 - 12

20. Clifton Cantonment

21. Faisal Cantonment


Appendix 3 - 13

22. Malir Cantonment

23. Manora Cantonment


Appendix 3 - 14

24. Korangi Cantonment



Appendix 4 - 1

AAPPPPEENNDDIIXX –– 44 TTRRAAFFFFIICC SSUURRVVEEYYSS

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 - 2

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 Cantonment

Subdivision No. of 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

Non-DHAPhase-I

Phase-II

Phase-VIII

Phase-V

Phase-VI

Phase-IV

Phase-VII

0 3,000

meters

0 3,000

meters

Ward-IV

Ward-III

Ward-I

Ward-II

0 1,600

meters


Appendix 4 - 3

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

Malir Military Area

Malir Civil Area

3,000

meters

0

Bhittai Colony

Korangi Industrial

PAF Korangi

0 3,000

meters

Sector-I

Sector-IVSector-II

Sector-IIICAA

PAF_Faisal

Naval Area

0 3,000

meters


Appendix 4 - 4

(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 - 5

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 123Town 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 12605 Machar Colony 5 05 Mehmooda Abad 66 Town 02 Sir Syed 12706 Maripur 6 06 P.E.C.H.S 1 67 03 Fatima J. Colony 12807 Shershah 7 07 P.E.C.H.S 2 68 04 Godhra 12908 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 131Town 02 Old Golimar 10 10 Jamshaid Qtrs 71 07 Madina Colony 132

03 Jahanabad 11 11 Garden East 72 08 Faisal 13304 Metroville 12 12 Solder Bazar 73 09 Khamsio Goth 13405 Bawany Chawl 13 13 Pakistan Qtrs 74 10 Mustafa Colony 13506 Frontier Colony 14 08 Gulshan- 01 Delhi Mercantile Society 75 11 Khwaja Ajner 13607 Banaras Colony 15 e-Iqbal 02 Civic Center 76 12 Gulshan Sind 13708 Qasba Colony 16 Town 03 P.I.B Colony 77 13 Shah N. B. Colony 13809 Islamia Colony 17 04 Essa Nagri 78 14 Gulberg 01 Azizabad 13910 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 141Town 02 Ittehad Town 20 07 Shanti Nagar 81 04 Ancholi 142

03 Islam Nagar 21 08 Jamali Colony 82 05 Naseerabad 14304 Nai Abadi 22 09 Gulshan-e-Iqbal 2 83 06 Yaseenabad 14405 Saeed Abad 23 10 Pehlwan Goth 84 07 Water Pump 14506 Mahajir Camp 24 11 Metroville Colony 85 08 Shafiq Mill Colony 14607 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 14804 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 15003 Hanifa Abad 29 Town 03 Drigh Colony 90 05 Qasimabad 15104 Mohammad Nagar 30 04 Reta Ploat 91 06 Bhandara Colony 15205 Madina Colony 31 05 Morio Khan Ghoth 92 07 Sharif Abad 15306 Ghazia Abad 32 06 Rafah-e-Aam 93 08 Commercial Area 15407 Chushti Nagar 33 07 Al-Falah Society 94 09 Mujahid Colony 15508 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 15710 Gabol Colony 36 03 Dauod Chowrangi 97 16 Malir Town 01 Model Colony 15811 Data Nagar 37 04 Moin Abad 98 02 Kala Board 15912 Mujahid Abad 38 05 Sharafi Goth 99 03 Saudabad 16013 Baloch Goth 39 06 Bhutto Nagar 100 04 Khokrapar 161

05 Lyari 01 Agrataj Colony 40 07 Ajmer Colony 101 05 Jaffar Tanyar 162Town 02 Darya Abad 41 08 Landhi 102 06 Garibabad 163

03 Naw Abad 42 09 Awami Colony 103 07 Gazi Brohi 16404 Khada Memon 43 10 Burmee Colony 104 17 Bin Qasim 01 Ibrahim Hyderi 16505 Baghdadi 44 11 Korangi 105 Town 02 Rehri 16606 Shah Baig Lane 45 12 Sherabad Colony 106 03 Cattle Colony 16707 Behar Colony 46 11 Korangi 01 Bilal Colony 107 04 Quaidabad 16808 Rangi Wara 47 Town 02 Nasir Colony 108 05 Landhi 16909 Singo Lane 48 03 Chakra Goth 109 06 Gulshan-e-Hadeed 17010 Chaki Wara 49 04 Silver Town 110 07 Ghaghar 17111 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 173Town 02 Garden 52 07 Korangi 33 113 03 Gujjro 174

03 Kharadar 53 08 Zouman Town 114 04 Gadap 17504 City Railway Colony 54 09 Hasrat Mohani 115 05 Songal 17605 Nanakwara 55 12 North 01 Paposh Nagar 116 06 Yusuf Goth 17706 Gandarabad 56 Nazimabad 02 Pahar Gang 117 07 Maymarabad 17807 Millat Nagar 57 Town 03 Khandu Goth 118 08 Manghopir 179

08 Saddar 58 04 Hyderi 11909 Civil Lines 59 05 Sakhi Hassan 12010 Clifton 60 06 Farooq-eAzam 12111 Khehkeshan 61 07 Nusrat B. Colony 122


Appendix 4 - 6

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 205Cantonment 02 Ward-II 181 Province 02 Dadu 206

03 Ward-III 182 03 Ghotki 207

04 Ward-IV 183 04 Hyderabad 20820 Clifton 01 DHA Phase-I 184 05 Jacobabad 209

Cantonment 02 DHA Phase-II & III 185 06 Jamshoro 21003 Non DHA Area 186 07 Karachi 21104 DHA Phase-IV 187 08 Kashmore 21205 DHA Phase-V 188 09 Khairpur 21306 DHA Phase-VI 189 10 Larkana 21407 DHA Phase-VII 190 11 Matiari 21508 DHA Phase-VIII 191 12 Mirpurkhas 216

21 Faisal 01 Sector-I 192 13 Naushahro Firoze 217Cantonment 02 Sector-II 193 14 Nawabshah 218

03 Sector-III 194 15 Qambar Shahdadkot 21904 Sector-IV 195 16 Sanghar 22005 Navy Area 196 17 Shikarpur 22106 PAF Faisal 197 18 Sukkur 22207 CAA Area 198 19 Tando Allahyar 223

22 Malir Cantonment 01 Military Area 199 20 Tando Muhammad Khan 22402 Civil Area 200 21 Tharparkar 225

23 Manora Cantonmanet 01 All 201 22 Thatta 22624 Korangi 01 Bhittai Colony 202 23 Umerkot 227

Cantonment 02 Korangi Industrial Area 203 26 Balochistan 01 Quetta 22803 PAF Korangi 204 Province 02 Others 229

27 Punjab 01 Islamabad 230Province 02 Lahore 231

03 Others 23228 Other 01 FATA 233

Province 02 Khyber Phakhtunkwa 23403 Azad Kashmir/ Kasimir 235

29 India 00 All 23630 Afghanistan 00 All 23731 Other countrie 00 All 238


Appendix 4 - 7

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 Information

1) Name of Interviewee, 2) Address, 3) Contact number, 4) The number of household members, 5) The total monthly income

Member Information (for all household members above 5 years of age)

1) Age, 2) Gender, 3) Occupation, 4) Sector/ Field, 5) Employment, 6) Education, 7) Location of work place/ school 8) Car License, 9) Car ownership (including car type)

Trip Information (for all household members above 5 years of age)

1) Purpose for Trip 2) Origin (address, type of origin, departure time) 3) Destination (address, type of origin, arrival time) 4) Transport mode 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 - 8


Figure A4-1-2 Survey Form (Household)


Appendix 4 - 9


Figure A4-1-3 Survey Form (Member)


Appendix 4 - 10


Figure A4-1-4 Survey Form (Trip)


Appendix 4 - 11

FORM-1: HOUSEHOLD INFORMATION IInnssttrruuccttiioonn:: OOnnllyy ttoo bbee ccoommpplleetteedd bbyy HHeeaadd ooff HHoouusseehhoolldd 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 No.:

Cell No.:

4. Total number of household (HH) members S. No. Description In Karachi Out of Karachi

Temporarily Permanently 1. Under 5 years 2. 5 years & Above 3. Helpers, maids, drivers, servants

etc (permanently residing) NA NA

5. Total number of vehicles in household (HH)

S. No. Vehicle Type

Number of Vehicles

Own Given by office / others

(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

9. Any Others (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 - 12

FORM-2: HOUSEHOLD MEMBER INFORMATION IInnssttrruuccttiioonn:: TToo bbee ccoommpplleetteedd ffoorr EEvveerryy HHoouusseehhoolldd MMeemmbbeerr aaggeedd 55 && aabboovvee..

1. Your Name:

1a. Relationship with Household Head:

2. Age

3. Gender 1. Male 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 is Yes?

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 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 - 13

FORM-2: HOUSEHOLD MEMBER INFORMATION (Contd.) IInnssttrruuccttiioonn:: TToo bbee ccoommpplleetteedd ffoorr EEvveerryy HHoouusseehhoolldd MMeemmbbeerr aaggeedd 55 && aabboovvee.. 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

Source: Translation of Figure A4-1-3 Figure A4-1-6 Survey Form in English (member)

Source: Translation of Figure A4-1-4

Figure A4-1-7 Survey Form in English (trip)

Origin

1. Home2. Work Place/School3. OtherIf Origin is 3, take following information.

Area / Block / PhaseHouse ________ Town ___________UC ______ Landmark ____________

Category of Place

1. Home2. Office3. Shop/Shopping Center/Market4. Factory/Warehouse5. School/University/Educational Institute6. Hospital/Clinic/Dispensary7. Religious Sites8. Restaurant/Recreational Places9. Other (Specify Others)

Trips made on following date

Year Month Day

Total trips made

TripPurpose (Refer Table-G for Code)

Time of departureTime of Arrival

Destination1. Home2. Work Place/School3. OtherIf destination categoryis 9, then specify� � � � � � � � � � � � � � � � � � � � � � � � �

If place of destination is 3, then take following information

Area / Block / Phase

Number Town Union Council Nearest Landmark

Modeof Trip

Table H

Place of Change of

Mode

Drive yourself(Yes 1)(No 2)

Sequence

1st

3rd

4th

2nd


Appendix 4 - 14

Table A4-1-5 Code Tables of Household Interview Survey


Table A Income Level RangeCode Item

0 No income1 Upto 1,0002 1,001 – 2,5003 2,501 – 4,0004 4,001 – 5,5005 5,501 – 7,0006 7,001 – 10,0007 10,001 – 13,0008 13,001 – 16,0009 16,001 – 20,00010 20,001 – 25,00011 25,001 – 30,00012 30,001 – 35,00013 35,001 – 40,00014 40,001 – 45,00015 45,001 – 50,00016 50,001 – 60,00017 60,001 – 70,00018 70,001 – 80,00019 80,001 – 100,00020 100,000 – 125,00021 Above 125,00099 No Response

Table B Driving License CategoryCode Item

1 Motorcycle / Scooter2 Rickshaw3 Taxi (cab)4 Car5 Delivery Van6 LTV7 HTV8 Others: _________99 No Response

Vehicle Ownership CategoryCode Item

1 Bicycle2 Animal Drawn Vehicle3 Motorcycle/ Scooters4 Car, Jeep, etc5 Taxi/ Rickshaw6 Van/ Suzuki Carry7 Bus/ Minibus/ Coach8 Truck/ Trailer9 Others

Table C Education LevelCode Item

1 Uneducated2 Primary Level / Madarsa3 Matric Level4 Intermediate Level5 Graduation Level6 Post Graduation Level7 Any Other: ___________99 No Response

Table D OccupationCode Item

1 Unskilled worker2 Skilled Worker

3Non ExecutiveAdministrative Staff

4Supervisor level (e.g.supervisor, head clerk etc.)

5Shop keeper / Shop Owner/ Small Businessman

6Junior / Middle LevelOfficer / Executive

7 Doctor / Engineer / Lawyer

8Armed Forces /Paramilitary / Police / LawEnforcing Agency

9Middle IncomeBusinessman

10 Senior Executive/ Manager11 Upper Class Businessman12 Land lord / Agriculturalist

13

Agricultural Worker (e.g.Related to farming, poultry,fish farming, cattle farmingetc)

14 Teacher15 Student

16Driver / Servant / Maid /Helper / Baby Sitter

17IT Professional /Technicians

18 Household Women19 Others

(Specify): ________99 No response

Table E EmploymentCode Item

1 Government

2Semi Govt. / Public-PrivatePartnership

3 Private4 Retired5 Unemployed6 Housewife7 Any Other: ___________99 No response

Table F Sector / FieldCode Item

1 Engineering / Construction2 Manufacturing3 Utility Services4 Retail / Wholesale5 Transport6 Telecommunication7 Financial / Insurance8 Real Estate9 Service Industry10 Home / Cottage Industry11 Medical / Hospital Services12 Not Applicable13 Other (please specify)

Table G Trip PurposeCode Item

1 To Home2 To Work3 To School for Study4 On Business / Duty / Work5 Shopping6 Eating / Entertainment7 Religious8 Social Activity9 Visit Friend / Relative10 Accompanied by Others11 Leisure / Recreation 12 Medical / Treatment13 Other: _____________99 No Response

Table H Mode of TravelCode Item

1 Walk2 Bicycle3 Animal Drawn Vehicle4 Motorcycle / Scooter5 Car, Jeep etc6 Taxi / Rickshaw7 Van / Suzuki Carry8 Bus / minibus / coach9 Truck / Trailer

10Any Others(Specify):____________

99 No Response


Appendix 4 - 15

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 28th–30th 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.

Photo: JICA Study Team 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 people’s trips in a typical weekday of Karachi. Therefore, the HIS was conducted in the season when people’s 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 - 16

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 - 17

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 12 Target killing 1.0 January 14 Target killing 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 - 18

(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 - 19

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

Survey-1 (Highway)

To collect trip information of passenger across highway boundary

Passenger interview Vehicular traffic count Vehicular occupancy

6 locations, 20 % sampling 3 locations, 24 hours 3 locations, 24 hours

2. Cordon Line Survey-2 (Airport)

To collect trip information of passenger across boundary by airplane

Passenger interview Domestic terminal; 200 samples, international terminal; 200 sample

3. Cordon Line Survey-3 (Railway)

To collect trip information of passenger across boundary by railway

Passenger count Passenger interview

15 trains at one day 15 trains at one day

4. Screen Line Survey

To obtain traffic volume and capture passenger volume on screen line

Vehicular traffic count Vehicular occupancy

15 locations, 24 hours 3 locations, 16 hours

5. Mid Block Traffic Survey

To obtain in-city traffic volume

Vehicular traffic count 5 locations, 24 hours

6. Cargo Movement Survey

To collect information about freight movement

Vehicular traffic count Passenger interview

3 terminals, 24 hours 3 terminals, 24 hours

7. Passenger Interview Survey

To collect information about passenger stated preference

Passenger interview 5 locations, Minimum sample size: 2,000

8. Public Transport Survey

To obtain public transport frequency

Bus frequency count 15 Locations, 18 hours

9. Travel Speed Survey

To obtain traffic speed Transit time record by running car

10 routes, 4 round trips on each.

10. Road Inventory Survey

To collect information about road attributes

Capturing by digital video camera on running car

Arterial roads


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 - 20

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 - Mini Buses, Coaches, Contract Carriages - Light Freight Vehicles - Single Unit Trucks, 2 Axle - Single Unit Trucks, 3 Axle - 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.

Public Buses

Freight Vehicles


Appendix 4 - 21


Figure. A4-2-1 Location Map of Cordon Line Highway Survey

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Appendix 4 - 22

Table A4-2-2 Location Lists of Cordon Line Highway Survey

ID Location Survey Date (Year 2010)

Count Interview Bus Interview Occupancy

CLH-1 a. National Highway Toll Plaza 18-May 18-May, - 18-May

b. Lee Market Bus Terminal - - 28-Dec -

CLH-2 a. RCD Highway Police Choky 25-May 25-May, - 25-May

b. City Bus Terminal (Hub River Road) - - 17-Jan-2011 -

CLH-3

a. Super Highway Toll Plaza 7-Dec 7-Dec - 7-Dec b. Link Road between National & Super Highway

7-Dec 7-Dec - 7-Dec

c. Sohrab Goth Bus Stand - - 7-Dec - Source: JICA Study Team

(4) Result

Following table shows the result of Count Survey.

Table A4-2-3 No. of Vehicles of Cordon Line Highway Survey

ID Number of Vehicles, 24 hours, both directions

Passenger cars

Taxies Motorcycles

Large Busses

Minibuses, Coaches

Light freight

Trucks [2 axle]

Trucks [3 axle]

Trailers [4 axle]

Trailers [5 axle]

Trailers [6 axle]

Total

CLH-1 3,710 143 1,011 255 432 1,890 1,861 1,052 57 44 103 10,558

(35.1) (1.4) (9.6) (2.4) (4.1) (17.9) (17.6) (10.0) (0.5) (0.4) (1.0) (100.0)

CLH-2 4,425 622 2,274 463 2,270 991 2,005 2,228 423 177 265 16,143

(27.4) (3.9) (14.1) (2.9) (14.1) (6.1) (12.4) (13.8) (2.6) (1.1) (1.6) (100.0)

CLH-3a 5,092 858 1,094 1,996 1,423 1,587 3,774 2,899 2,136 1,220 1,049 23,128

(22.0) (3.7) (4.7) (8.6) (6.2) (6.9) (16.3) (12.5) (9.2) (5.3) (4.5) (100.0)

CLH-3b 807 21 181 58 10 56 666 480 662 368 364 3,673

(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

Vehicle Type (%)

Passenger Car 97.9 93.5 96.9 100.0 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

Trip Purpose (%)

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 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 - 23

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

Vehicle Type (%)

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

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

Commodity(%)

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

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 Source: JICA Study Team

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

Mode of Arrival

(%)

Car 3.3 25.1 12.6 Taxi 2.2 47.3 19.7

Auto Rickshaw 15.6 20.7 15.5 Large Bus 19.4 1.5 28.0 Minibus 46.1 3.9 11.3 Coach 13.3 1.5 13.0

Trip Purpose

(%)

To Home 3.3 3.9 5.8 To Work 37.0 35.0 40.3

To School 0.6 3.0 1.2 On Business 12.7 23.2 15.2

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 Source: JICA Study Team


Appendix 4 - 24

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 - 25

Table A4-2-7 Trip Purpose of Air Passengers

Terminal

International Domestic

Sample size 211 202

Mode of Arrival (%)

Walk 0.0 0.0

Bicycle 0.0 0.5

Animal Drawn Vehicle 0.0 0.0

Motorcycle / Scooter 0.0 2.8

Car, Jeep etc 57.8 49.8

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

Purpose of Karachi

Visit (%)

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

Entertainment 4.3 1.4

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 Source: JICA Study Team


Figure A4-2-2 Ratio of Destination Area of International Air Passengers


Figure A4-2-3 Ratio of Destination Area of Domestic Air Passengers

0% 20% 40% 60% 80% 100%

Middle East Europe Asia North America Africa

0% 20% 40% 60% 80% 100%

Punjab Khyber Pakhtunkhwa Balochistan Sindh


Appendix 4 - 26

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

ID Train Name Dept. Time from

Cantt Sta. Survey Date (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 - 27

Table A4-2-9 No. of Passengers in Trains

ID Train Name

Economy AC Lower Business AC

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

Total Business

AC Lower

Economy

Sample Size 16 13 364 393

Boarding Station

(%)

City Station 0.0 0.0 6.3 5.9 Cantt Station 100.0 61.5 80.8 80.9

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

Mode of Arrival

(%)

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

Car, Jeep etc 50.0 7.7 10.7 12.2 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

Purpose of Karachi

Visit (%)

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 Eating / Entertainment 0.0 15.4 4.1 4.3

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 Source: JICA Study Team


Appendix 4 - 28


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] - Motorcycles & Scooters - 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 - Motorcycles & Scooters - Contract Carriages including School Buses - Large Public Buses - Minibuses - Coaches

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Punjab Sindh Khyber Pakhtunkhwa Balochistan


Appendix 4 - 29

- 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 - 30

Source: JICA Study Team Figure A4-2-5 Location Map of Screen Line Survey

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Appendix 4 - 31

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

ID Number of Vehicles, 24 hours, both directions

PC Tx AR Mc CC LPB SB MB Co LFV SUT Tr Total

SL-1 14,826 4,003 2,200 33,413 3,659 71 25 4,278 2,192 5,954 8,093 3,327 82,041

(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)

SL-2 7,460 2,040 7,215 18,674 25 251 16 1,205 148 3,125 2,905 317 43,381

(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)

SL-3 1,342 189 1,792 4,344 47 0 6 0 0 522 709 46 8,997

(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)

SL-4 802 292 2,980 4,849 383 136 6 0 33 1,320 321 1 11,123

(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)

SL-5 14,717 3,299 7,944 36,001 261 1,293 25 2,253 161 2,545 1,018 5 69,522

(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)

SL-6 30,870 5,230 16,324 70,649 1,382 1,939 12 1,617 458 1,626 1,147 6 131,260

(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)

SL-7 34,903 4,780 19,813 93,188 963 3,201 16 4,465 467 5,076 1,223 13 168,108

(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)

SL-8 4,327 1,068 5,698 15,438 199 98 6 152 0 1,208 247 0 28,441

(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)

SL-9 72,219 4,999 9,365 75,346 959 633 19 4,795 767 3,957 2,690 59 175,808

(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)

SL-10 30,753 3,338 7,810 33,496 518 0 16 1,836 0 1,552 296 49 79,664

(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)

SL-11 51,359 7,191 7,384 65,371 1,974 624 61 5,803 571 5,471 4,436 38 150,283

(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)

SL-12 24,678 6,700 10,636 38,899 2,255 2,367 7 2,005 1,443 4,008 3,976 932 97,906

(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)

SL-13 2,453 1,071 1,780 11,722 177 383 19 1,010 0 1,548 797 166 21,126

(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)

SL-14 2,013 312 566 4,964 101 0 36 1,497 0 944 1,072 42 11,547

(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)

SL-15 724 106 0 452 0 1 0 33 0 243 1918 1351 4828

(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. Source: JICA Study Team

Table A4-2-14 Passenger Occupancy on Screen Line

ID Average Occupancy, 16 hours, both direction

PC Tx AR Mc CC LPB MB Co Fr

SL-1 Occupancy 2.25 2.33 2.40 1.26 2.74 44.24 32.91 37.49 2.19

No, of Sample 9,364 2,588 1,518 27,069 2,112 144 2,229 2,482 10,767

SL-7 Occupancy 2.28 2.01 2.09 1.26 3.22 50.30 34.85 35.29 2.28

No, of Sample 13,812 2,967 10,930 56,391 632 1,161 2,563 124 4,316

SL-12 Occupancy 2.39 2.44 2.40 1.24 3.16 54.74 31.80 34.52 2.54

No, of Sample 11,376 2,593 3,464 25,842 1,189 736 1,271 236 5,835 Source: JICA Study Team


Appendix 4 - 32

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

ID Location Survey Date (Year 2010)

Weekday Friday Holiday Ramadan

MB-1 Shahrah-e-Sher Shah Suri near Hyderi Market 12-May, 10-Nov *

14-May, 15-Oct *

9-May, 24-Oct *

24-Aug

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



Figure A4-2-6 Location map of Mid Block Traffic Survey

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)

5.0000

kilometers


Appendix 4 - 33

(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 ID

Day Number of Vehicles, 24 hours, both directions

PC Tx AR Mc CC LPB SB MB Co LFV SUT Tr Total

MB-1

Weekday 48,773 7,314 16,195 90,425 2,621 3,049 500 3,626 1,826 5,378 887 59 180,653

(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)

Friday 47,696 5,902 15,493 86,137 1,627 1,945 490 2,521 794 5,012 863 69 168,549

(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)

Holiday 42,875 7,854 13,817 88,194 1,209 1,376 339 2,218 752 2,729 678 57 162,098

(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)

MB-2

Weekday 18,288 2,761 5,189 40,316 1,490 1,324 107 2,072 627 5,835 7,587 2,212 87,808

(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)

Friday 15,034 2,748 4,382 35,732 932 415 16 877 181 5,658 5,169 1,117 72,261

(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)

Holiday 10,454 5,583 6,833 17,543 1,001 502 0 1,215 233 2,466 1,779 1,188 48,797

(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)

MB-3

Weekday 51,358 7,924 14,784 80,342 1,339 4,518 312 4,760 3,030 4,497 181 25 173,070

(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)

Friday 47,186 7,619 16,470 88,980 1,199 3,808 374 3,825 2,443 3,965 477 131 176,477

(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)

Holiday 37,143 5,645 12,488 58,337 1,240 2,551 16 2,578 1,848 2,229 431 28 124,534

(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)

MB-4

Weekday 86,176 7,731 9,305 78,408 3,230 571 414 2,881 2,229 4,400 1,805 68 197,218

(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)

Friday 96,140 7,873 8,695 69,226 2,449 478 325 2,697 1,615 4,772 1,378 104 195,752

(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)

Holiday 55,887 7,207 5,197 31,282 1,572 354 65 1,615 1,227 2,461 1,265 149 108,281

(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)

MB-5

Weekday 64,951 2,079 5,482 29,734 1,083 168 15 2 296 608 418 8 104,844

(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)

Friday 65,498 2,035 5,740 23,896 1,718 28 37 1 4 1,058 494 1 100,510

(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)

Holiday 42,766 2,389 4,237 13,010 1,163 8 10 0 9 573 399 4 64,568

(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)

Source: JICA Study Team 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 - 34

(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 - Single Unit Trucks, 2 Axle - Single Unit Trucks, 3 Axle - 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

ID Location No. of Gates

Date (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 - 35


Figure A4-2-7 Location Map of Cargo Movement Survey

(4) Result


Table A4-2-18 Number of Vehicles of Cargo Movement Survey

ID Light Freight

Vehicles

Single unit trucks Trailers Total

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



CM1(New Sabzi Mandi)

CM2(New Truck Stand)

CM3(Karachi Port)

0 5.000

kilometers


Appendix 4 - 36

Table A4-2-19 Commodities at Cargo Movement Survey

CM Interview

CM-1 CM-2 CM-3

Sample size 1064 2134 2216

Load (%)

Full 46.3 33.2 37.9

Half 11.7 11.9 3.8

Empty 41.9 54.9 58.3

Commodity (%)

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

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 passenger’s 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 - 37

Table A4-2-20 Location list and date of Passenger Interview Survey

ID Location Date

(Year 2010)

Car & Motorcycle Rickshaw & Bus

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

PI-5 Khayaban-e-Iqbal between Teen Talwar and Under Pass

petrol pump & roadside w/ police

Bus Stop 8-June

*Re-conduct part of survey due to error of interviw Source: JICA Study Team


Figure A4-2-8 Location Map of Passenger Interview Survey

(4) Result

Following table shows the profile of interview survey.

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-5A (Near Teen Talwar)

PI-5 (Near Old Race Course)5.0000

kilometers


Appendix 4 - 38

Table A4-2-21 Profile of Interviewers of PIS

Transportation Mode

Cars Motorcycle Buses Rickshaw

No. of Sample 1080 973 555 614

Gender (%) Male 92.8 99.9 96.8 85.7

Female 7.2 0.1 3.2 14.3

Age (%)

Under 20 4.5 9.6 10.6 12.9

21 – 30 41.9 48.4 42.7 51.6

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

Occupation (%)

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

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

Car Ownership

(%)

None 16.6 2.4 67.7 52.5

Motorcycle 11.4 88.2 16.9 33.9

Car / 4WD / Pickup 59.4 8.9 13.0 11.8

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 Source: JICA Study Team 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 - 39

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



Figure A4-2-9 Location Map of Public Transport Survey

(4) Result


PT-6'

PT-5

PT-1PT-1'

PT-2

PT-3

PT-4

PT-6

PT-7

PT-8

PT-9

PT-10

PT-11

PT-12

PT-13

PT-14

PT-15

0 5.000

kilometers


Appendix 4 - 40

Table A4-2-23 No. of Buses in Service of PT Survey

ID No. of Bus in service, 18 hours, both direction

Large Bus Minibus Coach UTS, KPTS

Total

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 Source: JICA Study Team 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

ID Ends of Route Corresponding Corridor

in KSDP 2020 Date (Year

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 Source: JICA Study Team


Appendix 4 - 41

(4) Result

Following table shows the result of travel speed survey.

Table A4-2-25 Summery of Travel Speed Survey Result

ID Distance

Average speed (km/h) of both direction

(1) ➔ (2) (2) ➔ (1)

Average Morning Evening Average Morning Evening

TS-1 (1) M.W.Tower - (2) Sohrab Goth

14.9km 23.30 22.98 24.72 19.51 23.59 28.81 15.77

TS-2 (1) Banaras Chowk - (2) Cantt. Station

10.5km 15.66 16.66 20.15 11.43 14.66 16.80 11.44

TS-3 (1) Abbot Laboratory - (2) Cantt. Station

21.3km 31.81 30.30 31.35 28.18 33.17 38.06 25.85

TS-4 (1) Nagan Chowrangi - (2) Colony Gate

10.2km 40.14 39.30 38.52 40.00 40.93 49.40 34.15

TS-5 (1) RCD Highway - (2) M.W.Tower

11.0km 28.13 24.86 24.78 24.99 31.41 34.26 26.83

TS-6 (1) Surjani Town - (2) M.A.Jinnah Road

16.5km 33.62 33.05 31.91 34.77 34.20 37.58 29.11

TS-7 (1) Numaish - (2) Safoorah Goth

16.0km 35.80 34.30 34.28 34.31 37.31 42.81 31.81

TS-8 (1) Board Office Chowrangi - (2) Banaras Chowrangi

1.7km 15.81 16.59 16.59 - 15.02 15.02 -

TS-9 (1) Hotel Mehran - (2) City Station

2.7km 8.12 7.70 7.05 8.36 8.54 7.16 9.93

TS-10 (1) Quaidabad - (2) FTC

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 - 42

- 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.

Source: JICA Study Team Figure 4-2-10 Total Ratio of No. of Lanes per One Way of Road Inventory Survey

Source: JICA Study Team Figure 4-2-11 Total Ratio of the Attributes of Road Inventory Survey

0% 20% 40% 60% 80% 100%

No. of Lanes

1 2 3 4 5

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Service Lanes

Lane Markings

Paved

Roadside Parking

Encourachement

Median

with/on without/no


Appendix 5- 1

AAPPPPEENNDDIIXX--55 CCUURRRREENNTT EENNVVIIRROONNMMEENNTTAALL CCOONNDDIITTIIOONNSS,, SSCCOOPPIINNGG

AANNDD TTHHEE MMEETTHHOODD OOFF EENNVVIIRROONNMMEENNTTAALL EEXXAAMMIINNAATTIIOONN

1. EIA Procedure in Pakistan

Source: Faisal Aslam, ENVIRONMENTAL IMPACT ASSESSMENT IN PAKISTAN - OVERVIEW, IMPLEMENTATION

AND EFFECTIVENESS, June 20056

Figure A5-1-1 Procedure of EIA in Pakistan

Project Proposal

Screening Process

EIA RequiredFerrer Schedule II

IEE Required Ferrer Schedule I

No IEE/EIA RequiredFerrer Schedule III

Submission of IEE Report to EPA

Finding of No Significant Impacts

Scoping/baseline DataCollection

Environmental Impact Analysis during

Construction and Operation and

Maintenance Period

Consideration of Mitigation Measure

Elaboration ofEnvironmental

Management Plan

Preparation of EIAReport

Submission of EIA Report to EPA*

Expert Meeting

Finalization of EIA

Not Approved

Re-designing of theProject

Re-submission ofEIA Report to EPA

Proceed to EIAProcedure if Required

Process of ApprovalAnd Issue of No

Objection Certificate

Approved

Process of Approval and Issue of No

Objection Certificate

Project Implementation

Environmental Management and

Monitoring

Note* - As per EIA Regulation of 2000, reviewing period required for IEE is 45 days and for EIA 90 – 120 days


Appendix 5- 2

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 / Zone

Effective from 1st January, 2009 Effective from 1st January, 2010Limit 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)Leq

Time weighted average of the level of sound in decibels on scale A which is relatable to human 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 average

Concentration in Ambient Air Method of Measurement Effective from

1st January 2009Effective from 1st January 2012

Sulfur Dioxide (SO2)

Annual Average* 80μg/m3 80μgm3 Ultraviolet Fluorescence Method 24 hours** 120μg/m3 120μgm3

Oxides of Nitrogen as (NO)

Annual Average* 40μg/m3 40μgm3 Gas Phase Chemiluminescence 24 hours** 40μgm3 40μgm3

Oxides of Nitrogen as (NO2)

Annual Average* 40μgm3 40μgm3 Gas Phase Chemiluminescence 24 hours** 80μ gm3 80μgm3

O3 1 hour 180μgm3 130μgm3 Non dispersive UV absorption method

Suspended Particulate Matter (SPM)

Annual Average* 400μgm3 360μgm3 High volume Sampling, (Average flow rate not less than 1.1m3/minite)

24 hours** 550μgm3 500μgm3

Respirable Particulate Matter (PM10)

Annual Average* 200μgm3 120μgm3 Β Ray absorption method 24 hours** 250μgm3 150μgm3

Resipirable Particulate Matter (PM2.5)

Annual Average* 25μgm3 15μgm3 Β Ray absorption method 24 hours** 40μgm3 35μgm3

1 hour 25μgm3 15μgm3 Lead (Pb) Annual Average* 1.5μgm3 1μgm3 ASS Method after

sampling using EPM 2000 or equivalent Filter paper

24 hours** 2μgm3 1.5μgm3

Carbon Monoxide (CO)

8hours** 5mg/m3 5mg/m3 Non Dispersive Infra Red (NDIR) method 1hours 10mg/m3 10mg/m3

*Annual arithmetic mean of minimum 104 measurements in a year taken twice a week 24 hourly at uniform interval.


Appendix 5- 3

**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

S. No. Parameter Into

Inland Waters

Into Sewage

Treatment Into Sea Units

1 Temperature or Temp. increase <3 <3 <3 oC 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(SO4

2-) 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

Smoke 40 % or 2 on the Ringlemann Scale

during engine acceleration mode To be compared with Ringlemann chart at a distance of 6 m or more

Carbon Monoxide

6 % Under idling condition: Non-dispersive infrared detection through gas analyzer

Source: Statutory Notification, SRO-72(KE)/2009, dated May 16, 2009, Ministry of Environment, Government of Pakistan.


Appendix 5- 4

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 LRT’s 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- 5

Table A5-3-1a Draft Scoping on the Environmental and Social Considerations – Zero Option–

Item Project Stage

Evalua-tion

Description

Social Environment

Involuntary Resettlement P,C,O D There is no significant impacts of the resettlement

Disruption or Improvement of Livelihood

P D No significant impact is expected.

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 Local Economic Conditions

P D No significant impact is expected.

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 Patterns

P,C,O D No significant impact is expected.

Physical Division of the Local Communities


Existing Social Infrastructure and Services


Indigenous and Ethnic 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 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 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 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 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- 6

Item Project Stage

Evalua-tion

Description

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. 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.


Karachi T

ransportation Improvem

ent Project

Final R

eport

Appendix 5- 7

Table A5-3-1b Draft Scoping Matrix on the Environmental and Social Considerations – Zero Option–

No.

Ove

rall

Eva

luat

ion

on th

e P

roje

ct

Sur

vey/

Stu

dy o

n th

e P

roje

ct

Info

rmat

ion

on th

e P

roje

ct

Par

tici

pati

on to

the

SH

Mee

ting

Lan

d A

cqui

siti

on a

nd R

eset

tlem

ent

Cle

arin

g V

eget

atio

n/T

op S

oil f

orP

repa

rati

on o

f th

e C

onst

ruct

ion

Wor

ks

Ear

th M

ovin

g: C

uttin

g an

dF

illin

g of

the

Con

stru

ctio

n W

orks

Prep

arat

ion

of th

e C

onst

ruct

ion

Are

as, W

ork

Cam

p an

d M

obili

zati

onof

Con

stru

ctio

n P

lant

s an

d M

ater

ials

Div

ersi

on o

f th

e E

xist

ing

Roa

d

Con

stru

ctio

n W

orks

for

Sta

tion

s an

dE

ntra

nces

on

the

Sid

ewal

ks/P

riva

tely

Ow

ned

Lan

d

Em

anat

ion

of D

ust,

Noi

se a

nd V

ibra

tion

Loc

aliz

ed E

mpl

oym

ent O

ppor

tuni

ties

of th

e C

onst

ruct

ion

Wor

ks

Loc

aliz

ed B

usin

ess

Opp

ortu

niti

esR

elat

ed to

the

Con

stru

ctio

n W

orks

Impr

ovem

ent o

f T

raff

ic C

onge

stio

ns

Impr

ovem

ent o

f R

ailw

ay/B

us S

tati

ons

and

Oth

er F

acil

ities

Impr

ovem

ent o

f R

oad/

Rai

lway

Saf

ety

Impr

ovem

ent o

f E

mpl

oym

ent

Opp

ortu

niti

es

Impr

ovem

ent o

f P

asse

nger

-ori

ente

dB

usin

ess

Impr

ovem

ent o

f Fr

eigh

t-or

ient

edB

usin

ess

1D D D D D D D D D D D D D D D D D D DD D D D D D D D D D D D D D D D D D DD D D D D D D D D D D D D D D D D D DD D D D D D D D D D D D D D D D D D D

2 D D D D D D D D D D D D D D D D D D D3 C- D D D D D D D D D D D D C- D D D D D4 D D D D D D D D D D D D D D D D D D D5 D D D D D D D D D D D D D D D D D D D6

D D D D D D D D D D D D D D D D D D DD D D D D D D D D D D D D D D D D D D

7 D D D D D D D D D D D D D D D D D D D8 D D D D D D D D D D D D D D D D D D D9 D D D D D D D D D D D D D D D D D D D

10 B- D D D D D D D D D D D D B- D D D D D11 D D D D D D D D D D D D D D D D D D D12 D D D D D D D D D D D D D D D D D D D13 D D D D D D D D D D D D D D D D D D D14 D D D D D D D D D D D D D D D D D D D15 D D D D D D D D D D D D D D D D D D D16 D D D D D D D D D D D D D D D D D D D17 D D D D D D D D D D D D D D D D D D D18 D D D D D D D D D D D D D D D D D D D19 D D D D D D D D D D D D D D D D D D D20 D D D D D D D D D D D D D D D D D D D21 D D D D D D D D D D D D D D D D D D D22 D D D D D D D D D D D D D D D D D D D23 C- D D D D D D D D D D D D C- D D D D D24 C- D D D D D D D D D D D D C- D D D D D25 D D D D D D D D D D D D D D D D D D D26 D D D D D D D D D D D D D D D D D D D27 D D D D D D D D D D D D D D D D D D D28 C- D D D D D D D D D D D D C- D D D D D29 D D D D D D D D D D D D D D D D D D D30 D D D D D D D D D D D D D D D D D D D31 D D D D D D D D D D D D D D D D D D D

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 could be clarified as the study progresses.)

D : No or Negligible impact is expected.

Operation Stage

Poll

utio

n

Faunal EcologyFlora Ecology

Construction Stage

Emanating OdourPollution on the Water Bottom/Sludge and Its Effect on the Aquatic Life

Water PollutionSoil Pollution

a. General

Soc

ial E

nvir

onm

ent

Nat

ural

Env

iron

men

t

Air Pollution

Soil Erosion

Effects on the Ground WaterEffect on the Surface Water Body (River, Lakes, etc)Effect on the Coastal Environment

Vulnerability/Resilience of the Society to Natural Disaster

Changes on the Land Use and the Landscape

Effect on the Natural/Ecological Reserves and SanctuariesLocalised Climatic ChangesEffect on the Global Warming Issues

Solid Waste and/or Industrial Discharge ManagementNoise and Vibration

Geological Conditions

Large Scale Ground Settlement

b. Socially and Physically Disadvantaged c. Women and Children

Effect on the Water Rights/Commons for Grazing etc.Public Hygiene and Health Care of the Local Communities

b. Commercial and Busines Areas

d. Ethnic Minority

Oceanographic Changes

Effect on the Local Economic Activities

Social Cohesion and Physical Continuity of the Local CommunitiesLocal Road Transportation System

Geographical Conditions

Legend:

Pre-construction Stage

Effects on the Livelihood of the Local Communities

Traffic Safety

Distribution of the Benefit of the ProjectEffect on the Social and Cultural Events and Tradition

a. Industrial Areas

Items of the Environment Subject toNegative/Positive Changes

Project Activities


Appendix 5- 8

(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–

Item Project Stage

Evalua- tion

Description

Social Environment Involuntary Resettlement

P C- Stakeholder meetings are scheduled to hold in order to disseminate 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.


P D No significant impact is expected. C B- Due to noise and vibration caused by the construction activities,

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 Employment and Local Economic

P D No impact is expected in pre-construction stage. C C+ Some positive effect on the local economy is expected because of

the possible increment of business/employment opportunities


Appendix 5- 9

Item Project Stage

Evalua- tion

Description

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.


P D No impact is expected in pre-construction stage. 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.


P D No impact is expected during the pre-construction stage. C,O D Since the alignment of corridor is made along the existing trunk

roads, no significant part of the local community would be divided by the Project.


P D No impact is expected in pre-construction stage. C B- There are large negative impacts on the traffic, as road diversion

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.


P,C,O D There are no indigenous and ethnic minorities affected by the Project.

Distribution of Benefits

P,C C- The feeling of inequality among the stakeholders might cause 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.


P,C B- The feeling of inequality among the local residents might cause anxiety since those away from the stations would try to bring stations in their communities.


Disruption of Water Right or Common Land

P,C,O D No impact on water use or water right is expected due to the project implementation.

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.


P D No impact is expected in pre-construction stage. C B- Increment of risks are probably expected on infectious diseases

among the construction workforce as well as the general public along the corridors during the construction period because of dust


Appendix 5- 10

Item Project Stage

Evalua- tion

Description

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.

Natural Environment and Pollution Geographical and geological conditions

P,C,O D It is not expected that the Project will bring about the significant 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 the most of the Project alignment is designed on/under the existing 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 changes

P,C,O D There is no project component or activity, which would cause the significant change or impacts on Oceanographic conditions in and around the Project area.

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.


P,C,O D Negative impacts are not expected, since the Project alignment is designed in developed urban area and out of natural/ecological 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- 11

Item Project Stage

Evalua- tion

Description

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 new transportation system.

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.

Karachi T


ent Project

Final R

eport

Appendix 5- 12

No.

Ove

rall

Eva

luat

ion

on th

e P

roje

ct

Sur

vey/

Stu

dy o

n th

e P

roje

ct

Info

rmat

ion

on th

e P

roje

ct

Par

tici

pati

on to

the

SH

Mee

ting

Lan

d A

cqui

siti

on a

nd R

eset

tlem

ent

Cle

arin

g V

eget

atio

n/T

op S

oil f

orP

repa

ratio

n of

the

Con

stru

ctio

n W

orks

Ear

th M

ovin

g: C

utti

ng a

ndF

illi

ng o

f th

e C

onst

ruct

ion

Wor

ks

Pre

para

tion

of th

e C

onst

ruct

ion

Are

as, W

ork

Cam

p an

d M

obil

izat

ion

of C

onst

ruct

ion

Pla

nts

and

Mat

eria

ls

Div

ersi

on o

f th

e E

xist

ing

Roa

d

Con

stru

ctio

n W

orks

for

Sta

tions

and

Ent

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es o

n th

eS

idew

alks

/Roa

d/P

riva

tely

Ow

ned

Lan

d

Em

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ion

of D

ust,

Noi

se a

nd V

ibra

tion

Loc

aliz

ed E

mpl

oym

ent O

ppor

tuni

ties

of th

e C

onst

ruct

ion

Wor

ks

Loc

aliz

ed B

usin

ess

Opp

ortu

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esR

elat

ed to

the

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stru

ctio

n W

orks

Impr

ovem

ent o

f T

raff

ic C

onge

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ns

Impr

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ent o

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ailw

ay/B

us S

tati

ons

and

Oth

er F

acil

itie

s

Impr

ovem

ent o

f R

oad/

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lway

Saf

ety

Impr

ovem

ent o

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mpl

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ent

Opp

ortu

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es

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ent o

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asse

nger

-ori

ente

dB

usin

ess

Impr

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ent o

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reig

ht-o

rien

ted

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ines

s

1C- C- C- C- C- D D D C- C- C- C+ C+ B+ B+ B+ C+ C+ C+C- C- C- C- C- D D D C- C- C- D D B+ B+ B+ D D DC- C- C- C- C- D D D C- C- C- D D B+ B+ B+ D D DD D D D D D D D D D D D D D D D D D D

2 D D D D D D D D D D D D D D D D D D D3 C+ D D D D D D D B- D D D D B+ C+ C+ D D D4 B+ D D D D D D D D D D D D A+ B+ B+ B+ C+ D5 C+ D D D D D D D C- D C- C+ C+ B+ D D D D D6

D D D D D D D D D D D D D D D D D D DC+ D D D C- D C- D C- C- C- C+ C+ B+ C+ C+ B+ B+ C+

7 D D D D D D D D D D D D D D D D D D D8 C- D D D D D D C- D D B- D D D D D D D D9 D D D D D D D D D D D D D D D D D D D

10 B+ D D D D D C- D C- C- D D D B+ B+ B+ D D D11 C+/- D D D C- D C- C- C- D D D D D D C+/- D D D12 D D D D D D D D D D D D D D D D D D D13 D D D D D D D D D D D D D D D D D D D14 D D D D D D D D D D D D D D D D D D D15 D D D D D D D D D D D D D D D D D D D16 B- D D D D B- D C- D D D D D D D D D D D17 C- D D D D D C- D D C- D D D D D D D D D18 D D D D D D D D D D D D D D D D D D D19 D D D D D D D D D D D D D D D D D D D20 D D D D D D D D D D D D D D D D D D D21 D D D D D D D D D D D D D D D D D D D22 D D D D D D D D D D D D D D D D D D D23 B+/- D D D D D B- D D B- D D D B+ D D D D D24 B+/- D D D D D B- D D B- D D D B+ D D D D D25 B- D D D D D B- B- D D D D D D D D D D D26 C- D D D D D C- D D D D D D D D D D D D27 B- D D D D B- B- B- D B- D D D D D D D D D28 B+/- D D D D D B- D D B- D D D B+/- D D D D D29 C- D D D D D C- D D C- D D D D D D D D D30 D D D D D D D D D D D D D D D D D D D31 D D D D D D D D D D D D D D D D D D D

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.)


Effect on the Water Rights/Commons for Grazing etc.

Distribution of the Benefit of the Project

Effects on the Livelihood of the Local Communities a. General b. Socially and Physically Disadvantaged c. Women and Children d. Ethnic MinoritySocial Cohesion and Physical Continuity of the Local Communities

Nat

ural

Env

iron

men

t

Construction Stage

Solid Waste and/or Industrial Discharge ManagementNoise and Vibration

Public Hygiene and Health Care of the Local CommunitiesVulnerability/Resilience of the Society to Natural Disaster Traffic Safety

Effect on the Social and Cultural Events and TraditionEffect on the Local Economic Activities a. Industrial Areas

Local Road Transportation System

Operation Stage

Soc

ial E

nvir

onm

ent

Oceanographic Changes

Changes on the Land Use and the LandscapeGeographical ConditionsGeological ConditionsSoil ErosionFaunal EcologyFlora Ecology

Legend:



Effects on the Ground WaterEffect on the Surface Water Body (River, Lakes, etc)Effect on the Coastal Environment

b. Commercial and Busines Areas

Pol

luti

on

Pollution on the Water Bottom/Sludge and Its Effect on the Aquatic Life

Air PollutionWater PollutionSoil Pollution

Emanating OdourLarge Scale Ground Settlement


Project Activities

Table A5-3-2b Draft Scoping Matrix on the Environmental and Social Considerations –Green Line–


Appendix 5- 13

(3) Brown Line




Some negative impacts of air pollution, noise and vibration are expected due to operation 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.


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 new LRT system.

Table A5-3-3a Draft Scoping on the Environmental and Social Considerations – Brown Line–

Item Project Stage

Evalua- tion

Description



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.





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


Appendix 5- 14

Item Project Stage

Evalua- tion

Description

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.



the possible increment of business/employment opportunities 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.




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.


















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


Appendix 5- 15

Item Project Stage

Evalua- tion

Description

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 Hazardous and Infectious Diseases


among the construction workforce as well as the general public along the corridors during the construction period because of dust emanated from the construction areas. It is limited to the constriction period only.



heavy equipment and heavy vehicles during the construction stage.O B- Increment of risks of accidents is expected due to the train services







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.




P,C,O D There is no project component or activity which would cause the significant change or impacts on Oceanographic conditions in and around the Project area.





Appendix 5- 16

Item Project Stage

Evalua- tion

Description






O B+ It is expected that the GHG emission would be reduced due to 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 temporary during construction 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






Appendix 5- 17

Item Project Stage

Evalua- tion

Description

Ground subsidence





Karachi T


ent Project

Final R

eport

Appendix 5- 18

Table A5-3-3b Draft Scoping Matrix on the Environmental and Social Considerations –Brown Line–

No.

Ove

rall

Eva

luat

ion

on th

e P

roje

ct

Sur

vey/

Stu

dy o

n th

e P

roje

ct

Info

rmat

ion

on th

e P

roje

ct

Par

tici

pati

on to

the

SH

Mee

ting

Lan

d A

cqui

sitio

n an

d R

eset

tlem

ent

Cle

arin

g V

eget

atio

n/T

op S

oil f

orP

repa

rati

on o

f th

e C

onst

ruct

ion

Wor

ks

Ear

th M

ovin

g: C

uttin

g an

dF

illin

g of

the

Con

stru

ctio

n W

orks

Pre

para

tion

of

the

Con

stru

ctio

nA

reas

, Wor

k C

amp

and

Mob

iliz

atio

nof

Con

stru

ctio

n P

lant

s an

d M

ater

ials

Div

ersi

on o

f th

e E

xist

ing

Roa

d

Con

stru

ctio

n W

orks

for

Sta

tion

s an

dE

ntra

nces

on

the

Sid

ewal

ks/R

oad/

Pri

vate

ly O

wne

d L

and

Em

anat

ion

of D

ust,

Noi

se a

nd V

ibra

tion

Loc

aliz

ed E

mpl

oym

ent O

ppor

tuni

ties

of th

e C

onst

ruct

ion

Wor

ks

Loc

aliz

ed B

usin

ess

Opp

ortu

niti

esR

elat

ed to

the

Con

stru

ctio

n W

orks

Impr

ovem

ent o

f T

raff

ic C

onge

stio

ns

Impr

ovem

ent o

f R

ailw

ay/B

us S

tati

ons

and

Oth

er F

acil

itie

s

Impr

ovem

ent o

f R

oad/

Rai

lway

Saf

ety

Impr

ovem

ent o

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mpl

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ent

Opp

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es

Impr

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Impr

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D D D D D D D D D D D D D D D D D D DC+ D D D C- D C- D C- C- C- C+ C+ B+ C+ C+ B+ B+ C+

7 D D D D D D D D D D D D D D D D D D D8 C- D D D D D D C- D D B- D D D D D D D D9 D D D D D D D D D D D D D D D D D D D

10 B+ D D D D D C- D C- C- D D D B+ B+ B+ D D D11 C+/- D D D C- D C- C- C- D D D D D D C+/- D D D12 D D D D D D D D D D D D D D D D D D D13 D D D D D D D D D D D D D D D D D D D14 D D D D D D D D D D D D D D D D D D D15 D D D D D D D D D D D D D D D D D D D16 B- D D D D B- D C- D D D D D D D D D D D17 C- D D D D D C- D D C- D D D D D D D D D18 D D D D D D D D D D D D D D D D D D D19 D D D D D D D D D D D D D D D D D D D20 D D D D D D D D D D D D D D D D D D D21 D D D D D D D D D D D D D D D D D D D22 D D D D D D D D D D D D D D D D D D D23 B+/- D D D D D B- D D B- D D D B+ D D D D D24 B+/- D D D D D B- D D B- D D D B+ D D D D D25 B- D D D D D B- B- D D D D D D D D D D D26 C- D D D D D C- D D D D D D D D D D D D27 B- D D D D B- B- B- D B- D D D D D D D D D28 B+/- D D D D D B- D D B- D D D B+/- D D D D D29 C- D D D D D C- D D C- D D D D D D D D D30 D D D D D D D D D D D D D D D D D D D31 D D D D D D D D D D D D D D D D D D D



Pollution on the Water Bottom/Sludge and Its Effect on the Aquatic LifeLegend:

Localised Climatic ChangesEffect on the Global Warming Issues

Pol

luti

on

Air PollutionWater PollutionSoil PollutionSolid Waste and/or Industrial Discharge ManagementNoise and Vibration

Emanating Odour

Flora EcologyEffects on the Ground WaterEffect on the Surface Water Body (River, Lakes, etc)Effect on the Coastal EnvironmentOceanographic ChangesEffect on the Natural/Ecological Reserves and Sanctuaries

Public Hygiene and Health Care of the Local CommunitiesVulnerability/Resilience of the Society to Natural Disaster Traffic Safety

Large Scale Ground Settlement

Nat

ural

Env

iron

men

t

Geographical ConditionsGeological ConditionsSoil ErosionFaunal Ecology

Pre-construction Stage Construction Stage

Local Road Transportation SystemDistribution of the Benefit of the Project

Operation Stage

Soc

ial E

nvir

onm

ent


a. Industrial Areas b. Commercial and Busines Areas

Effect on the Social and Cultural Events and TraditionEffect on the Local Economic Activities




Project Activities


Appendix 5- 19

(4) Red Line




Some negative impacts of air pollution, noise and vibration are expected due to operation 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.


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 LRT system.

Table A5-3-4a Draft Scoping on the Environmental and Social Considerations – Red Line–

Item Project Stage

Evalua- tion

Description









Changes in the Employment and Local Economic


the possible increment of business/employment opportunities


Appendix 5- 20

Item Project Stage

Evalua- tion

Description

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.



























among the construction workforce as well as the general public along the corridors during the construction period because of dust


Appendix 5- 21

Item Project Stage

Evalua- tion

Description

emanated from the construction areas. It is limited to the constriction period only.










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,C,O D There is no project component or activity which would cause the significant change or impacts on Oceanographic conditions in and around the Project area.










Appendix 5- 22

Item Project Stage

Evalua- tion

Description






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.










Ground subsidence





Karachi T


ent Project

Final R

eport

Appendix 5- 23

Table A5-3-4b Draft Scoping Matrix on the Environmental and Social Considerations –Red Line–

No.

Ove

rall

Eva

luat

ion

on th

e P

roje

ct

Sur

vey/

Stu

dy o

n th

e Pr

ojec

t

Info

rmat

ion

on th

e P

roje

ct

Par

tici

pati

on to

the

SH

Mee

ting

Lan

d A

cqui

siti

on a

nd R

eset

tlem

ent

Cle

arin

g V

eget

atio

n/T

op S

oil f

orPr

epar

atio

n of

the

Con

stru

ctio

n W

orks

Ear

th M

ovin

g: C

utti

ng a

ndFi

llin

g of

the

Con

stru

ctio

n W

orks

Pre

para

tion

of

the

Con

stru

ctio

nA

reas

, Wor

k C

amp

and

Mob

iliz

atio

nof

Con

stru

ctio

n P

lant

s an

d M

ater

ials

Div

ersi

on o

f th

e E

xist

ing

Roa

d

Con

stru

ctio

n W

orks

for

Sta

tion

s an

dE

ntra

nces

on

the

Side

wal

ks/R

oad/

Pri

vate

ly O

wne

d L

and

Em

anat

ion

of D

ust,

Noi

se a

nd V

ibra

tion

Loc

aliz

ed E

mpl

oym

ent O

ppor

tuni

ties

of th

e C

onst

ruct

ion

Wor

ks

Loc

aliz

ed B

usin

ess

Opp

ortu

niti

esR

elat

ed to

the

Con

stru

ctio

n W

orks

Impr

ovem

ent o

f T

raff

ic C

onge

stio

ns

Impr

ovem

ent o

f R

ailw

ay/B

us S

tati

ons

and

Oth

er F

acil

itie

s

Impr

ovem

ent o

f R

oad/

Rai

lway

Saf

ety

Impr

ovem

ent o

f E

mpl

oym

ent

Opp

ortu

niti

es

Impr

ovem

ent o

f Pa

ssen

ger-

orie

nted

Bus

ines

s

Impr

ovem

ent o

f Fr

eigh

t-or

ient

ed B

usin

ess



C+ D D D D D D D C- C- D D D C+ D D C+ C+ DC+ D D D C- D C- D C- C- C- C+ C+ B+ C+ C+ B+ B+ C+

7 D D D D D D D D D D D D D D D D D D D8 C- D D D D D D C- D D B- D D D D D D D D9 D D D D D D D D D D D D D D D D D D D10 B+ D D D D D C- D C- C- D D D B+ B+ B+ D D D11 C+/- D D D C- D C- C- C- D D D D D D C+/- D D D12 D D D D D D D D D D D D D D D D D D D13 D D D D D D D D D D D D D D D D D D D14 D D D D D D D D D D D D D D D D D D D15 D D D D D D D D D D D D D D D D D D D16 B- D D D D B- D C- D D D D D D D D D D D17 C- D D D D D C- D D C- D D D D D D D D D18 D D D D D D D D D D D D D D D D D D D19 D D D D D D D D D D D D D D D D D D D20 D D D D D D D D D D D D D D D D D D D21 D D D D D D D D D D D D D D D D D D D22 D D D D D D D D D D D D D D D D D D D23 B+/- D D D D D B- D D B- D D D B+ D D D D D24 B+/- D D D D D B- D D B- D D D B+ D D D D D25 B- D D D D D B- B- D D D D D D D D D D D26 C- D D D D D C- D D D D D D D D D D D D27 B- D D D D B- B- B- D B- D D D D D D D D D28 B+/- D D D D D B- D D B- D D D B+/- D D D D D29 C- D D D D D C- D D C- D D D D D D D D D30 D D D D D D D D D D D D D D D D D D D31 D D D D D D D D D D D D D D D D D D D



Pollution on the Water Bottom/Sludge and Its Effect on the Aquatic LifeLegend:

Localised Climatic ChangesEffect on the Global Warming Issues

Pol

luti

on

Air PollutionWater PollutionSoil PollutionSolid Waste and/or Industrial Discharge ManagementNoise and VibrationLarge Scale Ground SettlementEmanating Odour

Flora EcologyEffects on the Ground WaterEffect on the Surface Water Body (River, Lakes, etc)Effect on the Coastal Environment

Public Hygiene and Health Care of the Local CommunitiesVulnerability/Resilience of the Society to Natural Disaster Traffic SafetyChanges on the Land Use and the Landscape

Effect on the Social and Cultural Events and TraditionEffect on the Local Economic Activities

Nat

ural

Env

iron

men

t

Geographical ConditionsGeological ConditionsSoil ErosionFaunal Ecology

Oceanographic ChangesEffect on the Natural/Ecological Reserves and Sanctuaries


Pre-construction Stage Construction Stage

Local Road Transportation SystemDistribution of the Benefit of the Project

Operation Stage

Soc

ial E

nvir

onm

ent


a. Industrial Areas b. Commercial and Busines Areas


Project Activities


Appendix 5- 24

(5) Yellow Line




Some negative impacts of air pollution, noise and vibration are expected due to operation 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.


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 new transportation.

Table A5-3-5a Draft Scoping on the Environmental and Social Considerations – Yellow Line–

Item Project Stage

Evalua- tion

Description









Changes in the P D No impact is expected in pre-construction stage.


Appendix 5- 25

Item Project Stage

Evalua- tion

Description

Employment and Local Economic Conditions

C C+ Some positive effect on the local economy is expected because of the possible increment of business/employment opportunities generated by construction activities of the project.


























Risks on the Hazardous and



Appendix 5- 26

Item Project Stage

Evalua- tion

Description

Infectious Diseases among the construction workforce as well as the general public along the corridors during the construction period because of dust emanated from the construction areas. It is limited to the constriction period only.










Ground Water C C- The turbid water generated by cut-and-cover works for station 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.


P,C,O D There is no project component causing significant changes or 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 reserves and sanctuary

P,C,O D Negative impacts are not expected since the Project alignment is designed in developed urban area and out of natural/ecological reserves and sanctuary.

Meteorology P,C,O D The Project will cause no significant change on the regional meteorological conditions.





of heavy equipment/ vehicles as well as traffic jam incidental to


Appendix 5- 27

Item Project Stage

Evalua- tion

Description

construction works, although the expected impacts will be temporary during the construction stage



generated from construction yards of cut-and-cover works or bridge construction activities as well as by the effluent generated from workers’ campsites, although the expected impacts will be temporary during construction stage.









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.

Ground subsidence





Karachi T


ent Project

Final R

eport

Appendix 5- 28

Table A5-3-5b Draft Scoping Matrix on the Environmental and Social Considerations –Yellow Line–

No.

Ove

rall

Eva

luat

ion

on th

e P

roje

ct

Sur

vey/

Stu

dy o

n th

e Pr

ojec

t

Info

rmat

ion

on th

e P

roje

ct

Par

tici

pati

on to

the

SH

Mee

ting

Lan

d A

cqui

siti

on a

nd R

eset

tlem

ent

Cle

arin

g V

eget

atio

n/T

op S

oil f

orPr

epar

atio

n of

the

Con

stru

ctio

n W

orks

Ear

th M

ovin

g: C

utti

ng a

ndFi

llin

g of

the

Con

stru

ctio

n W

orks

Pre

para

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onge

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Impr

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Impr

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ssen

ger-

orie

nted

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Impr

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ent o

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eigh

t-or

ient

ed B

usin

ess







Large Scale Ground SettlementEmanating OdourPollution on the Water Bottom/Sludge and Its Effect on the Aquatic Life

Legend:

Oceanographic ChangesEffect on the Natural/Ecological Reserves and SanctuariesLocalised Climatic ChangesEffect on the Global Warming Issues

Pol

luti

on

Air PollutionWater PollutionSoil PollutionSolid Waste and/or Industrial Discharge ManagementNoise and Vibration


Nat

ural

Env

iron

men

t

Geographical ConditionsGeological ConditionsSoil ErosionFaunal EcologyFlora EcologyEffects on the Ground WaterEffect on the Surface Water Body (River, Lakes, etc)Effect on the Coastal Environment

a. Industrial Areas b. Commercial and Busines AreasEffect on the Water Rights/Commons for Grazing etc.Public Hygiene and Health Care of the Local Communities

Local Road Transportation SystemDistribution of the Benefit of the ProjectEffect on the Social and Cultural Events and TraditionEffect on the Local Economic Activities

Pre-construction Stage Construction Stage Operation Stage

Soc

ial E

nvir

onm

ent

Effects on the Livelihood of the Local Communities a. General b. Socially and Physically Disadvantaged c. Women and Children

Vulnerability/Resilience of the Society to Natural Disaster Traffic Safety

d. Ethnic MinoritySocial Cohesion and Physical Continuity of the Local Communities


Project Activities


Appendix 5- 29

(6) Blue Line




Some negative impacts of air pollution, noise and vibration are expected due to operation 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.


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 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

Item Project Stage

Evalua- tion

Description



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. These land owners/tenants of such land area would therefore get involved in the resettlement scheme.




livelihood of the general public along the construction area, especially in the heavily congested downtown 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


Appendix 5- 30

Item Project Stage

Evalua- tion

Description

trains should improve commercial activities or commuting to work of the local population along the corridors.



the possible increment of business/employment opportunities generated by construction activities of the project.

























O D There will be no disruption of public sanitation as a result of the


Appendix 5- 31

Item Project Stage

Evalua- tion

Description

operation of the passenger trains. Risks on the Hazardous and Infectious Diseases


among the construction workforce as well as the general public along the corridors during the construction period because of dust emanated from the construction areas. It is limited to the constriction period only.










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. Coastal zone P,C,O D There are no coastal zones in and around the Project area. Oceanographic changes

P,C,O D There is no impact on the oceanographic environment as a result of 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. Natural/Ecological reserves and sanctuary






Air pollution P D No impact is expected in pre-construction stage.


Appendix 5- 32

Item Project Stage

Evalua- tion

Description

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



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 temporary during construction 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.




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



Ground subsidence





Karachi T


ent Project

Final R

eport

Appendix 5- 33

Table A5-3-6b Draft Scoping Matrix on the Environmental and Social Considerations –Blue Line–

No.

Ove

rall

Eva

luat

ion

on th

e P

roje

ct

Sur

vey/

Stu

dy o

n th

e P

roje

ct

Info

rmat

ion

on th

e P

roje

ct

Par

tici

pati

on to

the

SH

Mee

ting

Lan

d A

cqui

siti

on a

nd R

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tlem

ent

Cle

arin

g V

eget

atio

n/T

op S

oil f

orP

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rati

on o

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e C

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ion

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ks

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th M

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g: C

utti

ng a

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e C

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ruct

ion

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Pre

para

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Emanating OdourPollution on the Water Bottom/Sludge and Its Effect on the Aquatic Life

Legend:


Poll

utio

n

Air PollutionWater PollutionSoil PollutionSolid Waste and/or Industrial Discharge ManagementNoise and VibrationLarge Scale Ground Settlement

Nat

ural

Env

iron

men

t

Geographical ConditionsGeological ConditionsSoil ErosionFaunal EcologyFlora EcologyEffects on the Ground WaterEffect on the Surface Water Body (River, Lakes, etc)Effect on the Coastal EnvironmentOceanographic Changes

b. Commercial and Busines AreasEffect on the Water Rights/Commons for Grazing etc.Public Hygiene and Health Care of the Local CommunitiesVulnerability/Resilience of the Society to Natural Disaster Traffic SafetyChanges on the Land Use and the Landscape

a. Industrial Areas


Social Cohesion and Physical Continuity of the Local CommunitiesLocal Road Transportation SystemDistribution of the Benefit of the ProjectEffect on the Social and Cultural Events and Tradition

Construction Stage Operation Stage S

ocia

l Env

iron

men

t

Effects on the Livelihood of the Local Communities a. General b. Socially and Physically Disadvantaged c. Women and Children d. Ethnic Minority

Effect on the Local Economic Activities


Project Activities


Appendix 5- 34

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

i) Pre-construction Stage 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. 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, 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

i) Pre-construction Stage 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- 35

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, 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

i) Pre-construction Stage 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. ii) During the Construction Period 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. iii) Operation and Maintenance Stage 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

i) Pre-construction Stage 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. 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 deposition of 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 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- 36

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- 37

Table A5-4-1 Air Quality at Monitored Locations

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).

S/N Project Location SO2(ppb) NOx(ppb) CO(μg/m3) PM10(μg/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 200No. 2 TCP-2 Karimabad 22 39 12 （80μg/m3) 84 195 20 （80μg/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 40No. 5 TCP-5 Gru Mandir 20 42 21 115 241 32 5 11 2 287 429 148No. 6 TCP-6 Old Numaish 20 31 10 119 196 35 7 12 2 159 315 46No. 7 TCP-7 Garden Road Interaction 20 27 12 132 235 32 8 14 4 221 470 67No. 8 TCP-8 Tibbet Center 20 26 15 119 196 30 8 14 2 309 469 98No. 9 TCP-9 Maulvi Musafir Khana 20 32 12 79 196 37 6 13 1 248 480 150No. 10 TCP-10 Merewether Tower 26 39 13 139 230 30 9 15 2 288 428 148No. 11 TCP-11 Ziauddin & Chundrigar Road Intersection 25 34 15 120 240 23 7 11 3 228 415 94No. 12 TCP-12 Burns Road 27 40 13 127 239 21 7 16 2 222 405 53No. 13 TCP-13 Garden Road and Preedy Street Intersection 23 40 11 99 226 23 6 16 2 268 453 95No. 14 TCP-14 Empress Market 22 36 15 79 232 20 9 15 2 239 426 74No. 15 TCP-15 Metropole Hotel 22 34 14 119 233 35 6 10 3 210 326 45No. 16 TCP-16 F&T Center 24 38 13 154 240 32 9 16 2 287 465 105No. 17 TCP-17 Teen Talwar 21 30 13 123 214 28 8 14 1 223 475 132No. 18 TCP-18 Sunset Boulevard and Gizri Road Intersection 20 27 12 131 235 32 8 14 4 228 415 93No. 19 TCP-19 Korangi Road & Baloch Colony Bypass 22 36 15 79 232 20 10 15 2 248 480 149No. 20 TCP-20 Dirgh Road Station 24 36 16 93 222 20 8 14 2 229 469 90No. 21 TCP-21 Karachi Port Trust (KPT) 25 34 16 139 260 20 9 13 4 184 441 97No. 22 TCP-22 Mauripur Road 25 32 18 96 230 28 7 12 3 233 451 64No. 23 TCP-23 Gul Bai Intersection 23 34 14 98 247 20 7 13 4 309 460 81No. 24 TCP-24 Nazimabad 24 35 18 88 237 27 6 12 3 210 490 135No. 25 TCP-25 North Nazimabad 25 40 18 90 231 20 7 16 2 234 375 49No. 26 TCP-26 Gushan Chorangi 24 39 13 120 190 30 8 13 3 289 436 78No. 2７KCR-1 Baldia near Gulbai 24 34 12 35 45 21 4 5 3 181 241 123No. 28 KCR-2 Chaniser Halt 19 31 6 36 48 18 3 4 1 170 230 130No. 29 KCR-3 Depot Hill near Drigh Road 26 39 12 38 52 19 6 7 5 167 240 126No. 30 KCR-4 North Nazimabad 19 34 7 34 47 14 3 4 2 163 236 126No. 31 KCR-5 Waizir Mansion 12 28 19.6 15 40 27 1 6 3 221 287 155

Karachi T


ent Project

Final R

eport

Appendix 5- 38

Figure A5-4-1 Monitored Corridors of Air Quality

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


Appendix 5- 39

(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

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

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 75No. 2 TCP-2 Karimabad 82 94 67 No. 21 TCP-21 Karachi Port Trust (KPT) 74 86 64No. 3 TCP-3 Liaquatabad # 10 76 81 71 No. 22 TCP-22 Mauripur Road 76 96 58No. 4 TCP-4 Tin Hatti 76 83 69 No. 23 TCP-23 Gul Bai Intersection 79 85 69No. 5 TCP-5 Gru Mandir 76 81 71 No. 24 TCP-24 Nazimabad 77 89 64No. 6 TCP-6 Old Numaish 75 80 70 No. 25 TCP-25 North Nazimabad 76 88 64No. 7 TCP-7 Garden Road Interaction 78 82 73 No. 26 TCP-26 Gushan Chorangi 82 94 67No. 8 TCP-8 Tibbet Center 81 86 75 No. 2７KCR-1 Star Gate Halt Station 43 54 30 75No. 9 TCP-9 Maulvi Musafir Khana 80 99 68 No. 28 KCR-2 Drigh Colony Station 54 81 30No. 10 TCP-10 Merewether Tower 76 81 70 No. 29 KCR-3 Drigh Road Station 59 80 35No. 11 TCP-11 Ziauddin & Chundrigar Road Intersection 78 85 70 No. 30 KCR-4 Air Force Halt Station 47 68 44No. 12 TCP-12 Burns Road 80 90 68 No. 31 KCR-5 Karsaz Station 31 32 31No. 13 TCP-13 Garden Road and Preedy Street Intersection 77 88 71 No. 32 KCR-6 Chanesar Station 51 58 42No. 14 TCP-14 Empress Market 79 85 74 No. 33 KCR-7 Karachi Cantt Station 74 81 63No. 15 TCP-15 Metropole Hotel 80 91 69 No. 34 KCR-8 Karachi City Station 42 76 31No. 16 TCP-16 F&T Center 78 89 68 No. 35 KCR-9 Near Abbasi Shaheed Hospital 72 85 70No. 17 TCP-17 Teen Talwar 79 82 70 No. 36 KCR-10 Shershah 73 88 60No. 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

Karachi T


ent Project

Final R

eport

Appendix 5- 40

Figure A5-4-2 Monitored Corridors of Noise Level

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


Appendix 5- 41

(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

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.

No. 1 No. 2 No. 3 No. 4 No. 5KCR-1 KCR-2 KCR-3 KCR-4 KCR-5

Near SiteAvenue

Near WazirMension

Orangi Nalanear HinoPakMotors

Gujjar Nalanear MusaColony

Lyari RivernearGhariabad

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

3 BOD mg/l 173 230 29.5 240 250less than or equal to 10 (only forriver water)

4 COD mg/l 208 200 230 210 230less than or equal to 8 (only forSea Water)

5 TSS mg/l 410 474 535 425 630less than or equal to 100 (onlyfor river water)

6 Turbidity NTU >5 >5 >5 >5 >57 TDS mg/l 908 1128 1278 1462 14628 Oil &Grease mg/l 0.98 1 0.76 1.2 1.2 0(only for Sea Water)

No. Parameter

JapaneseEnvironmental

QualityStandard

Unit

Karachi T


ent Project

Final R

eport

Appendix 5- 42

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


Appendix 5- 43

(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 Karachi’s 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- 44

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- 45

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 Conditions

1-1. Settlement & Social Structures

All the township and Union Council that fall into the selected corridors

- List the towns and union councils within Karachi and its administrative structure that are affected by the Project.

- Decision making process and administrative system in each level of local government structure

- 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 data in each township and Union Council


Carry out 10-100 households survey per corridor in order to obtain approximate baseline of the socio- economic conditions along each passenger transportation corridors and analyze the following parameters: - 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 data in each township and Union Council


- Disabled population - Types of religions - Ethnic minorities, indigenous peoples, tribes, etc.

and other social indicators as appropriate to evaluate local community’s situation in union council level.

1-3.Land Use Patterns

All the Town and Union Council that fall into the selected

- Governmental land use plan - Land use by category within township and union

council


Appendix 5- 46

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,

corridors 1-4.Infrastructure and Public Facilities

All the Town and Union Council and that fall into the transportation corridors

- List the locations of the following facilities at union council level: a. Industrial facilities b. Medical facilities c. Educational facilities d. Cultural and religious facilities, including

shrines, sacred sanctuaries, sacred centres, archaeological sites etc.

1-5.Cultural Heritage

All the Town and Union Council that fall into the selected corridors

- Name and geographical locations of natural and cultural heritage area

- Its anecdotes

1-6. Public Hygiene and Safety

Concerned Town and Union Council

- Morbidity of epidemic disease in each town - Morbidity of infectious diseases such as

HIV/AIDS in each district - Number of accidents occurred on the railway and

road (including the cases animals are involved if applicable)

2. Legal and Institutional Aspect

2-1.Procedure of EIA

Laws and regulations of the Government of Pakistan

- Organizational structure concerning EIA implementation in the Government of Pakistan

- Laws and regulations concerning implementation of social impact assessment in Pakistan

- Procedures of verification and approval of the report on SOSE as well as RAP


Appendix 5- 47

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- 48

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%

18.0km 100% 18.6km 100% 13.7km 100% 16.1km 100% 17.6km 100%

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%

18.0km 100% 18.6km 100% 13.7km 100% 16.1km 100% 17.6km 100%

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

Existing Fry Over

Rail (KCR)

d) Crossing River/Canal

Number of Crossing River

Total Length

6.7km 37% 10.8km 58% 11.2km 82% 4.0km 25% 4.3km 24%

f) Traffic volume 24h count (2005Nawab SiddiqueAli Khan Rd 1

172,294 Se-e-Faisal 141,217UniversityRoad

135,052KorangiRd.

38,550Sh-e-Pakistan

155,721

Nawab SiddiqueAli Khan Rd 2

152,445RashidMinhas Road

131,146UniversityRoad

126,391M.A. JinnahRd.

151,674

Kh-e-SherShah 134,184RashidMinhas Road

121,997UniversityRoad

97,973Sh-e-Pakistan

129,760

88-115 ppb 93-111 ppb 119-120 ppb 79-154 ppb 79-139 ppb

98 ppb 102 ppb 119 ppb 117 ppb 113 ppb

210-287 μg/m3 229-309 μg/m

3 159-309 μg/m3 247-287 μg/m

3 159-309 μg/m3

244 μg/m3 269 μg/m

3 252 μg/m3 268 μg/m

3 265 μg/m3

75-76 dB 79 dB 75-81 dB 78-80 dB 75-82 dB

76 dB 79 dB 78 dB 79 dB 78 dBNote: -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".

1 1

-Environmment situation data indicate Min-Max of the measure at the several spots. Source is "Feasibility Study & Development of TransportationControl Plan of Karachi Metropolis (2007)"

2

0 3

2 9 5 1

0m 350m 0m 950m 100m

0 4 0

b) Land Use/Location desined asCorridors area

a) The Length of the existingroad according to the width

e) Planted Trees (Green beltlength/Corridor Length(%))

1

1

1 4

4

1 5 4

Situationof ProjectSite

NOx(NEQS: 75ppb)

PM10(NEQS: 200μg/m3)

Noise Level (NEQS:75dB Day time,Industrial

g) Environment situation Upper:Min-Max, Lower:Ave.


Appendix 5- 49

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

Rank

The Length of the existing road whose width is under 30m

The Length of designed area in the private land / Service road

The number and the length of crossing the rivers/canals

The length of under ground sector

The length of Planted Tree belt

1 Blue Line

3.5km Green Line

8.3km Brown Line

4points(350m)

Blue Line

8.3km Red Line

11.2km

2 Brown Line

2.8km Blue Line

3.3km Yellow

Line 2points(950m)

Green Line

3.3km Brown Line

10.8km

3 Yellow

Line 2.7km

Brown Line

2.2km Blue Line

1point (100m)

Red Line

1.9km Green Line

6.7km

4 Green Line

0.0km Red Line

1.0km Green Line

0 Brown Line

0.0km Blue Line

4.3km

5 Red Line

0.0km Yellow

Line 0.0km

Red Line

0 Yellow

Line 0.0km

Yellow Line

4.0km

Related Environm

ental Parameter

Air Pollution, Noise and Vibration

Air Pollution, Noise and Vibration

Water pollution Soil Waste Cutting Trees

Source: The JICA Study Team

Table A5-5-3 Evaluation of the Conditions Considered During Construction Period Items

Rank

The Length of the existing road whose width is under 30m

The Length of designed area in the private land / Service road

Traffic value of existing road (24hours-maximam)

Air pollution (Comparison with NEQS)

Noise (Comparison with NEQS)

1 Blue Line

3.5km Green Line

8.3km Green Line

172,294Green Line

Over Green Line

Over

2 Brown Line

2.8km Blue Line

3.3km Blue Line

155,721Brown Line

Over Brown Line

Over

3 Yellow

Line 2.7km

Brown Line

2.2km Brown Line

141,217Red Line

Over Red Line

Over

4 Green Line

0.0km Red Line

1.0km Red Line

135,052Yellow

Line Over Yellow

Line Over

5 Red Line

0.0km Yellow

Line 0.0km

Yellow Line

38,550Blue Line

Over Blue Line

Over

Related Environm

ental Parameter

Air pollution Noise

Air pollution Noise

Air pollution Noise GHG

Air Pollution Noise

Source: The JICA Study Team


Appendix 6 - 1

AAPPPPEENNDDIIXX –– 66 EECCOONNOOMMIICC AANNDD FFIINNAANNCCIIAALL CCAASSHH FFLLOOWW

1. Economic Cash Flow

Table A6-1-1 Economic Cash Flow of Green Line

Source: Estimated in KTIP

Green Line Rs. MillionConstruction 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 -8,7562016 13,134 13,134 -13,1342017 17,513 17,513 -17,5132018 21,891 8,846 30,736 -30,7362019 26,269 8,846 35,115 -35,1152020 510 510 1,325 10,130 3,248 13,378 11,5442021 510 510 1,363 10,189 3,341 13,530 11,6572022 510 510 1,402 10,248 3,434 13,682 11,7702023 510 510 1,441 10,306 3,527 13,833 11,8832024 510 510 1,480 10,365 3,620 13,985 11,9962025 510 510 1,519 10,424 3,713 14,137 12,1092026 510 510 1,557 10,483 3,806 14,289 12,2222027 510 510 1,596 10,542 3,899 14,441 12,3352028 510 510 1,635 10,600 3,992 14,593 12,4482029 510 510 1,674 10,659 4,086 14,745 12,5612030 510 510 1,713 10,718 4,179 14,897 12,6742031 0 1,713 10,718 4,179 14,897 13,1842032 0 1,713 10,718 4,179 14,897 13,1842033 0 1,713 10,718 4,179 14,897 13,1842034 0 1,713 10,718 4,179 14,897 13,1842035 0 1,713 10,718 4,179 14,897 13,1842036 0 1,713 10,718 4,179 14,897 13,1842037 0 1,713 10,718 4,179 14,897 13,1842038 8,846 8,846 1,713 10,718 4,179 14,897 4,3382039 8,846 8,846 1,713 10,718 4,179 14,897 4,3382040 510 510 1,713 10,718 4,179 14,897 12,6742041 510 510 1,713 10,718 4,179 14,897 12,6742042 510 510 1,713 10,718 4,179 14,897 12,6742043 510 510 1,713 10,718 4,179 14,897 12,6742044 510 510 1,713 10,718 4,179 14,897 12,6742045 510 510 1,713 10,718 4,179 14,897 12,6742046 510 510 1,713 10,718 4,179 14,897 12,6742047 510 510 1,713 10,718 4,179 14,897 12,6742048 510 510 1,713 10,718 4,179 14,897 12,6742049 510 510 1,713 10,718 4,179 14,897 12,6742050 510 510 1,713 10,718 4,179 14,897 12,6742051 1,713 10,718 4,179 14,897 13,1842052 1,713 10,718 4,179 14,897 13,1842053 1,713 10,718 4,179 14,897 13,1842054 1,713 10,718 4,179 14,897 13,1842055 1,713 10,718 4,179 14,897 13,1842056 1,713 10,718 4,179 14,897 13,1842057 1,713 10,718 4,179 14,897 13,1842058 1,713 10,718 4,179 14,897 13,1842059 1,713 10,718 4,179 14,897 13,184


Appendix 6 - 2

Table A6-1-2 Economic Cash Flow of Blue Line


Blue Line Rs. MillionConstruction Rolling Capital O&M Time VOC Benefit Flow


2015 11,803 11,803 -11,8032016 11,803 11,803 -11,8032017 23,607 23,607 -23,6072018 35,410 13,320 48,730 -48,7302019 35,410 13,320 48,730 -48,7302020 768 768 1,655 16,873 5,538 22,411 19,9872021 768 768 1,704 18,149 5,788 23,937 21,4652022 768 768 1,752 19,425 6,038 25,462 22,9432023 768 768 1,800 20,701 6,288 26,988 24,4202024 768 768 1,848 21,976 6,538 28,514 25,8982025 768 768 1,896 23,252 6,788 30,040 27,3762026 768 768 1,944 24,528 7,038 31,566 28,8542027 768 768 1,992 25,804 7,288 33,092 30,3312028 768 768 2,040 27,080 7,538 34,618 31,8092029 768 768 2,088 28,355 7,788 36,143 33,2872030 768 768 2,137 29,631 8,038 37,669 34,7652031 0 2,137 29,631 8,038 37,669 35,5332032 0 2,137 29,631 8,038 37,669 35,5332033 0 2,137 29,631 8,038 37,669 35,5332034 0 2,137 29,631 8,038 37,669 35,5332035 0 2,137 29,631 8,038 37,669 35,5332036 0 2,137 29,631 8,038 37,669 35,5332037 0 0 2,137 29,631 8,038 37,669 35,5332038 13,320 13,320 2,137 29,631 8,038 37,669 22,2132039 13,320 13,320 2,137 29,631 8,038 37,669 22,2132040 768 768 2,137 29,631 8,038 37,669 34,7652041 768 768 2,137 29,631 8,038 37,669 34,7652042 768 768 2,137 29,631 8,038 37,669 34,7652043 768 768 2,137 29,631 8,038 37,669 34,7652044 768 768 2,137 29,631 8,038 37,669 34,7652045 768 768 2,137 29,631 8,038 37,669 34,7652046 768 768 2,137 29,631 8,038 37,669 34,7652047 768 768 2,137 29,631 8,038 37,669 34,7652048 768 768 2,137 29,631 8,038 37,669 34,7652049 768 768 2,137 29,631 8,038 37,669 34,7652050 768 768 2,137 29,631 8,038 37,669 34,7652051 2,137 29,631 8,038 37,669 35,5332052 2,137 29,631 8,038 37,669 35,5332053 2,137 29,631 8,038 37,669 35,5332054 2,137 29,631 8,038 37,669 35,5332055 2,137 29,631 8,038 37,669 35,5332056 2,137 29,631 8,038 37,669 35,5332057 2,137 29,631 8,038 37,669 35,5332058 2,137 29,631 8,038 37,669 35,5332059 2,137 29,631 8,038 37,669 35,533


Appendix 6 - 3

Table A6-1-3 Economic Cash Flow of Red Line


Red Line Rs. MillionConstruction Rolling Capital O&M Time VOC Benefit Flow


2015 7,368 7,368 -7,3682016 11,052 11,052 -11,0522017 14,736 14,736 -14,7362018 18,420 5,543 23,962 -23,9622019 22,103 5,543 27,646 -27,6462020 608 608 796 9,596 2,232 11,828 10,4252021 608 608 844 10,339 2,404 12,743 11,2912022 608 608 892 11,083 2,575 13,658 12,1582023 608 608 940 11,826 2,747 14,573 13,0252024 608 608 989 12,569 2,918 15,488 13,8912025 608 608 1,037 13,313 3,090 16,403 14,7582026 608 608 1,085 14,056 3,261 17,318 15,6242027 608 608 1,133 14,800 3,433 18,232 16,4912028 608 608 1,182 15,543 3,604 19,147 17,3582029 608 608 1,230 16,286 3,776 20,062 18,2242030 0 1,278 17,030 3,947 20,977 19,6992031 0 1,278 17,030 3,947 20,977 19,6992032 0 1,278 17,030 3,947 20,977 19,6992033 0 1,278 17,030 3,947 20,977 19,6992034 0 1,278 17,030 3,947 20,977 19,6992035 0 1,278 17,030 3,947 20,977 19,6992036 0 0 1,278 17,030 3,947 20,977 19,6992037 0 0 1,278 17,030 3,947 20,977 19,6992038 0 0 1,278 17,030 3,947 20,977 19,6992039 5,543 5,543 1,278 17,030 3,947 20,977 14,1562040 5,543 5,543 1,278 17,030 3,947 20,977 14,1562041 608 608 1,278 17,030 3,947 20,977 19,0912042 608 608 1,278 17,030 3,947 20,977 19,0912043 608 608 1,278 17,030 3,947 20,977 19,0912044 608 608 1,278 17,030 3,947 20,977 19,0912045 608 608 1,278 17,030 3,947 20,977 19,0912046 608 608 1,278 17,030 3,947 20,977 19,0912047 608 608 1,278 17,030 3,947 20,977 19,0912048 608 608 1,278 17,030 3,947 20,977 19,0912049 608 608 1,278 17,030 3,947 20,977 19,0912050 608 608 1,278 17,030 3,947 20,977 19,0912051 1,278 17,030 3,947 20,977 19,6992052 1,278 17,030 3,947 20,977 19,6992053 1,278 17,030 3,947 20,977 19,6992054 1,278 17,030 3,947 20,977 19,6992055 1,278 17,030 3,947 20,977 19,6992056 1,278 17,030 3,947 20,977 19,6992057 1,278 17,030 3,947 20,977 19,6992058 1,278 17,030 3,947 20,977 19,6992059 1,278 17,030 3,947 20,977 19,699


Appendix 6 - 4

Table A6-1-4 Economic Cash Flow of Brown Line


Brown Line Rs. MillionConstruction Rolling Capital O&M Time VOC Benefit Flow


2015 7,312 7,312 -7,3122016 10,968 10,968 -10,9682017 14,623 14,623 -14,6232018 18,279 9,617 27,896 -27,8962019 21,935 9,617 31,552 -31,5522020 521 521 1,183 15,957 4,107 20,064 18,3602021 521 521 1,215 15,894 4,246 20,140 18,4042022 521 521 1,247 15,831 4,384 20,215 18,4472023 521 521 1,279 15,769 4,522 20,291 18,4912024 521 521 1,311 15,706 4,660 20,366 18,5342025 521 521 1,343 15,643 4,799 20,442 18,5782026 521 521 1,375 15,581 4,937 20,518 18,6212027 521 521 1,407 15,518 5,075 20,593 18,6652028 521 521 1,439 15,455 5,214 20,669 18,7092029 521 521 1,471 15,393 5,352 20,745 18,7522030 521 521 1,503 15,330 5,490 20,820 18,7962031 0 1,503 15,330 5,490 20,820 19,3172032 0 1,503 15,330 5,490 20,820 19,3172033 0 1,503 15,330 5,490 20,820 19,3172034 0 1,503 15,330 5,490 20,820 19,3172035 0 1,503 15,330 5,490 20,820 19,3172036 0 1,503 15,330 5,490 20,820 19,3172037 0 0 1,503 15,330 5,490 20,820 19,3172038 9,617 9,617 1,503 15,330 5,490 20,820 9,7002039 9,617 9,617 1,503 15,330 5,490 20,820 9,7002040 521 521 1,503 15,330 5,490 20,820 18,7962041 521 521 1,503 15,330 5,490 20,820 18,7962042 521 521 1,503 15,330 5,490 20,820 18,7962043 521 521 1,503 15,330 5,490 20,820 18,7962044 521 521 1,503 15,330 5,490 20,820 18,7962045 521 521 1,503 15,330 5,490 20,820 18,7962046 521 521 1,503 15,330 5,490 20,820 18,7962047 521 521 1,503 15,330 5,490 20,820 18,7962048 521 521 1,503 15,330 5,490 20,820 18,7962049 521 521 1,503 15,330 5,490 20,820 18,7962050 521 521 1,503 15,330 5,490 20,820 18,7962051 1,503 15,330 5,490 20,820 19,3172052 1,503 15,330 5,490 20,820 19,3172053 1,503 15,330 5,490 20,820 19,3172054 1,503 15,330 5,490 20,820 19,3172055 1,503 15,330 5,490 20,820 19,3172056 1,503 15,330 5,490 20,820 19,3172057 1,503 15,330 5,490 20,820 19,3172058 1,503 15,330 5,490 20,820 19,3172059 1,503 15,330 5,490 20,820 19,317


Appendix 6 - 5

Table A6-1-5 Economic Cash Flow of Yellow Line


Yellow Line Rs. MillionConstruction Rolling Capital O&M Time VOC Benefit Flow


2015 10,030 10,030 -10,0302016 15,045 15,045 -15,0452017 20,059 20,059 -20,0592018 25,074 10,798 35,872 -35,8722019 30,089 10,798 40,887 -40,8872020 340 340 1,620 20,847 4,369 25,216 23,2562021 340 340 1,650 21,088 4,603 25,691 23,7002022 340 340 1,680 21,329 4,836 26,165 24,1452023 340 340 1,710 21,570 5,070 26,640 24,5892024 340 340 1,740 21,811 5,303 27,114 25,0342025 340 340 1,770 22,052 5,537 27,589 25,4782026 340 340 1,800 22,293 5,770 28,063 25,9222027 340 340 1,830 22,534 6,004 28,537 26,3672028 340 340 1,860 22,774 6,237 29,012 26,8112029 340 340 1,890 23,015 6,471 29,486 27,2562030 0 1,920 23,256 6,704 29,961 28,0412031 0 1,920 23,256 6,704 29,961 28,0412032 0 1,920 23,256 6,704 29,961 28,0412033 0 1,920 23,256 6,704 29,961 28,0412034 0 1,920 23,256 6,704 29,961 28,0412035 0 1,920 23,256 6,704 29,961 28,0412036 0 0 1,920 23,256 6,704 29,961 28,0412037 0 0 1,920 23,256 6,704 29,961 28,0412038 0 0 1,920 23,256 6,704 29,961 28,0412039 10,798 10,798 1,920 23,256 6,704 29,961 17,2432040 10,798 10,798 1,920 23,256 6,704 29,961 17,2432041 340 340 1,920 23,256 6,704 29,961 27,7002042 340 340 1,920 23,256 6,704 29,961 27,7002043 340 340 1,920 23,256 6,704 29,961 27,7002044 340 340 1,920 23,256 6,704 29,961 27,7002045 340 340 1,920 23,256 6,704 29,961 27,7002046 340 340 1,920 23,256 6,704 29,961 27,7002047 340 340 1,920 23,256 6,704 29,961 27,7002048 340 340 1,920 23,256 6,704 29,961 27,7002049 340 340 1,920 23,256 6,704 29,961 27,7002050 340 340 1,920 23,256 6,704 29,961 27,7002051 1,920 23,256 6,704 29,961 28,0412052 1,920 23,256 6,704 29,961 28,0412053 1,920 23,256 6,704 29,961 28,0412054 1,920 23,256 6,704 29,961 28,0412055 1,920 23,256 6,704 29,961 28,0412056 1,920 23,256 6,704 29,961 28,0412057 1,920 23,256 6,704 29,961 28,0412058 1,920 23,256 6,704 29,961 28,0412059 1,920 23,256 6,704 29,961 28,041


Appendix 6 - 6

2. Financial Cash Flow

Table A6-2-1 Financial Cash Flow of Brown Line


Brown Line Rs. MillionConstruction 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 -8,6022016 12,903 12,903 -12,9032017 17,204 17,204 -17,2042018 21,505 9,617 31,122 -31,1222019 25,806 9,617 35,423 -35,4232020 521 521 1,392 5,589 559 6,147 4,2352021 521 521 1,429 5,791 579 6,371 4,4202022 521 521 1,467 5,994 599 6,594 4,6062023 521 521 1,505 6,197 620 6,817 4,7912024 521 521 1,542 6,400 640 7,040 4,9772025 521 521 1,580 6,603 660 7,263 5,1622026 521 521 1,618 6,806 681 7,487 5,3482027 521 521 1,655 7,009 701 7,710 5,5332028 521 521 1,693 7,212 721 7,933 5,7192029 521 521 1,731 7,415 741 8,156 5,9042030 1,769 7,618 762 8,379 6,6112031 1,769 7,618 762 8,379 6,6112032 1,769 7,618 762 8,379 6,6112033 1,769 7,618 762 8,379 6,6112034 1,769 7,618 762 8,379 6,6112035 1,769 7,618 762 8,379 6,6112036 1,769 7,618 762 8,379 6,6112037 1,769 7,618 762 8,379 6,6112038 9,617 9,617 1,769 7,618 762 8,379 -3,0062039 9,617 9,617 1,769 7,618 762 8,379 -3,0062040 521 521 1,769 7,618 762 8,379 6,0902041 521 521 1,769 7,618 762 8,379 6,0902042 521 521 1,769 7,618 762 8,379 6,0902043 521 521 1,769 7,618 762 8,379 6,0902044 521 521 1,769 7,618 762 8,379 6,0902045 521 521 1,769 7,618 762 8,379 6,0902046 521 521 1,769 7,618 762 8,379 6,0902047 521 521 1,769 7,618 762 8,379 6,0902048 521 521 1,769 7,618 762 8,379 6,0902049 521 521 1,769 7,618 762 8,379 6,0902050 1,769 7,618 762 8,379 6,6112051 1,769 7,618 762 8,379 6,6112052 1,769 7,618 762 8,379 6,6112053 1,769 7,618 762 8,379 6,6112054 1,769 7,618 762 8,379 6,6112055 1,769 7,618 762 8,379 6,6112056 1,769 7,618 762 8,379 6,6112057 1,769 7,618 762 8,379 6,6112058 1,769 7,618 762 8,379 6,6112059 1,769 7,618 762 8,379 6,611


Appendix 6 - 7

Table A6-2-2 Financial Cash Flow of Blue Line


Blue Line Rs. MillionConstruction Rolling Capital O&M Fare Other Revenue Cash


2015 13,886 13,886 -13,8862016 20,830 20,830 -20,8302017 27,773 27,773 -27,7732018 34,716 13,320 48,036 -48,0362019 41,659 13,320 54,979 -54,9792020 768 768 1,948 6,214 621 6,835 4,1202021 768 768 2,004 6,443 644 7,088 4,3152022 768 768 2,061 6,672 667 7,340 4,5112023 768 768 2,117 6,901 690 7,592 4,7062024 768 768 2,174 7,131 713 7,844 4,9022025 768 768 2,231 7,360 736 8,096 5,0972026 768 768 2,287 7,589 759 8,348 5,2932027 768 768 2,344 7,818 782 8,600 5,4882028 768 768 2,400 8,047 805 8,852 5,6832029 768 768 2,457 8,276 828 9,104 5,8792030 2,514 8,505 851 9,356 6,8422031 2,514 8,505 851 9,356 6,8422032 2,514 8,505 851 9,356 6,8422033 2,514 8,505 851 9,356 6,8422034 2,514 8,505 851 9,356 6,8422035 2,514 8,505 851 9,356 6,8422036 2,514 8,505 851 9,356 6,8422037 2,514 8,505 851 9,356 6,8422038 13,320 13,320 2,514 8,505 851 9,356 -6,4782039 13,320 13,320 2,514 8,505 851 9,356 -6,4782040 768 768 2,514 8,505 851 9,356 6,0742041 768 768 2,514 8,505 851 9,356 6,0742042 768 768 2,514 8,505 851 9,356 6,0742043 768 768 2,514 8,505 851 9,356 6,0742044 768 768 2,514 8,505 851 9,356 6,0742045 768 768 2,514 8,505 851 9,356 6,0742046 768 768 2,514 8,505 851 9,356 6,0742047 768 768 2,514 8,505 851 9,356 6,0742048 768 768 2,514 8,505 851 9,356 6,0742049 768 768 2,514 8,505 851 9,356 6,0742050 2,514 8,505 851 9,356 6,8422051 2,514 8,505 851 9,356 6,8422052 2,514 8,505 851 9,356 6,8422053 2,514 8,505 851 9,356 6,8422054 2,514 8,505 851 9,356 6,8422055 2,514 8,505 851 9,356 6,8422056 2,514 8,505 851 9,356 6,8422057 2,514 8,505 851 9,356 6,8422058 2,514 8,505 851 9,356 6,8422059 2,514 8,505 851 9,356 6,842


Appendix 6 - 8

Table A6-2-3 Financial Cash Flow of Green Line


Green Line Rs. MillionConstruction Rolling Capital O&M Fare Other Revenue Cash


2015 10,302 10,302 -10,3022016 15,452 15,452 -15,4522017 20,603 20,603 -20,6032018 25,754 8,846 34,599 -34,5992019 30,905 8,846 39,750 -39,7502020 510 510 1,558 4,108 411 4,519 2,4512021 510 510 1,604 4,256 426 4,682 2,5682022 510 510 1,650 4,404 440 4,845 2,6852023 510 510 1,695 4,552 455 5,008 2,8032024 510 510 1,741 4,700 470 5,170 2,9202025 510 510 1,787 4,848 485 5,333 3,0372026 510 510 1,832 4,996 500 5,496 3,1542027 510 510 1,878 5,144 514 5,659 3,2712028 510 510 1,924 5,292 529 5,822 3,3882029 510 510 1,969 5,440 544 5,984 3,5052030 2,015 5,588 559 6,147 4,1322031 2,015 5,588 559 6,147 4,1322032 2,015 5,588 559 6,147 4,1322033 2,015 5,588 559 6,147 4,1322034 2,015 5,588 559 6,147 4,1322035 2,015 5,588 559 6,147 4,1322036 2,015 5,588 559 6,147 4,1322037 2,015 5,588 559 6,147 4,1322038 2,015 5,588 559 6,147 4,1322039 8,846 8,846 2,015 5,588 559 6,147 -4,7142040 8,846 8,846 2,015 5,588 559 6,147 -4,7142041 510 510 2,015 5,588 559 6,147 3,6222042 510 510 2,015 5,588 559 6,147 3,6222043 510 510 2,015 5,588 559 6,147 3,6222044 510 510 2,015 5,588 559 6,147 3,6222045 510 510 2,015 5,588 559 6,147 3,6222046 510 510 2,015 5,588 559 6,147 3,6222047 510 510 2,015 5,588 559 6,147 3,6222048 510 510 2,015 5,588 559 6,147 3,6222049 510 510 2,015 5,588 559 6,147 3,6222050 510 510 2,015 5,588 559 6,147 3,6222051 2,015 5,588 559 6,147 4,1322052 2,015 5,588 559 6,147 4,1322053 2,015 5,588 559 6,147 4,1322054 2,015 5,588 559 6,147 4,1322055 2,015 5,588 559 6,147 4,1322056 2,015 5,588 559 6,147 4,1322057 2,015 5,588 559 6,147 4,1322058 2,015 5,588 559 6,147 4,1322059 2,015 5,588 559 6,147 4,132


Appendix 6 - 9

Table A6-2-4 Financial Cash Flow of Green Line


Green Line Rs. MillionConstruction Rolling Capital O&M Fare Other Revenue Cash


2015 8,668 8,668 -8,6682016 15,452 15,452 -15,4522017 20,603 20,603 -20,6032018 25,754 5,543 31,297 -31,2972019 30,905 5,543 36,447 -36,4472020 608 608 936 1,869 2,232 4,101 2,5572021 608 608 993 2,076 2,404 4,480 2,8792022 608 608 1,050 2,283 2,575 4,859 3,2012023 608 608 1,106 2,491 2,747 5,238 3,5232024 608 608 1,163 2,698 2,918 5,617 3,8452025 608 608 1,220 2,905 3,090 5,995 4,1682026 608 608 1,277 3,113 3,261 6,374 4,4902027 608 608 1,333 3,320 3,433 6,753 4,8122028 608 608 1,390 3,527 3,604 7,132 5,1342029 608 608 1,447 3,735 3,776 7,511 5,4562030 1,504 3,942 3,947 7,890 6,3862031 1,504 3,942 3,947 7,890 6,3862032 1,504 3,942 3,947 7,890 6,3862033 1,504 3,942 3,947 7,890 6,3862034 1,504 3,942 3,947 7,890 6,3862035 1,504 3,942 3,947 7,890 6,3862036 1,504 3,942 3,947 7,890 6,3862037 1,504 3,942 3,947 7,890 6,3862038 1,504 3,942 3,947 7,890 6,3862039 5,543 5,543 1,504 3,942 3,947 7,890 8432040 5,543 5,543 1,504 3,942 3,947 7,890 8432041 608 608 1,504 3,942 3,947 7,890 5,7782042 608 608 1,504 3,942 3,947 7,890 5,7782043 608 608 1,504 3,942 3,947 7,890 5,7782044 608 608 1,504 3,942 3,947 7,890 5,7782045 608 608 1,504 3,942 3,947 7,890 5,7782046 608 608 1,504 3,942 3,947 7,890 5,7782047 608 608 1,504 3,942 3,947 7,890 5,7782048 608 608 1,504 3,942 3,947 7,890 5,7782049 608 608 1,504 3,942 3,947 7,890 5,7782050 608 608 1,504 3,942 3,947 7,890 5,7782051 1,504 3,942 3,947 7,890 6,3862052 1,504 3,942 3,947 7,890 6,3862053 1,504 3,942 3,947 7,890 6,3862054 1,504 3,942 3,947 7,890 6,3862055 1,504 3,942 3,947 7,890 6,3862056 1,504 3,942 3,947 7,890 6,3862057 1,504 3,942 3,947 7,890 6,3862058 1,504 3,942 3,947 7,890 6,3862059 1,504 3,942 3,947 7,890 6,386


Appendix 6 - 10

Table A6-2-5 Financial Cash Flow of Yellow Line


Yellow Line Rs. MillionConstructioRolling Capital O&M Fare Other Revenue Cash


2015 11,800 11,800 -11,8002016 15,452 15,452 -15,4522017 20,603 20,603 -20,6032018 25,754 10,798 36,551 -36,5512019 30,905 10,798 41,702 -41,7022020 340 340 1,906 4,576 458 5,033 2,7872021 340 340 1,941 4,698 470 5,168 2,8862022 340 340 1,977 4,820 482 5,302 2,9852023 340 340 2,012 4,943 494 5,437 3,0852024 340 340 2,047 5,065 507 5,572 3,1842025 340 340 2,083 5,188 519 5,706 3,2832026 340 340 2,118 5,310 531 5,841 3,3832027 340 340 2,153 5,432 543 5,976 3,4822028 340 340 2,188 5,555 555 6,110 3,5812029 340 340 2,224 5,677 568 6,245 3,6812030 2,259 5,800 580 6,380 4,1212031 2,259 5,800 580 6,380 4,1212032 2,259 5,800 580 6,380 4,1212033 2,259 5,800 580 6,380 4,1212034 2,259 5,800 580 6,380 4,1212035 2,259 5,800 580 6,380 4,1212036 2,259 5,800 580 6,380 4,1212037 2,259 5,800 580 6,380 4,1212038 2,259 5,800 580 6,380 4,1212039 10,798 10,798 2,259 5,800 580 6,380 -6,6772040 10,798 10,798 2,259 5,800 580 6,380 -6,6772041 340 340 2,259 5,800 580 6,380 3,7802042 340 340 2,259 5,800 580 6,380 3,7802043 340 340 2,259 5,800 580 6,380 3,7802044 340 340 2,259 5,800 580 6,380 3,7802045 340 340 2,259 5,800 580 6,380 3,7802046 340 340 2,259 5,800 580 6,380 3,7802047 340 340 2,259 5,800 580 6,380 3,7802048 340 340 2,259 5,800 580 6,380 3,7802049 340 340 2,259 5,800 580 6,380 3,7802050 340 340 2,259 5,800 580 6,380 3,7802051 2,259 5,800 580 6,380 4,1212052 2,259 5,800 580 6,380 4,1212053 2,259 5,800 580 6,380 4,1212054 2,259 5,800 580 6,380 4,1212055 2,259 5,800 580 6,380 4,1212056 2,259 5,800 580 6,380 4,1212057 2,259 5,800 580 6,380 4,1212058 2,259 5,800 580 6,380 4,1212059 2,259 5,800 580 6,380 4,121

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