shovel ready projects

8/9/2019 Shovel Ready Projects

1/35


2/35


3/35

SINDH

INVESTMEN

T

PRO

JECT

2012


4/35


5/35

INFRASTRUCTURE

Marble City

Malir Expressway

Intra-City Bus Terminal

Inter-City Bus Terminal

Sindh Road Network Master Plan

Gorakh Hill ResortJerruck Mullah Katiyar Link Bridge

TRANSPORT

07

09

14

16

20

2226

Rapid Rail Transit System (RRTS)

30


6/35


7/35

THAR COAL PROJECT

Page 07


8/35

Required Resources:

Page 08

The company " SINDH STONE DEVELOPMENT COMPANY" has been formed to undertake the development

work that is likely to commence in January 2012


9/35Page 09

The proposed Expressway shall be one of the main arteries of Karachi. This Expressway shall be located in theEastern part of Karachi and shall be constructed on the embankments of Malir . It shall serve a population 5million apart from visitors & transport related people.

The Expressway shall be one of the most strategic economic corridors of the city which on one hand providesa strategic link way to the Super Highway and on the second it is the main passageway to Education City andDHA City. The Chief Minister Sindh having high level of representation from the Federal Government hasdirected to speed up national and international investment in the infrastructure sector through one window

operation.Education City and DHA City are under these potential economic activities which are expected to puttremendous amount of pressure on existing infrastructure of Karachi especially the transport, as the increasein Education City and DHA City development activities would multiple the traffic load on existing thiscorridors, which in turn raises the overall viability of the Project.

In order to meet the already growing demand of transportation in this area, City District Government Karachihas decided to convert existing embankments of Malir to a road facility with two separately alignedcarriageways. The proposed carriageways are to be carried out with Public-Private-Partnership by making thisProject commercially viable.

The main objectives of the Project are to increase the traffic corridor of the city and this strategic expressway

which would be required to carry the increased traffic on account of increased economic activities in thenorth of Karachi and hence it shall be an asset for the city.

This Project would in turn provide impetus to economic productivity by facilitating high speed transportationfacility for transportation of exportable produces to various areas of the country and abroad. This Expresswayis most likely to be the future trade corridor for the city.


10/35Page 36

Transport Planning:

Identification of Terminal Sites:

Page 10


11/35Page 36


Page 11


12/35Page 36

Transport Planning:


Page 12


13/35Page 36

Transport Planning:


Page 13

S.No

NameNo. of Vehicles

AToll/ Vehicle

BAmount / Day

C= A x BAmount / Annual

D = C x 365

1 Tractors 4,479 50 223,944 81,739,560

2 Trucks of different Axels 6,958 50 347,913 126,988,245

3 Tractor Trollyes/ 3 Axel Trucks 1,333 100 133,300 48,654,500

4 Large Buses 5,385 50 269,266 98,282,0905 Mini Buses 8,078 30 242,339 88,453,881

6 Cars 35,964 25 899,109 328,174,603

7 Motor Cycles 19,195 10 191,952 70,062,480

8 Aritculated Trucks/ 4, 5, 6 Axels 2,000 150 299,925 109,472,625

9 2 Axel Trucks 1,333 100 133,300 48,654,500

Total 84,725 565 2,741,048 1,000,482,484

Average Rate 32

Administrator Karachi

City District Government Karachi (CDGK)

Office Address: 1st floor, Civic Center, Gulshan-e-Iqbal, Karachi

Ph: +9221 99232400-99232401-2 Fax: +9221 99232406 Email: [email protected]

Public Private Partnership basis as per Sindh Public Procurement Rules 2010

(www.pprasindh.gov.pk/downloads.php)

IMPLEMENTATION FRAMWORK


14/35

DEVELOPMENT OF INTRA-CITY (LOCAL)

BUS TERMINAL FACILITIES

Introduction

AREA : 4 ~ 10 Acres (4 Plots)

PROJECT COST : Rs. 250 Million (approx.)

COMPLETION PERIOD : One year

FINANCING OPTION : The project will be financed through foreign investment under Public Private

Partnership (PPP) option.

EXECUTING AGENCY : Transport & Communication Group of Offices, City District Government, Karachi.

The City of Karachi has about 10,000 Large Size Buses and Mini Buses / Coaches (both 26 seaters), serving the

Urban areas. The termini for these buses, despite being located in congested areas and creating serious

conflicts with the traffic movements, are tolerated by authorities as they continue to provide essential service

to the city dwellers, although with deficient and inadequate facilities for Bus operators or the travelling public.

Issue

The multiple growths of illegal intra-city (local) terminals haphazardly in the city have resulted in

compounding the severe traffic congestion and concentration of traffic demand in time & space. The

conditions in and around the existing illegal facilities have had negative effects on the surroundingcommunities in terms of safety, irrational loading-unloading activities, pedestrian problems and over all

deterioration of the environment i.e. noise, pollution, fumes, visual intrusion etc. The termini are existing in

market places with inconspicuous and modest beginnings, but with time, expanding into space given to

buses for loading / unloading passengers, with or without the safety of passengers in heavy surrounding

traffic, shelter from wind, sun or rain, without consideration to proper planning, design and accessibility

consideration.

Existing Intra-city (Local) Transport

There are 200 buses and min buses termini (approx.) all over the city, of which only scanty have off-street

parking and offer very limited facilities to passengers and operators. The majority of the termini have no

facilities and almost 150 of them are found to be operating within the road reservation and the remaining in

parks, playgrounds and other amenity plots.

Page 14


15/35Page 36Page 15

So far 30 sites have been identified in various zones and some of them are readily available. Besides, the

Ex-Karachi Transport Corporation (KTC) depots and terminal sites may also be made available to CDGK for

transport infrastructure projects. A few terminal sites have been developed by the Transport &

Communication Group of Offices, City District Government Karachi, which are being used as proper bus

terminals. Besides, Some terminals are nearing completion.





16/35

DEVELOPMENT OF INTER-CITY BUS TERMINAL

FACILITIES IN KARACHI CITY

Environmental Impact:

Page 16

AREA : 100 Acres

PROJECT COST : Rs. 650 Million (approx.)

COMPLETION PERIOD : Two years

PHASING : Two Phases

FINANCING : The project will be financed through foreign investment.

TYPE OF PROJECT : Through Public Private Partnership (PPP).

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

Offices, City District Government, Karachi.

Introduction

The port city of Karachi has evolved into the largest industrial, commercial and service centre of the country.

The turn of the century has brought the urban population to an estimated more than 18 million level and the

city has found itself on the world record amongst the 13 mega cities in Asia and 21 in the whole world.

Roughly, half of Karachi's population growth is attributed to migration, while the remaining half due to

natural increase by birth. Peoples from rural Sindh and other provinces migrate to work and live in this land

of opportunities.

Overview

A like human population, the vehicular population & availability have been steadily increasing in Karachi and

other large cities of Pakistan. Although, road space must be increased but the inability to commensurate

increase in road capacity has resulted in intensification of congestion and reduced road efficiency. Increased

motorization with influx of the people from rural areas to urban centers has brought into focus a growing

road safety problem. The substantial growth in vehicle fleets is clearly evident in the form of increasing traffic

congestion and reduced traffic speeds. On one hand, vehicular emissions are polluting the atmosphere,

motorized transport is generating intolerable noise levels and traffic accidents are claiming more lives while

on the other hand the road infrastructure, built to accommodate urban traffic, is encroached upon by

commercial and Retail activities, resulting in vehicular and pedestrian conflicts, which are serious problems

on all major and minor roads of the city.


17/35Page 36

CDGK's Strategy:

Page 17

The multiple growths of illegal inter-city terminals haphazardly

in the city have resulted in compounding the severe traffic

congestion, concentration of traffic demand in time and space.The conditions in and around the existing illegal facilities have

had negative effects on the surrounding communities in terms

of safety, irrational loading- unloading activities, pedestrian

problems and over all deterioration of the environment i.e.

noise, pollution, fumes, visual intrusion etc.

Issue

With the passage of time and as the city grows, traffic congestion increased, became more unpredictable andthe costs gone alarmingly high, in terms of time, energy and efficiency. In the area of public transport, peak

hour overcrowding continues to worsen, causing considerable delays and physical hardships to passengers.

The transport dilemma, although has many facets,can be seen as a single complex problem of matching

demand and supply.

Transport Planning

Transport planning in the urban areas is a serious subject for the planners in attending to the plans that do

already exist. Efficient mobility in the mega cities is however essential for continued vitality in the multitude

of activities that the cities must support. In the basic framework for urban development, arterial highways and

terminals must be planned, located and designed to enhance efficiency of movement of both people andvehicles. The Inter-city and Inter-provincial travel needs of the people have grown tremendously; as a result,

streets are being encroached-upon by the bus operators and are a cause of inconvenience to commuting

inter-city / inter-provincial passengers as well as the city residents, commuting from one part of the city to the

other, resulting in traffic congestion and undesirable environmental impacts.

Existing Problems due to present Inter-city Transport Operation

CDGK's Strategy

In accordance with the commitments of the City District Government, Karachi (CDGK), it's Transport &

Communication Department had prepared a strategy to develop the Inter-city Bus Terminal facilities along all

the three gateways of Karachi i.e. Super Highway, National Highway and RCD Highway. Under its first phase,

the Inter-city Bus Terminal at Yousuf Goth, Baldia Town, RCD Highway has been completed and started

functioning since 2006. Further, to cater the needs of inter-city buses coming from other cities / provinces, the

CDGK has planned to extend the terminal facilities on the remaining two gateways i.e. Super Highway &

National Highway.

Buses Movement Pattern

Inter-city travel by road transport to and from Karachi is possible through all the three gateways namely

Super Highway, National Highway and RCD Highway. The RCD Highway provides for the exclusive movementof passengers on Inter Provincial basis, while Super Highway serves both Inter-city and Inter Province and

National Highway mostly serves the locations in interior Sindh, however, it can be used for rest of the country

too.


18/35Page 36Page 18

Facilities for the Terminals

The terminals planned to be developed will have all the modern facilities like workshops, washing yards,maintenance, fueling & servicing facilities, storage areas / godowns, tyre / lube / parts shops, drivers &

passengers retiring rooms etc., to allows considerations of multi-use terminals, giving transporters a tangible

benefit of all services under one roof. The facilities also include passenger facilities such as waiting areas,

ticketing, retail stores, tuck shops, praying areas etc.

Involvement of Operators

About more than 200 major passenger Transport

Companies are actively involved in the business in

addition to the individual owner operators which also

constitute a sizeable number. These companies /

owners operate from 125 different locations, spread all

over the city. A majority of these have located their

termini / booking offices on road reservations and road

side locations.

Cluster Areas

It can be seen that Banaras Chowk, Manghopir Road, Lea Market, Mauripur Road, M.A.Jinnah Road, Lines Area,

Cantt. Railway Station, Shahrah-e-Pakistan, Quaidabad etc. are the preferred originating and terminating

points. Some other concentration points are Landhi Industrial Area, Business Recorder Road, Garden Road,Karimabad and Rashid Minhas Road are the other locations where significant Inter-city travel point termini

are situated. About 26 different movement routes, using Karachi arterial network tends to be preferred by

these transporters, all converging or diverging from the three gateways of Karachi. Most of the Termini have

sprung up during the last few years in unauthorized locations of insufficient capacity and conflicting land

use. These termini despite being located in congested areas and creating serious conflicts with the traffic

movements are tolerated by authorities as they continue to provide an essential service to city dwellers

despite deficient and inadequate facilities for bus operators or the traveling public. They have existed in

market places with inconspicuous and modest beginnings, but with time, expanding into space given to

buses for loading / unloading passengers, with or without the safety of passengers in heavy surrounding

traffic, shelter from wind, sun or rain, without consideration to proper planning, design and accessibilityconsiderations.

Traffic Distribution

The Super Highway gateway into Karachi is the heaviest and a major entry point for all kinds of commercial,

industrial and private traffic volumes.

Surveys conducted show that approx. 1500 buses enter and leave Karachi on a typical day. They serve and

estimated different locations in the Karachi area. Unlike the other two gateways, Super Highway provides for

movement of both the Inter Provincial up-country travel as well as the inter-city movements. A review of the

survey results reveals that the split between the two types of services is roughly 50:50. Majority of the

operations in the city is concentrated on these locations which includes Taj Complex, Cantt. Station, Sohrab

Goth, Garden, Lea Market and Banaras Chowk etc. Booking offices and loading / unloading operations are

further spread through the city.


19/35Page 36

CDGK's Strategy:

Page 19

Administrator Karachi

City District Government Karachi (CDGK)

Office Address 1st floor, Civic Center Gulshan-e-Iqbal, Karachi

Tel # (021) 99232400-99232401-2 Fax No. (021) 99232406 Email: [email protected]

Short Term Planning

The City District Government, Karachi for the development of Intercity Bus Terminal for Super Highway

bound buses has acquired a piece of land measuring 100 Acres along Northern Bypass almost 15 Kms. fromSohrab Goth Interchange. The project has been proposed to be implemented on PPP / BOT basis.

Long Term Strategy

The National Highway has a recorded traffic Volume of 312 buses in both directions. Unlike Super Highway,

the National Highway does not have any Inter Provincial bus traffic service. The operations are mostly serving

various locations in the interior Sindh. Province buses operating via using three major locations i.e. Lea

Market, Quaidabad, Dawood Chowrangi, Landhi / Korangi, Ibrahim Hyderi and other various originating

points.

The City District Government Karachi is also considering establishing intercity bus terminals at the edge ofdeveloped area towards east of the city along National Highway for which efforts are being made to acquire

suitable piece of land. The facility is to be established through private sector on BOT basis. The City District

Government, Karachi may also have equity participation in the above said projects.

Financial Feasibility

It has been planned to evolve a design with immediate commissioning in the first phase and full

development in the second phase. Estimates have been made accordingly for low initial construction cost

and inexpensively maintained and operated facility.

The initial cost of development and the anticipated revenues have been worked out for each of the four (4)facilities. It will be noticed that the use of the Terminal by each vehicle will be for a fixed fee of Rs.150/-

(standard size buses) and Rs.100/- for 26 seater (coach or minibus). All transport companies given an office

space for their use, will be required to pay a monthly rent of Rs.2000/- Although every vehicle will be using

the terminal maintenance and repair shop facilities at least once during the day, for purposes of calculating

anticipated terminal revenue a 10% charge of 50% of the total planned capacity, will be collected from the

service receipts. This for purposes of estimate is assumed at Rs.250 per unit. Similarly, the retail shops

proposed in each facility will pay a rent of Rs.5000/- per month.

Provision of Petrol / Diesel Pump stations have been planned in each terminal. In this connection, discussions

with the marketing departments of major Petroleum companies were held and proposals were solicited. The

best arrangement consists of installation of pumps and sale of Lubricant accessories by the dealer at their

cost. The facility is operated by the company on 80:20 profit sharing basis. The 20% share of the

(commission) company is its profit in lieu of charges for managing and operating the station on a day to day

basis. It is projected (on the conservative side) that a net income of Rs.4.76 million will be generated annually

for Malir Depot, Rs.3.3 million for Orangi Depot, Rs. 2.7 million for Model Depot and Rs.3.2 million for

Gulistan-e-Johar Depot





20/35

Road

Page 20

PACKAGE A

S. NO


21/35Page 21

Director General,

Public Private Partnership Unit, Finance Department, Government of Sindh

Ph: +9221 99207378, Fax: +9221 99207754

Email: [email protected]

Jerruck-Mullah Katiyar Bridge

Link Road from National Highway to Super Highway

Public Private Partnership basis as per

Sindh Public Procurement Rules 2010




22/35Page 22


23/35Page 23


24/35

NO. BUILDING TYPE NO. OF FLOORS GROUNDFLOOR AREA

FIRSTFLOOR AREA

Page 24


25/35Page 25


26/35

Jerruck - Mullah Katiyar Link Bridge

Site Map

Page 26


27/35Page 27

Design Standards

Protections

Design Speed

Vertical Grade (%)

Min. Radius of Curvs (m)

Superelevation connection rate

Superelevation Omission radius (m)

Min. Lengt of Transition Curve (m)

Transition Curve Omission Radius (m)

Stop Sight Distance (m)

Passing Sight Distance (m)

Min. Vertical Curve Lenght

Selection

Min. Length of Curve

Vertical Curve

Less than 5

Crest

Sag

Less than 5

60

140

350/

70

1/125

1,700

35

700

75

400

5(8)

15

15

50

70

200

400/

80

1/135

2,300

45

1,000

95

480

5(7)

25

20

60

O

Horizontal

Alignment

Vertical

Alignment

Classification Standard


28/35Page 28

Alternative Route Analysis

Cost Analysis for Alternative Route

-Structure lenght : 1ea/ 1,800m

-Earthwork lenght : 1.9km

-Lenght : 3.7km

58 million USDConstructionn Coast

Summary

Classification Alt. 1 Alt. 2

Features

107 million USD

-Lenght : 8.7km

-Structure lenght : 3ea/ 4,150m

-Earthwork lenght : 4.55km

-It has poor main arterial and land

access function.

-The project can be carried out

promptly because of inexpensive

construction cost

-It has excellent main arterial and

access function.

-The project can be delayed due to

expensive construction cost

3 billion

approx

5 billion

approx

Alternatuives


29/35Page 29

Cross Section

Technical Features

Description The route connecting Jerruckwith Mullah Katiyar Directly

Length TotalLength

16.0 Km

Proposed

Design Speed

80 Km/hr

Lane/Width 2 lanes in both direction

Bridges 1060 m/ 2 each

Environmental

ImpactComparatively low

Director General,

Public Private Partnership Unit, Finance Department, Government of Sindh

Ph: +9221 99207378, Fax: +9221 99207754

Email: [email protected]


30/35Page 30


31/35Page 31


32/35Page 32


33/35

Elevated ElevatedTotal TotalUnder

Ground

Under

Ground

Page 33


34/35

Table 3.14: Construction Parameters along RRT Corridor - VI

Page 34





35/35

Principle Risks and Responsibilities Expected Allocation

Obtaining environment permits, authorizations and other licenses

Design and Construction

Cost overruns

Functionality of Design

Ground Conditions

Delays

Moving existing public utilities

New public utilities

Selecting technology

Principal contractor

Contaminated soil undocumented and in existence prior to execution ofthe Concession Agreement

Contaminated soil documented or resulting from construction and OMR of

the structure from which the Private Partner is responsible

Geotechnical risks

Property/ land acquisition within the Identified Right of Way

Property/ land acquisition outside the Identified Right of Way

Ownership of the Right-of-Way

Obtaining temporary easements

Financial close and the related financing conditions

Management

Operations & Maintenance

Condition of assets upon hand-over to GoS at the end of Concession Period

Force Majeure/ Relief Events

Scope Changes initiated by Public Sector

Public Private Partnership Risk Matrix

shovel ready projects

Documents