C O N T E N T S

Master Plan Report T a b l e o f C o n t e n t s

C O N T E N T S

CHAPTER: 12

TRAFFIC AND TRANSPORTATION

12.1 INTRODUCTION

12.2 REVIEW OF PREVIOUS STUDIES IN TRANSPORT SECTOR 12.2.1 Master Plan for Greater Multan 1970 12.2.2 Multan Master Plan 1987 12.2.3 Multan Structure Plan 1990

12.3 THE REVIEW OF EXISTING TRANSPORTATION CHARACTERISTICS 12.3.1 Present Status of Existing Network 12.3.2 Registered Vehicles 12.3.3 Encroachments 12.3.4 Public Transport 12.3.5 Rail Network & Stations 12.3.6 Parking 12.3.7 Existing Institutional Aspects

12.4 KEY FINDINGS / ISSUES & PROBLEMS 12.4.1 Road Network 12.4.2 Vehicular Traffic 12.4.3 Planning and Management

12.5 PROJECTED VEHICULAR GROWTH AND TRENDS FOR 20 YEAR PLAN PERIOD 12.5.1 Growth Rate Estimation 12.5.2 The Design Year 2028 Arterial and Expressway Volumes and Capacity Analyses

12.6 LAND USE AND TRANSPORT PLANNING

12.7 METHODOLOGY

12.8 PROPOSED TRANSPORTATION STRATEGY 12.8.1 Strategy for Inner Ring Road 12.8.2 Strategy for CBD Area

12.9 SHORT TERM PLANS (FIVE YEAR STRATEGIC PLANS) 12.9.1 Road Network

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12.10 LONG TERM INVESTMENT PROJECTS

12.11 ROAD MAINTENANCE MANAGEMENT

12.12 CENTRAL AREA TRAFFIC ENGINEERING AND MANAGEMENT SCHEME 12.12.1 Location and Extent of the Area 12.12.2 Traffic Management Strategy 12.12.3 Capacity Enhancement of the Peripheral Route 12.12.4 Capacity Improvement of Main Network 12.12.5 Improvement of Secondary Road Network 12.12.6 Area-Wide Improvements

12.13 MAJOR RADIAL ROAD IMPROVEMENTS

12.14 PUBLIC TRANSPORT 12.14.1 Operations 12.14.2 Proposed Mass Transit Routes

12.15 BUS TERMINALS/TRUCK STANDS 12.15.1 Heavy Vehicles/ Truck Stops and Truck Traffic Issues

12.16 PARKING

12.17 ROAD SAFETY

12.18 ENVIRONMENTAL ASPECTS

12.19 INSTITUTIONAL ASPECTS

CHAPTER: 13

WATER SUPPLY SYSTEM

13.1 GENERAL

13.2 POPULATION PROJECTIONS

13.3 WATER SOURCES 13.3.1 Surface Water 13.3.2 Groundwater

13.4 EXISTING WATER SUPPLY SYSTEM 13.4.1 Piped Network of Water Supply 13.4.2 Power Operated Deep Tube wells 13.4.3 Overhead Reservoirs

13.5 WATER CONSUMERS

13.6 WATER QUALITY

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13.7 FINANCIAL STATUS OF MWASA

13.8 INSTITUTIONAL SET-UP

13.9 WATER SUPPLY TARIFF

13.10 KEY ISSUES

13.11 SHORT TERM PLAN (2008-2013) 13.11.1 Prime Minister Package (PM Package) 13.11.2 CM Package (Gastro Project, 2008-2013) 13.11.3 Southern Punjab Basic Urban Services Project (SPBUSP) 13.11.4 MWASA Annual Development Plan Phase VI

13.12 CONSULTANT’S RECOMMENDATIONS

13.13 LONG TERM PLAN (2013-2028) 13.13.1 Proposed Water Supply System

13.14 CONSULTANT’S RECOMMENDATIONS FOR LONG TERM PLAN

CHAPTER: 14

WASTE WATER SYSTEM

14.1 GENERAL

14.2 EXISTING SEWERAGE SYSTEM 14.2.1 Trunk and Lateral Sewers 14.2.2 Lift and Disposal Stations 14.2.3 Wastewater Treatment

14.3 SEWERAGE TARIFF

14.4 MAJOR PROBLEMS AND ISSUES

14.5 SHORT TERM PLAN (2008-2013) 14.5.1 Prime Minister Package (PM Package) 14.5.2 Consultant’s Recommendations

14.6 LONG TERM PLAN (2013-2028) 14.6.1 Proposed Sewerage System

14.7 CONSULTANT'S RECOMMENDATIONS FOR LONG TERM PLAN

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CHAPTER: 15 SOLID WASTE MANAGEMENT

15.1 GENERAL

15.2 QUANTITIES AND CHARACTERISTICS OF SOLID WASTES 15.2.1 Density

15.3 EXISTING SOLID WASTE MANAGEMENT SYSTEM 15.3.1 Storage and Collection of Municipal Wastes 15.3.2 Street Sweeping 15.3.3 Recycling 15.3.4 Disposal 15.3.5 Workshops 15.3.6 Organization. 15.3.7 PERFORMANCE ANALYSIS OF THE PRESENT SYSTEM 15.3.8 Community Participation 15.3.9 Private Sector Involvement

15.4 PROJECTS IN PIPELINE. 15.4.1 SPBUSP Phase II 15.4.2 CDG -3 years plan 15.4.3 Development of land fill site at Habiba Sayal

15.5 PROPOSED SOLID WASTE MANAGEMENT SYSTEM 15.5.1 Proposed System Strategy 15.5.2 Need for Phased Introduction 15.5.3 Projections for Solid waste generation rate, quantities stored, collected and disposed 15.5.4 Town Planning Characteristics 15.5.5 Storage and Collection 15.6.6 Selected Option 15.5.7 Street Waste Management 15.5.8 Litter Bins 15.5.9 Vehicles and Equipment Requirements for Street Waste Management 15.5.10 Arrangements for Complaints Cell. 15.5.11 Resource Recovery 15.5.12 Transfer Stations 15.5.13 Disposal 15.5.14 Selected Disposal Option and Physical Requirements 15.5.15 Proposed Sites for Sanitary landfills and Composting 15.5.16 Reduction of Land fill area Requirements 15.5.17 Biogas Production 15.5.18 Leachate Collection and Treatment System 15.5.19 Hospital Waste Management 15.5.20 Sludge and Grit

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15.6 SHORT TERM AND LONG TERM PLANS 15.6.1 Short Term Plan and Cost Estimates 15.6.2 Long Term Plan Requirements 15.6.3 Comparison with the Present System 15.6.4 Comparison with the Present System 15.6.5 Long Term Plan and Cost Estimates

15.7 COMMUNITY PARTICPATION

15.8 PRIVATE SECTOR INVOLVEMENT

15.9 IMPLEMENTATION STRATEGY AND SCHEDULE 15.9.1 Implementation Strategy 15.9.2 Implementation Schedule

CHAPTER: 16 ENVIRONMENT

16.1 INTRODUCTION 16.1.1 Main Functions and Responsibilities of EPD, Punjab

16.2 REVIEW OF EXISTING ENVIRONMENTAL SITUATION OF MULTAN CITY AREAS 16.2.1 Water 16.2.3 Wastewater 16.2.4 Industrial Pollution 16.2.5 Noise Pollution 16.2.6 Recreational Parks/Green Areas

16.3 SHORT TERM PLAN (2008-2013) 16.3.1 Shifting of Tanneries 16.3.2 Sound Proofing of Hand Loom Industries 16.3.3 Switching of the Petrol Rickshaws to CNG 16.3.4 Replacement of Existing Diesel Buses with CNG Buses 16.3.5 Development of Parks, Play Grounds and their Landscaping 16.3.6 Treatment Plants 16.3.7 Replacement and Improvement of Sewers and Disposal Stations under PM and CM Packages 16.3.8 WWT Plant For Multan Industrial Estate 16.3.9 WWT Plant for Pak Arab Fertilizer Factory 16.3.10 Development of a Landfill Site at Habiba Sayal 16.3.11 Construction of Transfer Station 1 16.3.12 Installation of Incinerators for Hospitals 16.3.13 Other Short Term Projects

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16.4 LONG TERM PLAN 16.4.1 Provision of Recreational Facilities to the Citizens 16.4.2 Construction of WWT Plants 16.4.3 Installation of Incinerators For Hospitals 16.4.4 Construction of Landfill site at Labar Morr 16.4.5 Construction of Transfer Station 2

16.5 RECOMMENDATIONS AND SUGGESTIONS FOR ENVIRONMENTAL IMPROVEMENTS

CHAPTER: 17 ZONING REGULATIONS

17.1 GENERAL

17.2 MDA BUILDING AND ZONING REGULATIONS, 2007

17.3 BUILDING AND ZONING REGULATIONS OF TMAs

17.4 PROPOSED LANDUSE ZONES AND THEIR REGULATIONS 17.4.1 Residential 17.4.2 New Trade Zone 17.4.3 Industrial Zone 17.4.4 Institutional (Educational, Health & Administrative Zone) 17.4.5 Metropolitan/ Sub-Metropolitan Centers (Commercial Zones) 17.4.6 Public Parks/ Metropolitan Park/ Sports Complex/ Recreational Areas 17.4.7 Regional Level Recreational Zone 17.4.8 Peri-Urban Zones 17.4.9 Agriculture / Orchard Zone

17.5 SHIFTING OF NON-CONFORMING USES 17.5.1 Uses Rated As Obnoxious, Dangerous or Highly Offensive 17.5.2 Recommended Action Plan

17.6 LANDUSE CONTROL IN EXISTING BUILT-UP AREAS 17.6.1 Zoning Regulations for Existing Residential Areas 17.6.2 Zoning Regulations for Existing Industrial Areas 17.6.3 Zoning Regulations for Central Business District

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CHAPTER: 18 URBAN GOVERNANCE

18.1 NEED FOR EFFECTIVE URBAN GOVERNANCE

18.2 EXISTING INSTITUTIONAL ANALYSIS 18.2.1 City District Government 18.2.2 Town Municipal Administrations 18.2.3 Union Administration 18.2.4 Powers and Functions of the Union Nazim 18.2.5 Composition of the Union Council 18.2.6 Multan Development Authority 18.2.7 Water and Sanitation Agency (WASA) 18.2.8 Parks & Horticulture Agency (PHA) 18.2.9 Multan Cantonment Board

18.3 OVERLAPPING FUNCTIONS

18.4 INSTITUTIONAL STRENGTHENING 18.4.1 Orientation/Training 18.4.2 Management Information System (MIS) 18.4.3 Reliance on Lower Tiers 18.4.4 Involvement of NGOs/Private Sector 18.4.5 Institutional Networking 18.4.6 Citizens’ Participation

18.5 IMPLEMENTATION FRAMEWORK 18.5.1 Master Plan Implementation and Review Commission 18.5.2 Implementation Agencies at the City District Level 18.5.3 Preparation/ Revision of Master Plan

18.6 ORGANIZATIONAL RESTRUCTURING FOR MASTER PLAN IMPLEMENTATION / DEVELOPMENT CONTROL 18.6.1 Requirement of EDO (Town Planning & Building Control) in City District Government Set Up 18.6.2 Strengthening of Town Municipal Administrations (TMA) & Union Administrations in City District Government 18.6.3 Establishment of Metropolitan Directorate in MDA

18.7 PROPOSED BROAD FUNCTIONS OF MDA DIRECTORATES 18.7.1 Directorate of Metropolitan Planning 18.7.2 Directorate of Town Planning 18.7.3 Directorate of Estate Management 18.7.4 Directorate of Land Development 18.7.5 Directorate of Legal, Enforcement and Recovery 18.7.6 Directorate of Administration & Finance

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C O N T E N T S

CHAPTER: 12

TRAFFIC AND TRANSPORTATION

12.1 INTRODUCTION

12.2 REVIEW OF PREVIOUS STUDIES IN TRANSPORT SECTOR 12.2.1 Master Plan for Greater Multan 1970 12.2.2 Multan Master Plan 1987 12.2.3 Multan Structure Plan 1990

12.4 KEY FINDINGS / ISSUES & PROBLEMS 12.4.1 Road Network 12.4.2 Vehicular Traffic 12.4.3 Planning and Management

12.5 PROJECTED VEHICULAR GROWTH AND TRENDS FOR 20 YEAR PLAN PERIOD 12.5.1 Growth Rate Estimation 12.5.2 The Design Year 2028 Arterial and Expressway Volumes and Capacity Analyses

12.6 LAND USE AND TRANSPORT PLANNING

12.7 METHODOLOGY

12.8 PROPOSED TRANSPORTATION STRATEGY 12.8.1 Strategy for Inner Ring Road 12.8.2 Strategy for CBD Area

12.9 SHORT TERM PLANS (FIVE YEAR STRATEGIC PLANS) 12.9.1 Road Network

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12.10 LONG TERM INVESTMENT PROJECTS

12.11 ROAD MAINTENANCE MANAGEMENT

12.13 MAJOR RADIAL ROAD IMPROVEMENTS

12.14 PUBLIC TRANSPORT 12.14.1 Operations 12.14.2 Proposed Mass Transit Routes

12.15 BUS TERMINALS/TRUCK STANDS 12.15.1 Heavy Vehicles/ Truck Stops and Truck Traffic Issues

12.16 PARKING

12.17 ROAD SAFETY

12.18 ENVIRONMENTAL ASPECTS

12.19 INSTITUTIONAL ASPECTS

CHAPTER: 13

WATER SUPPLY SYSTEM

13.1 GENERAL

13.2 POPULATION PROJECTIONS

13.3 WATER SOURCES 13.3.1 Surface Water 13.3.2 Groundwater

13.4 EXISTING WATER SUPPLY SYSTEM 13.4.1 Piped Network of Water Supply 13.4.2 Power Operated Deep Tube wells 13.4.3 Overhead Reservoirs

13.5 WATER CONSUMERS

13.6 WATER QUALITY

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13.7 FINANCIAL STATUS OF MWASA

13.8 INSTITUTIONAL SET-UP

13.9 WATER SUPPLY TARIFF

13.10 KEY ISSUES

13.12 CONSULTANT’S RECOMMENDATIONS

13.13 LONG TERM PLAN (2013-2028) 13.13.1 Proposed Water Supply System

13.14 CONSULTANT’S RECOMMENDATIONS FOR LONG TERM PLAN

CHAPTER: 14

WASTE WATER SYSTEM

14.1 GENERAL

14.2 EXISTING SEWERAGE SYSTEM 14.2.1 Trunk and Lateral Sewers 14.2.2 Lift and Disposal Stations 14.2.3 Wastewater Treatment

14.3 SEWERAGE TARIFF

14.4 MAJOR PROBLEMS AND ISSUES

14.5 SHORT TERM PLAN (2008-2013) 14.5.1 Prime Minister Package (PM Package) 14.5.2 Consultant’s Recommendations

14.6 LONG TERM PLAN (2013-2028) 14.6.1 Proposed Sewerage System

14.7 CONSULTANT'S RECOMMENDATIONS FOR LONG TERM PLAN

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CHAPTER: 15 SOLID WASTE MANAGEMENT

15.1 GENERAL

15.2 QUANTITIES AND CHARACTERISTICS OF SOLID WASTES 15.2.1 Density

15.4 PROJECTS IN PIPELINE. 15.4.1 SPBUSP Phase II 15.4.2 CDG -3 years plan 15.4.3 Development of land fill site at Habiba Sayal

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15.7 COMMUNITY PARTICPATION

15.8 PRIVATE SECTOR INVOLVEMENT

15.9 IMPLEMENTATION STRATEGY AND SCHEDULE 15.9.1 Implementation Strategy 15.9.2 Implementation Schedule

CHAPTER: 16 ENVIRONMENT

16.1 INTRODUCTION 16.1.1 Main Functions and Responsibilities of EPD, Punjab

16.2 REVIEW OF EXISTING ENVIRONMENTAL SITUATION OF MULTAN CITY AREAS 16.2.1 Water 16.2.3 Wastewater 16.2.4 Industrial Pollution 16.2.5 Noise Pollution 16.2.6 Recreational Parks/Green Areas

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16.5 RECOMMENDATIONS AND SUGGESTIONS FOR ENVIRONMENTAL IMPROVEMENTS

CHAPTER: 17 ZONING REGULATIONS

17.1 GENERAL

17.2 MDA BUILDING AND ZONING REGULATIONS, 2007

17.3 BUILDING AND ZONING REGULATIONS OF TMAs

17.5 SHIFTING OF NON-CONFORMING USES 17.5.1 Uses Rated As Obnoxious, Dangerous or Highly Offensive 17.5.2 Recommended Action Plan

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CHAPTER: 18 URBAN GOVERNANCE

18.1 NEED FOR EFFECTIVE URBAN GOVERNANCE

18.3 OVERLAPPING FUNCTIONS

18.5 IMPLEMENTATION FRAMEWORK 18.5.1 Master Plan Implementation and Review Commission 18.5.2 Implementation Agencies at the City District Level 18.5.3 Preparation/ Revision of Master Plan

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CHAPTER: 12 TRAFFIC AND

TRANSPORTATION

12.1 INTRODUCTION

Transportation deals with the movement of people, vehicles, goods & commodities and designing, establishing and managing the necessary infra-structure including roads, bridges, flyovers / underpasses, railway stations and airports for this purpose. Transportation planning plays a fundamental role in the state, region or community’s vision for its future. It includes a comprehensive consideration of possible strategies; an evaluation process that encompasses diverse viewpoints; the collaborative participation of relevant transportation-related agencies and organizations; as well as open, timely, and meaningful public involvement.

Transportation helps shape an area’s economic health and quality of life. Not only does the transportation system provide for the mobility of people and goods, it also influences patterns of growth and economic activity by providing access to land. The performance of the system affects public policy concerns like air quality, environmental resource consumption, social equity, land use, urban growth, economic development, safety, and security. Transportation planning recognizes the critical links between transportation and other societal goals. The planning process requires developing strategies for operating, managing, maintaining, and financing the area’s transportation system in such a way as to advance the area’s short as well as long-term projects.

This chapter reviews an appraisal of previous studies, updating of necessary information and data on selected areas. It also includes comprehensive programme of traffic surveys aimed at analyzing the travel characteristics, traffic patterns, modal choice and growth trends. Key issues have been discussed with the key players, concerned organizations and specialist groups having interest to contribute in the transportation sector. This chapter also provides a documentation of existing traffic and transport condition in the area governed by MDA and investigates current performance of various arterial roadway segments and important junctions.

Transport Planning starts with gathering the data that represent the region served by the transportation system. The data provide basis for identifying the existing problems, determine travel patterns, forecast future land-use and sharpen the

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proposals at later stage. Parameters which apply to one city or metropolitan area often do not apply to another, and therefore every time a planning activity is undertaken in a particular area, basis for estimating the model parameters for that area must be developed. The primary means for doing this is to obtain survey sample data on the characteristics of that particular metropolitan area and its transportation system.

The transportation section therefore provides first hand information of the change in demand of people inside populated corridors, on congested routes, and at bottlenecks and junctions. These vital transportation metrics may be used in the next phase of the study to determine long term effects of growth in traffic volumes over the next 20 years. Hence, the focus of authorities can easily be shifted to identification and planning of alleviation measures that relieve the congestion and bottlenecks.

The discussion on the proposed Transportation Master Plan encompasses a large list of problems and their solutions, documented as future projects. Figure 12.1 provides a general summary map of the Multan Roadway Network. The master plan identifies functioning and upgrading of the two ring roads as expressways namely; the Outer Ring Road (Northern and Southern Bypass-complete loops), and the Inner Ring Road that are critical in shaping and serving the future growth and demand of the MDA area. In addition, the plan defines four east-west, and five north-south roads that are expected to serve as mobility corridors for the MDA area, and establishes how the ring roads play a pivotal role in integrating these corridors. The report especially focuses on the arterials and intersections that have failed to provide a satisfactory level of service during the peak hours. Also a Highway Capacity Analyses (HCM) based arterial and expressway analysis approach was used to identify improvements to satisfy the traffic demands in the year 2028.

12.2 REVIEW OF PREVIOUS STUDIES IN TRANSPORT SECTOR

As part of the “Project Terms of Reference” NESPAK reviewed the transportation related chapters of the previous versions of the MDA Master Plans. It was consistently observed that very large data gathering efforts was carried out to prepare the study. However, the analyses of the results were weak in using data and providing valuable inferences from the data. These documents avoided capacity analyses approach in evaluating roadway segments and did not adhere to the guidelines provided in the Highway Capacity Manual (HCM) by National Cooperative Highway Research Program (NCHRP). The HCM is a principal document in the United States of America (USA) prescribing methodology to evaluate roads and recommend improvements.

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12.2.1 MASTER PLAN FOR GREATER MULTAN 1970

The first ever planning effort for Multan was carried out by Housing & Physical Planning Department in 1968 under the Project of Master Plan for Greater Multan. This project also covered studies for Communication & Transport Sector. The study analyzed key junctions of Aziz Hotel, Ghanta Ghar, Dera Adda, Chungi # 9 and Bohar Gate which were most critical with respect to their location, layout & traffic mix. The study recommends functional hierarchy of various roads in Multan, identified important junctions to be remodeled as well as key locations for provision of parking & pedestrian facilities. The Master Plan Map also showed proposed alignments for construction of new Arterials & Major Roads. Shortcomings of the study were lot of data collection but less emphasis for objective analysis & recommendations.

12.2.2 MULTAN MASTER PLAN 1987

Almost none of the 1970 Master Plan recommendations could be implemented till the formation of MDA. In 1981, MDA decided to update & extend the previous master plan & a new exercise was initiated in 1983 & the master plan thus prepared was formally approved in end 1987. Again comprehensive traffic counts for junctions & roads were carried out by selection of survey cordon points. The study revealed about 21 roads that carried about 75% of the city’s total traffic. Various Public Transport routes were identified on the basis of the mobility of work force by dividing the Multan into various zones.

The Transportation Sector of the Master Plan 1987-2007 recommended the following:

a) Registration of the new animal driven vehicle must be stopped.

b) Traffic Improvement and Management Plan is recommended for the following roads to be completed in two years time:

1) LMQ Road 2) Vehari Road 3) Circular Road 4) Abdali Road 5) Hassan Parwana Road 6) Akbar Road 7) Hazoori Bagh Road 8) Humayun Road 9) Hafiz Jamal Road 10) Masoom Shah Road 11) Eidgah Road

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12) Shah Shamas Road 13) Altamash Road 14) Old Shujabad Road 15) Bahawalpur Road 16) Nawabpur Road 17) Bosan Road 18) Bypass Road 19) Katchehry Road 20) Tughlaq Road

c) Special development program to achieve efficient public transport is recommended through detailed study.

d) A comprehensive traffic management and improvement plan for accessibility to various central zones.

e) An overhead bridge over the railway line near General Bus Stand.

f) Upgrading Traffic & Transportation cell in MDA to Directorate of Traffic & Transportation.

g) Improve important junctions reflected in the traffic and transportation plan.

h) Encourage strict land-use policies to segregate Residential from heavy industries.

i) Activities which generate substantial traffic to be relocated adjacent to freeways / arterials.

Under the Five Year Phased Programme for implementation of the above policies, following Road sector projects were identified:

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Table 12.1: List of projects identified for First and Second Phase

Sr. Proposed Projects Identified for Implementation Status No. First Phase (1987/88 – 1992) 1. Demarcation and acquisition of right of For 20% of roads, land has ways of all proposed arterial and major been acquired for right of roads. ways. 2. Improvement of existing roads and chowks List of roads and chowks is attached1. Work is in progress 3. Construction of northern bypass road from Done up to Bosan road but up LMQ Road through Matital Road, Bosan to Nawabpur it is not Road and up to Nawabpur Road. completed. 4. Preparation and implementation of Traffic No plan has been made. In management programme. 1990 traffic study was done. 5. Construction of road from General Bus Done Stand to Fertilizer factory.

Sr. Proposed Projects Identified for Implementation Status No. Second Phase (1993-1997) 1. Construction of link roads to direct and Done relieve traffic congestion from certain areas of the city viz. Vehari/ Shujabad Road link, Masoom Shah/ LMQ Link Road. 2. Construction of railway bridge on the Underpass has been crossing of Southern Bypass near Shah constructed. Rukn-e-Alam Housing Scheme. 3. Construction of link road from Shadab Not done. Chowk to Bosan Road. 4. Acquisition of right of way for the Done extension of road from New Stadium up to Multan Branch Canal.

12.2.3 MULTAN STRUCTURE PLAN 1990 (Multan Development Studies and Pilot Projects)

Multan Development Studies and Pilot Projects were undertaken in 1990 involving local & international consultants in collaboration with planning staff of the MDA.

1 1. LMQ Road from Sher Shah level crossing to Jinnah Chowk. 2. Vehari Road from Chowk Aziz Hotel to General Bus Stand 3. Lodhran Road from BCG Chowk to MDA Chowk. 4. 1 km MDA Road from Kalma Chowk to MDA Chowk 5. Other roads improved were Akbar Road, Masoom Shah Road, Vehari Road, Old Shujabad Road, Bosan Road, LMQ Road from Jinnah Chowk to Pak Arab Fertilizer Factory, link Vehari Road. 6. All major intersections were also improved but with the passage of time require widening and improvement. Integrated Master Plan for Multan (2008-2028) Page 12 - 6 NESPAK – May 2012 Master Plan Report Ch # 12: Traffic and Transportation

Various sector-wise reports were developed highlighting key issues, problems and outlined broad solutions for the planning period of 1990-2008.

The Traffic & Transport Report emphasizes on the following key recommendations:

a) The construction of new radial and circumferential links that would be concentrated in the northwest and southwest districts of the city beyond the boundaries of the urban fringe.

b) The first priority would be:

1) Construction of a new secondary ring outside the existing ring road to the north-west of the city with connections to the existing inner system to Bosan Road and Lahore Road. 2) Construction of a secondary ring outside the main to the south-west of the city from Sher Shah Road over the railway to the existing bypass with secondary links into Shahra-e-Rashid.

c) Concurrent with the planning and construction of secondary rings around the periphery of the city, the Priority Action Program proposes the improvement of public transport routes and facilities within the existing inner ring.

1) Essentially, as a first step this would involve low cost but effective upgrading of radial routes from the inner ring to the Walled City. 2) The establishment of a one-way loop system around the Walled City facilitating public transport movement and stopping as well as improving bicycle facilities.

d) The document highlights a Priority Action Program whose salient features in physical terms are as follows:

1) The construction of an Outer Ring Road mostly beyond the fringe of the existing urban area on relatively cheap and unimpeded land. 2) The reinforcement of the present Inner Ring Road as a circular distributor road serving both the central areas and the developing outer areas. 3) The improvement of the present Circular Road around the Walled City in conjunction with improvement of public transport and bicycle facilities. 4) Primary road corridor improvement schemes. 5) Secondary and distributor road improvement schemes. 6) Area traffic management schemes in and around the Walled City. 7) Junction improvements, channelizations, provision of traffic signals and roundabouts. 8) Institutional and organizational improvements through the setting of a Traffic Management Unit (TMU).

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9) Improvements to highway maintenance and street lighting, maintenance facilities and capabilities.

e) Other improvements aimed at enhancing pedestrian and vehicular movements, reducing conflicts, and improving pedestrian and vehicular safety are as follows:

1) Defining carriageway edges to provide adequate capacity for moving vehicles, and marking of lanes. 2) Provision of new and improved footpaths and pedestrian crossing facilities, where necessary by moving encroachments on the pavement and carriageways. 3) Rationalization of bus stopping places and provision of bus bays where bus terminals are located in busy commercial areas. Buses should not be allowed to wait for passengers on the street. Use of off-street terminals should be enforced or bus terminals should be forced to relocate to the GBS or elsewhere. (Surfacing and facilities improvements of the GBS will also be included under the program). 4) Creation of limited no-parking areas where necessary to allow adequate road space. 5) Provision of street lights, signals, and carriageway markings to guide and inform drivers and direct traffic flow.

f) An area traffic management scheme in and around the walled city is proposed with following salient features:

1) Rationalize and improve all junctions providing access to and exit from the Walled City. 2) Establish a primary circulation route around the Walled City suitable for all motorized vehicles.

3) Establish limited access routes for small vehicles. 4) Establish major pedestrian routes and provide footpaths where appropriate. 5) Establish some pedestrian only areas.

g) A Traffic Management Unit (TMU) for Multan should be formulated by upgrading the existing Traffic and Transportation Cell in the MDA. TMU should carry out the following tasks:

1) Complete the mapping and detailed inventory of all major roads. 2) Complete and formally record peak hour traffic movements at all major junctions. 3) Provision of a traffic safety cell is proposed as a part of the TMU. 4) The TMU would also carry out Road and street lighting improvement and maintenance.

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h) TMU will also include a permanent representative of the traffic police whose job will be to:

1) Undertake traffic surveys and counts. 2) Record and analyze traffic accidents. 3) Identify, design, implement and monitor traffic management schemes. 4) Provide specialist traffic advice on bus terminals, car parking, transport interchanges and general development planning issues. 5) Prepare long-term traffic and transport plans. 6) Establish the necessary legal and administrative framework to provide improved management and coordination of all aspects of highway use and traffic management within the city. 7) Establish objectives of and methods for public information and participation in traffic schemes.

12.3 THE REVIEW OF EXISTING TRANSPORTATION CHARACTERISTICS

The Road network of Multan strictly originates from historical evolution of old Multan. The network derives from the circular road around the densely developed historical walled city which is now the downtown of Multan and is situated at the core of the MDA boundaries. Various radials originate from this circular road and lead to other nearby smaller towns around Multan forming the overall skeleton of roadways. The entire MDA area forms the shape of a tetrahedron, that is tilted approximately 45 degrees from North to East. The Tetrahedron spreads out in the North and South- west directions.

The overall road network of Multan can be categorized as below (See Fig. 12.1):

1) The Circular Road 2) The Inner Ring Road 3) The Arterials

The overall network of roads in the MDA area consists of several major and minor arterials. The arterials possess the characteristic of providing vehicles mobility in a city. The City is linked with Lahore and Quetta with road network; by mean of LMQ Road. The inner city road network is radial, road are radiating from the center to the periphery. Most of the road/streets networks are irregular, except in the planned colonies where gridiron pattern exists. The maximum road width in planned colonies is 100 feet while minimum is 30 feet.

The city is also connected with the surrounding districts through road network. The most important roads include Vehari Road, Duniyapur road, Bahawalpur Road and Nawabpur Road.

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Generally in a metropolitan city the hierarchy of roads is primary, secondary and tertiary roads. In Multan, the hierarchy is same and following are the roads which are taken under the category of Primary, Secondary and Tertiary Roads.

a) Primary Roads LMQ Road, Bosan Road, Vehari Road, Multan Bypass, Nawabpur Road, Shujabad Road, Katchehry Road, Hazoori Bagh Road, Humayun Road, Nishtar Medical College Road, road from Jinnah Chowk to Larri Adda, Northern Bypass.

b) Secondary Roads Hafiz Jamal Road, Piran Ghaib Road, Makhdoom Rashid Road, Hussain Agahi Road, Water Works Road, Pir Khursheed Colony Road, Langhey Khan Bagh Road, Alang Road, Lohari Gate Road, Abdali Road, Tughlaq Road, Qasim Bagh Road and all other roads which interconnect Primary and Tertiary Road networks.

c) Tertiary Roads The Tertiary Road network is characterized by the unpaved and narrow street pattern which takes the traffic from secondary network and distributes it throughout the city.

The city of Multan has a mixed type of traffic which is composed of all modes of traffic from hand carts to 3-4 axle trailers. Apparently the volume of traffic is not as high as in other cities of Punjab. Essentially, the problem lies in the management of existing infrastructure. The existing road network is in poor condition. The metalled portion of ROW is broken and is badly maintained. The ROW is further squeezed by the encroachments made by shop keepers and vendors moving along the road. The ROW is narrowed by parking of auto rickshaws, motorcycle rickshaws and taxis along the road.

12.3.1 PRESENT STATUS OF EXISTING NETWORK

The physical condition of various roadways in Multan is as under:

a) Circular Road: The road which encircles the core within the historical gates is a 4.3 km stretch having varying width from 1.5 to 2.5 lanes undivided with maximum ROW of around 65-70 feet in Hussain Agahi & between Pak Gate & Khuni Burj. Most of the length is encroached by the shopkeepers & street vendors thus further reducing the capacity both for slow & fast moving vehicles. Most critical junctions are Ghanta Ghar, Bohar Gate, Haram Gate & Daulat Gate where high proportion is of slow moving vehicles.

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Picture 12.1: Inner city roads – typical narrow ROW flanked by commercial and residential blocks.

b) LMQ Road:

As clear from its name it was originally used as a connection for Lahore-Multan & Quetta (LMQ). Before entering into the city area in the east i.e. beyond Pak Arab Fertilizers it is also called as Khanewal Road and on the west beyond Multan industrial estate it is also termed as Sher Shah Road. It is the longest road of Multan having length of approx. 33 km from Northern Bypass in the east via Kalma Chowk & Aziz Hotel Chowk to Sher Shah Bypass crossing. Its eastern part is dual carriageway with two lanes each direction & surface condition is up to Jinnah Chowk. From Jinnah Chowk up to Chowk Aziz Hotel it is single carriageway having varying width except one flyover over Katchehry Chowk. Most critical & narrowest section is Chungi No 9. Apart from Katchehry flyover, it has 3 signalized intersections at Eid Gah, Chungi No 9 & Nawan Sher & two ill- planned circles at Kalma Chowk & Jinnah Chowk. Public transport terminal of Daewoo Bus Services, Wagon & Bus Stands near Dera Adda are also located on it. Main entrance to the Multan Industrial Estate Phase-I is also from this road. However, one new entrance via Phase-II has been built from Sher Shah Bypass. Critical junctions are Jinnah Chowk, Chungi # 9 & 8, Dera Adda, Kalma Chowk, Aziz Hotel & Sher Shah Bypass/Railway crossing.

c) Old Bypass:

To reduce the traffic pressure on LMQ Road, Multan Bypass was developed having total length of about 24 km starting from Jinnah Chowk up to Sher Shah Railway Phaatak. Originally planned to have 150 feet ROW with dual

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carriageway, it has now different cross-sections at various segments but almost all its length is single-carriageway with one underpass at railway crossing near newly built General Bus Stand.

Picture 12.2: Southern Bypass Road – constructed as part of the Prime Minster’s Package

Picture 12.3: Truck Stands alongside the Old Bypass Road

Construction for its dualization is in the offing. If properly developed, it has the capacity to share a big load for bypass traffic in the western region. Critical junctions are Vehari Chowk Roundabout, Dunyapur Road junction, Bahawalpur Chowk & Chowk Nag Shah. City’s important activity areas such as General Bus Stand, New fruit & vegetable Market, Multan Industrial Estate Phase-II, Multan Dry Port, freight terminals are located along this bypass. MDA also developed

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Shah Rukne Alam Town & New Multan and is going to develop Fatima Jinnah Town on this Bypass.

d) Northern Bypass:

As a step to provide relief to the existing congested road network, MDA planned to construct Bypasses around Multan in form of a ring. Initially a 9.3 km long Bosan Road to Khanewal Road link north of LMQ Road has been constructed. Various new residential developments like MDA Model Town, WAPDA Town, Mujahid Town, MDA Officers colony etc all are being erected along this Bypass. When fully developed this bypass would be a 150 Ft wide dual carriageway facility with services roads on both sides and will eventually connect to the southeast & south west parts of the city.

e) Vehari Road:

It originates from Double Phaatak Chowk in Wilayatabad area and leads in the east to Vehari Town while passing through Vehari Chowk on bypass road. Its length from Double Phaatak Chowk to Vehari Chowk is 6.75 km and from Vehari Chowk to 17 Kassi is 2.4 km. Overall surface condition is good. This road has varying ROW with minimum of about 30 feet only near Double Phaatak Chowk and widest at BCG Chowk to Vehari Chowk section which is around 110 to 120 feet. The eastern part beyond Bypass road is also more than 100 feet wide. All its length is single carriageway except from BCG Chowk to Vehari Chowk which is 4-lane dual carriageway. The section near Double Phaatak is being widened by demolishing the abutting properties.

f) Bosan Road:

This road leads the traffic of Multan to the nearby northern town of Bosan which is about 18.5 km form Chungi # 9 while its main section that serves the city traffic from Chungi # 9 to BZU entrance is 7.4 km which is a dual carriageway with average ROW of 70 feet. Surface condition is normally good. Critical junctions are Northern bypass crossing, Chungi # 6 & Pir Khurshid Colony Road. Bosan Road is a hub of educational institutions of Multan & carries lot of educational trips in the morning & afternoon.

g) Bahawalpur Road:

This road leads the Multan traffic to Southern town of Bahawalpur via Basti Malouk & Lodhran. Distance from BCG Chowk to City of Bahawalpur is about 85 km; however its section that serves the city traffic is from BCG Chowk to Jam Pur distributary and is 5.5 km long. From BCG Chowk to Wali Muhammad Distributary it is single carriageway with approx. 60 feet ROW but its ROW from Integrated Master Plan for Multan (2008-2028) Page 12 - 13 NESPAK – May 2012 Master Plan Report Ch # 12: Traffic and Transportation

Wali Muhammad Distributary to Bypass Chowk is about 100 Ft. From Bypass Chowk to Jam Pur distributary it is a 4-lane divided dual carriageway having around 120 Ft ROW with a channelized roundabout at Bypass Chowk. Overall surface condition is good.

Picture 12.4: Wali Mohammad Distributary – Dual Carriageway is proposed alongside the canal as part of the long term plan.

h) Nawabpur Road:

This narrow corridor of around 30-35 feet ROW which originates from LMQ Road near Chungi # 8 is 9km up to small town of Nawabpur while it is 1.33 km up to Lodhi Chowk that connects it with Nishat Public School. Road condition is very poor, dusty, and too narrow to pass two vehicles.

i) Old Shujabad Road:

It provides connection between Multan & Shujabad town in south west. The segment that carries city traffic is from Double Phaatak to Chowk Nag Shah which is about 8 km in length. This single carriageway road has become very narrow near Double Phaatak due to encroachments along both sides where ROW also is only 30-40 feet. However, ROW near Farooqpura Chowk & Bilal Chowk increases to 50 feet. In the area from Cotton Research Institute to Tawakkal Town, ROW increases to around 60 feet. Road condition in the busy area from Double Phaatak to Bilal Chowk is not good.

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j) Suraj Miani Road:

This is single carriageway narrow road with ROW around 30-40 feet having length from MDA Chowk to Head Sikandari 3.30 km. Surface condition is relatively better up to Bank Chowk but beyond up-to Head Sikandari is in poor condition.

k) Abdali Road:

A very busy road of 2.75 km length from Ghanta Ghar to SP Chowk in the heart of the city providing direct access to Ghanta Ghar for the Cantonment Residents as well as Civil/ DHQ Hospital, Government Pilot College, Multan Institute of Cardiology, Ramadha Hotel, Abdali Mosque, and Allama Iqbal Park. Abdali Road is also rapidly becoming a commercial hub / corridor of the city. Ghanta Ghar to Chowk Fawara is a bit narrow with ROW only 40 ft wide and road condition is not good while Chowk Fawara – Nawan Shehar section is about 55-60 ft wide and in good condition. Chowk Nawan Shehar to SP Chowk is a dual carriageway with 65-75 ft wide ROW.

l) Hassan Parwana Road:

This road connects the Walled City with existing wagon & bus stands located at Dera Adda & is only 1.5 km long. The portion near Bohar Gate Chowk is very narrow (25-35 ft ROW) and in dilapidated condition while segment facing graveyard on both sides is about 50 ft wide which increases up-to 70 feet in GPO area and in good condition also.

m) Katchehry Road:

This 2.2 km corridor from Ghanta Ghar to MDA Chowk has grade-separated crossing at Katchehry Chowk, the only Road Interchange in Multan. Except from Partially dual carriageway from Katchehry Chowk towards MDA Chowk, it is single carriageway with good surface condition all along. Women Degree College, District Courts, District Nazim & District Council Complex, National Bank, Civil Lines College, Police Lines & MDA Office Complex near MDA Chowk are some of the key traffic generating places located along / adjacent to this road. The ROW of the corridor varies from 30 ft near Ghanta Ghar to about 70 ft near Police Lines.

n) Masoom Shah Road:

This 3.80 km long corridor connects Khanewal Road directly with Walled City through Jinnah Chowk & Daulat Gate Chowk. Its ROW widens up to 120 ft in the New Multan Scheme with green belt in 1 km length. Remaining length has an average ROW of 50-60 feet. Surface condition is normal.

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o) Piran Ghaib Road:

This 3.75 km road from Jinnah Chowk to Multan Branch Canal is in very poor condition even though having a 140 ft ROW in the New Multan Scheme. Residential colonies of OGDC, Sui Northern Gas Pipe Line & WAPDA also exist along this road. Average ROW is 90-100 Feet.

p) Akbar Road:

This is an important & old connection of 2.54 km length between historical Walled City & Cantonment Railway Station. The Road is narrower towards Haram Gate (about 40 feet wide and in poor condition) and relatively wider towards Cantonment Railway Station (about 50 feet and in average condition).

q) Hafiz Jamal & Makhdoom Rashid Road:

This 4.1 km long corridor provides connection of the Historical Qila Kuhna Qasim Bagh with the General Bus Stand at old Bypass via Daulat Gate, Chungi # 14 & Vehari Chowk. Except 0.4 km of Makhdoom Rashid Road from Chungi # 14, the whole corridor is single carriageway having ROW in the range of 30 to 55 feet with a level railway crossing on it. Heavy vehicle/ goods transport stand also exists between level crossing & Vehari Chowk. Road surface condition is not good.

r) Mumtazabad Road:

It is a 1.8 km long link between Chungi # 14 & BCG Chowk through a 0.6 km long flyover over main railway line. Except Flyover, the road is single carriageway with average road condition and varying ROW width of 60 to 75 feet.

Table 12.2: Basic Roadway and Traffic Characteristic Data (2008) Total Length of Major Roads 288 Km (MDA Limits) Junctions at Major Roads 60 (Excluding Cantonment) Total Traffic Signals 12 Junctions Traffic Signals in Working Order 5 Junctions 1 underpass Railway Crossings (5) 3 overheads 1 level crossing

Roundabouts / Traffic Circles 8 Junctions

Total Strength of Traffic Wardens 650

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12.3.2 REGISTERED VEHICLES

The data obtained from the Motor Vehicle Authorities indicate that over the past many years, registration of three types of vehicles have dominated in the Multan District; namely Cars, Motorcycles, and Tractors. Table 12.3 provides the percent break-up of the mix of vehicles that have been registered with the District till the year 2007. Figures 12.2, 12.3 & 12.4 generally compare the registration of Heavy Vehicle, Two-stroke vehicle, and the Light Vehicles, respectively, since year 1973 while Figure 12.5 shows growth of vehicles in terms of passenger car units since year 1973.

Table 12.3: No. of Registered Vehicle in Multan in 2007

Type of Vehicle Nos. Percentage M Cycle 301,004 71.35 Car 54,738 12.97 Jeep 6,023 1.43 Wagon 5,533 1.31 Mini Bus 2,387 0.57 Rickshaw 6,668 1.58 Bus 3,036 0.72 Truck 2,977 0.71 Tractor 39,509 9.37 Total 421,875 100

Total No. of Registered Vehicles

40000 35000 30000 25000 20000 Bus 15000 Truck 10000 5000 Tractor 0 1975 1987 2003 2007 Years

Figure 12.2: Total Number of Registered Heavy Vehicles

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Total No. Registered Vehicles

350000 300000 250000 200000 150000 M Cycle 100000 Rickshaw 50000 0 F 1975 1987 2003 2007 Years F Figure 12.3: Total Number of Registered Two-Stroke Vehicles

Total Registered Vehicles

60000 50000 40000 Car 30000 Jeep 20000 Wagon 10000 Mini Bus 0 1975 1987 2003 2007 Years

Figure 12.4: Total Numbers of Registered Light Vehicles

Vehicles in Passenger Car Units

400000 350000 300000 250000 200000 Passenger Cars 150000 100000 50000 0 1970 1980 1990 2000 2010 Years

Figure 12.5: Vehicles in Passenger Cars Units (1970-2008)

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12.3.3 ENCROACHMENTS

Today, there are 'two' Multans. One is the city of inordinate glory and unique architectural style, the other is a soot-choked city (spread over 50 square kilometers area) developed haphazardly without any planning and foresight. The walled city is crumbling. Shops have been opened in every street making the community unhealthy and chaotic. Due to narrow streets, the situation is much devastating worsened by the absence of street lights and poor system of refuse collection. Outside the walled city, on the main roads of Multan the state is no more different. There is a mixed type of traffic running on poorly maintained carriageways. The Multan’s overall road network remains severely hampered due to presence of roadside encroachments especially in the older parts of the city which already have high ratio of slow movers along-with narrow road network.

Picture 12.5: Inner city roads blocked by encroachments and street vendors.

Some of the areas which are most affected by these encroachers are Circular Road especially Hussain Agahi Bazar, Bohar Gate, Haram Gate, Daulat Gate, Chowk Dehli Gate, Ghanta Ghar, Hassan Parwana Road, Railway Road, Dera Adda, Old Shujabad Road, Nishtar Road, Chowk Shah Abbas, Chungi No. 14, Chungi No 6, & Jinnah Chowk. The space of the road usable for vehicular movement has been substantially reduced because of saleable goods being kept by the shop keepers on footpaths / roadsides as well as street vendors who further constrict the movement of pedestrians & motorists.

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Picture 12.6: Inner city roads are encroached by irregular parking and street vendors.

In case of Circular Road, the beauty of historical city gates is hidden behind the dirty outlook of these encroachers which also causes decay to the historical monuments. Various attempts made in the past to remove such makeshift encroachers only provided a short term relief. For long term solution, a convincing awareness campaign for traders is imperative.

Picture 12.7: Qasim Bela Road – extra space obtained by demolishing the property is occupied by the shopkeepers leaving a narrow passage.

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12.3.4 PUBLIC TRANSPORT

An efficient & economically affordable public transport system for over-million- population cities is essential as mobility of the people from one place to other plays vital role in efficiency of the transport system. Public transportation provides people with mobility and access to employment, community resources, medical care, and recreational opportunities in communities. It benefits those who choose to ride, as well as those who have no other choice. In Multan mainly the trips are made on cycles and motorcycles (55%). These trips can be made on public transport also if available in sufficient number. Public transport provides a basic mobility service to these persons and to all others without access to a car.

The incorporation of public transportation options and considerations into broader economic and land use planning can also help a community expand business opportunities, reduce sprawl, and create a sense of community through transit- oriented development. For these reasons, areas with good public transit systems are economically thriving communities and offer location advantages to businesses and individuals choosing to work or live in them.

Picture 12.8: Bahawalpur Chowk is an important junction in the city. Large spaces provided along the road have been occupied by the private transporters.

Regarding intra-city / district public transport in Multan, various modes are being used such as buses, wagons, rickshaws, motorcycle rickshaws (See Figure 12.6). Presently following routes for high occupancy buses are operative:

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Page 12 - 22 Master Plan Report Ch # 12: Traffic and Transportation

a) Dera Adda to General Bus Stand (via Kalma Chowk, MDA Chowk, Chungi No. 8 & 9, LMQ Road, Jinnah Chowk) b) Dera Adda to General Bus Stand (via Aziz Hotel, Double Phaatak, Chowk Shah Abbas, Vehari Chowk ) c) Dera Adda to Sher Shah Bypass Crossing (via Aziz Hotel & LMQ Road)

Other bus routes operating within the District from Multan City are as under: 1) Dera Adda to Shujabad 2) Dera Adda to Qasba Maral 3) Dera Adda to Lar & Basti Malouk 4) General Bus Stand to Makhdoom Rashid 5) General Bus Stand to Adda Bosan 6) General Bus Stand to Shujabad 7) General Bus Stand to Basti Malouk 8) General Bus Stand to Dunyapur 9) General Bus Stand to Qadirpur Rawan

As per franchised scheme launched by the regional transport authority, total six routes were identified with total vehicle requirements of 121 high occupancy buses.

In 2005, a detailed study was conducted by the transport departments for the improvement / extension of present public transport system.

Picture 12.9: Insufficient and irregular spaces are allocated for public and private transporters on the major junctions being used as bus/wagon stands resulting in a chaotic collection of vehicles and passengers.

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The study recommends additional geographical coverage by existing routes, proposed some new routes with required number of vehicles for each bus & wagon route. A total of 143 buses each having 75 passenger carrying capacity (20 female & 55 male) for eight (8) routes and 505 wagons on 12 routes have been identified by the UET study team.

12.3.5 RAIL NETWORK & STATIONS

A railway track passing from the mid of city connects the city with two leading capital cities Lahore and Karachi as well with Muzaffargarh.

Stations a) Sher Shah Railway Station b) Muzaffarabad Railway Station c) Cantonment Railway Station d) Multan City Railway Station e) Mumtazabad Station f) Piran Ghaib Railway Station

12.3.6 PARKING

The people of Multan are currently parking their vehicles in following three ways:

a) Roadside (On-street) b) Residential and Commercial Alleys c) Under Overhead Bridges such as Katchehry Flyover including newly constructed Chungi No. 8 Flyover

The roadside parking is causing depletion of road capacity and therefore needs to be checked. However, the threat of challans and car-lifters can only deter people from parking if there is an alternative parking available. Otherwise the drivers take risks or place an attendant in the vehicle to move them when checked. Hence a wrong behavior is circumstantially validated.

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Picture 12.10: Roadside parking creates a major problem within the inner city area.

Picture 12.11: Spaces under the newly constructed flyovers are being used for parking which conflicts with the high speed traffic lane causing frequent accidents.

Paid parking provisions are the most appreciated and well trusted solution to parking. However, it may not always be possible to provide parking areas at ground level. Space limitations and real estate cost would suggest that there is a need for building multistoried parking lots at various points in Multan. MDA may engage in Public- Private Partnership programs to resolve parking problems through the construction of multistoried parking lots.

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Picture 12.12: Roadsides are occupied by the commercial vehicles using the space as permanent parking causing traffic congestion.

12.3.7 EXISTING INSTITUTIONAL ASPECTS

Planning and design of traffic management and engineering schemes are presently carried out by MDA through the Traffic & Transportation Cell. The technical capacity is limited and additional, qualified staff will be required to expedite the solving of traffic problems. In practice, every technical and administrative issue is now dealt with by the leader of the T&T Cell. The current staff consists of:

a) The Deputy Director, Traffic and Transportation. b) An Assistant Director, Traffic and a Sub Divisional Officer. c) 5 Sub Engineers. d) 1 Tracer and 2 Draftsmen e) 4 Survey teams f) Clerical and support staff;

For the enforcement of traffic rules, traffic police staff of about 650 wardens has been deployed for the entire Multan District. Most of these wardens are posted at important junctions. Their most efficient effort seems to be the control of traffic at main intersections with traffic signals. Also the traffic in some roundabouts may be guided in peak periods, but otherwise the traffic wardens appear mainly to monitor the traffic activities.

The present staff strength of T&T Cell in MDA is not sufficient to handle the ever growing traffic in Multan as well as lots of new traffic engineering and management schemes are to be launched for which a separate & full fledged transportation management unit is need of the hour.

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12.4 KEY FINDINGS / ISSUES & PROBLEMS

The following Key Findings / Issues & Problems related to existing transportation characteristics were also observed:

12.4.1 ROAD NETWORK

a) Narrow R. O. W. of urban roads of Multan which is an ancient City. b) Insufficient parking facilities on urban roads near intensive commercial activities. c) Non-existence of proper facilities for pedestrians such as footpaths, Zebra crossings, pedestrian overhead bridges or underpasses. d) Lack of enforcement regarding removal of encroachments and regulation of traffic. e) Poor road conditions due to insufficient maintenance and lack of proper drainage. f) Non-existence of proper channelized turning lanes and functional traffic signals at intersection. g) Non-existence of bus/wagon stops on urban routes especially near intersections h) Bus/wagon terminals where activities are extended on the nearby roads resulting in traffic problems i) Insufficient road signage. j) Slow moving traffic creating safety and capacity problems.

12.4.2 VEHICULAR TRAFFIC

With regard to the vehicular traffic the following issues were observed in the MDA Area:

a) High growth of low occupancy vehicles b) Mix of traffic modes c) High volumes of slow movers & two wheelers in inner city d) On-street parking on busy roads e) Absence of parking provisions at busy commercial areas. f) Inadequate high occupancy public transport vehicles

12.4.3 PLANNING AND MANAGEMENT

Several lapses in the Transportation Policies and the overall management practices were observed, and are listed below:

a) No consideration of land use-transport interaction in the policy making b) Lack of integrated system of road network planning, traffic engineering & management c) Traffic rules enforcement d) Partial implementation of previous master plan recommendations e) Uncontrolled densification of inner city.

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The Master Plan targets problems that are anticipated in the future. The strategic planning helps to achieve a position, from a point where we stand today. The methodology adopted uses both approaches so as to help MDA control planning and stay in par with the future transportation infrastructure needs. The second phase of the Master Plan consists of evaluating the road-way network of the city under the load of future traffic anticipated in the year 2028. In this regard, NESPAK used the historical registration data of various types of vehicles in the Multan District.

12.5 PROJECTED VEHICULAR GROWTH AND TRENDS FOR 20 YEAR PLAN PERIOD

The following sections discuss in detail the results of the year 2028 traffic analyses conducted to identify roadway network and infrastructure improvements:

Figure 12.7 provides the plot of the passenger cars registered in Multan District over past 20 years. A sharp increase in the last 8 years is due to the trend of leasing vehicles on installments. However, this trend has decreased substantially since year 2008. Nevertheless, some leasing may still continue in the foreseeable future. The influx of second hand refurbished vehicles from Middle-Eastern countries is a trend that is expected to pick up and prevail over the next 20 years. This is partly so due to the devaluation of Pak Rupee causing a sharp increase in the prices of the new cars.

Vehicles in Passenger Car Units

400000 350000 300000 250000 200000 Passenger Cars 150000 100000 50000 0 1970 1980 1990 2000 2010 Years

Figure 12.7: Vehicles in Passenger Cars Units (1970-2008)

12.5.1 GROWTH RATE ESTIMATION

Table 12.4 provides a summary of growth trends by type of vehicles. Based on the historical data available, a composite average growth rate 3.57 % is observed. However, NESPAK recommends a slightly aggressive 4% growth in the traffic of the city over the next 20 years. The proposed growth rate of 4 % was used to estimate passenger car units for the year 2013 and 2028 as follows according to the

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compound growth formula:

F = P * (1+ I /100)n

Where P = Present 2008 Volumes in PCUs I = 4.0 % n = 5 years for the year 2013 n = 20 years for the year 2028

Table 12.4: Traffic Growth Rates in Multan for the Years 2008-2028

GEOMETRIC 20 YEAR VEHICLE TYPE GROWTH RATE COMPOSITE 2008 - 2013 2013 - 2028 GROWTH FACTOR MOTOR CYCLE 4.07 2.95 1.889 RICKSHAW 6.46 5.01 2.847 CAR/JEEP/TAXI/PICKUP 5.49 4.52 2.535 BUS / MINI-BUS / DELIVERY 1.91 1.66 1.406 VAN DELIVERY VAN / LOADER 3.12 2.68 1.734 PICKUP TRUCK / TRAILER 2.84 2.53 1.675 AVERAGE COMPOSITE 20 YEAR GROWTH FACTOR 2.0142 EQUIVALENT 20 YEAR GROWTH RATE 3.57% RECOMMENDED 20 YEAR GROWTH RATE 4.00%

12.5.2 THE DESIGN YEAR 2028 ARTERIAL AND EXPRESSWAY VOLUMES AND CAPACITY ANALYSES

The 2028 Traffic volumes in Passenger Cars per Hour (pcph) were computed for AM, PM and Afternoon Peaks, using the composite growth rate of 4%. The volumes for various significant arterials inside the MDA Area are provided in Appendix B.

Using the principles and guidelines provided in the Highway Capacity Manual, NCHRP Report 209, the year 2028 volumes for arterials and expressway sections were analyzed and the results of the Level of Service (LOS) Analyses are documented in the Transportation Appendix B. The LOS criteria and the threshold capacities to evaluate the performance of the arterial and expressway road segments are documented in Table 12.5. These values were obtained from the Florida Department of Transportation, Roadway Capacities for Urban and Urbanized Area Arterial Segments. These capacities are based on the cross section type and the prevailing road features such as numbers of lanes, buses, trucks and lane width etc.

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Table 12.5: Level of Service Criteria and Threshold Capacities for Evaluating Arterials and Expressways

4-Lane 6-Lane 4-Lane 6-Lane 8-Lane LOS Description Divided Divided Express- Express- Express- Arterial Arterial way way way A Free Flow (No Impedance < 2980 < 4540 < 2780 > 4170 < 5500 to Traffic) B Reasonably Free Flow > 2980 > 4540 > 2780 > 4170 > 5550 (Some Impedance) up to up to up to up to up to 3190 4810 4280 6430 8570 C Restricted Flow but S12 > 3190 > 4810 > 4280 > 6430 > 8570 Operation (Frequent up to up to up to up to up to Impedance, No Breakdown) 3400 4970 6110 9160 12220 D Very Unstable Flow (Some > 3400 > 4970 > 6110 > 9160 > 12220 Breakdowns) up to up to up to up to up to 3490 5240 7380 11070 14760 E Extremely Unstable Flow at > 3490 > 5240 > 7380 > 11070 > 14760 Capacity (Queues Visible, up to up to up to up to up to Breakdowns Common) 3670 5520 7930 11900 15870 F Crawling Traffic in queued > 3670 > 5520 > 7930 > 11900 > 15870 formation (Many Breakdowns)

12.6 LAND USE AND TRANSPORT PLANNING

The land use planning/ transport planning process culminate in the financing and implementation of the projects that are chosen to maintain (or improve) the efficiency of the transport system. The projects should be chosen on the basis of evaluation of alternative possibilities in the both economic and social terms. Any and all such alternatives must be derived from an estimation of future demand for movement and after identifying shortcomings in the existing infrastructure.

Transport Planning starts with gathering the data that represent the region served by the transportation system. The data provides basis for identifying the existing problems, determine travel patterns, forecast future land use and last but not the least to select alternatives for improvements. Parameters which apply to one city or metropolitan area often do not apply to another, and therefore every time a planning activity is undertaken in a particular area, basis for estimating the model parameters for that area must be developed. The primary means for doing this is by obtaining survey sample data on the characteristics of that particular metropolitan area and its transportation system.

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Three main types of data that have been collected to support urban transportation planning are as follows:

a) Inventories of Travel

Traffic surveys were designed to gather information to assess the adequacy of the existing transportation facilities. The surveys conducted included:

1) Traffic Turning tendencies at major road intersections as well as road segments 2) Screen line surveys. 3) Information on trips through household surveys

b) Inventories of Land Use

Land use surveys were also conducted to supplement the traffic surveys. These data are combined to provide estimates of the parameters of various demand models for transportation. The details of land use surveys are presented in Chapter 3 of the Existing Situation Report.

c) Data on Transportation System

1) This includes data about the transportation facilities in Multan.

2) It encompasses information about existing fixed facilities such as location, length, design features including width, capacity, number of lanes, and location of intersections with other facilities.

3) In Multan, there exists no single inventory of all the transportation facilities. The reason is simple. The responsibility for providing and maintaining the facilities is divided among different organizations.

4) Besides, the concerned agencies do not have precise information on the facilities for which they are responsible, particularly if those facilities were constructed many years ago.

Based on the surveys and analysis, it is inferred that road network of Multan needs to be upgraded; including widening/improvement of important city roads and intersections including construction of flyovers/underpasses and installation of traffic signals for smooth flow of traffic as well as shifting of iron market.

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d) Transportation aspects in household surveys

The Table 12.6 below identifies the vehicle ownership by households in the Multan District. The ownership of light vehicles is very small in the Multan District as compared to other large cities of Pakistan. Table 12.7 documents the purpose of trips, and it was observed that office and business trips dominate in Multan, as well as those for the purpose of education and shopping.

Table 12.6: Vehicle Ownership

Type of Vehicle Number of Households % None 63 2.1 Car 160 5.3 Motorcycle 1243 40.9 Cycle 1565 51.4 Any other 11 0.4 Total 3042 100

Table 12.7: Purpose of Trip

Purpose Number of Households % Office 1,348 44.3 Shopping 400 13.1 Business 499 16.4 Agricultural 36 1.2 Recreation 52 1.7 Education 510 16.8 Other 197 6.5 Total 3042 100

12.7 METHODOLOGY

Figure 12.8 provides the methodology of NESPAK to analyze and identify the future roadway infrastructure requirements as part of the Multan Master Plan.

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Estimating Traffic Growth PLANNING Factors

METHODOLOGY

Computation Computation Of Year 2013 Of Year 2028 Strategic Traffic Traffic Transportation Volumes Volumes Improvements

Critical Critical Inner Critical Critical Junction Arterial Ring Road Junction Arterial Capacity Capacity Capacity Capacity Capacity Analysis Analysis Analysis Analysis Analysis Year 2028 Year 2028 Year 2028 Year 2013 Year 2013

Concept Design Identification Identification of of Junction of Arterial The Inner Improvements Improvements Ring Road

Figure 12.8: Planning Methodology for the Year 2028 Analyses

The Master Plan targets problems that are anticipated in the future. The strategic planning helps to achieve a position, from a point where we stand today. The methodology adopted uses both approaches so as to help MDA control planning and stay at par with the future transportation infrastructure needs. The second phase of the Master Plan consists of evaluating the road network of the city under load of traffic anticipated in the year 2028. In this regard, NESPAK used the historical registration data of various types of vehicles in Multan District.

12.8 PROPOSED TRANSPORTATION STRATEGY

In order to solve the manifold transport & traffic problems, the City of Multan is facing today; multi-dimensional strategic interventions are required regarding improving road network, strengthening institutional framework, quality & coverage of public transport and managing the mobility systems within the urban core. To mention a few, following strategy would be adopted to ease out the dilapidated situation:

a) Future developments in Multan would concentrate along main radial transportation corridors and along the orbital corridors in the fringe areas of the city.

b) Decentralization of certain traffic intensive activities from the core area of the City to the peripheral areas to continue.

c) Continuance of mixed land use zoning concept in the CBD area with compatible limits and having mixture of zoning to bring the residences, work places and

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education places closer to each other to minimize the need for travel.

d) Priority to move more number of passengers by less number of vehicles. This is possible by giving priority to public transport in planning for transportation facilities in Multan.

e) Priority to make optimum utilization of the existing travel facilities through appropriate short term strategic interventions and long term planning measures.

f) Bus Transport facility to be increased to meet the demand not only in numbers but also in quality of service. More new trips have to be attracted by and accommodated in public transport to increase the share of public transport.

g) Facilities for pedestrian movement (e.g. walkways, foot paths, pedestrian bridges/ subways etc.) to be provided in preference to vehicular movement.

h) In congested areas certain streets to be declared exclusively for pedestrian and cycle movement.

i) Establishment of Urban Transportation Planning and Management Unit.

j) Policy to be adopted for Road Space Management & Utilization up to building lines.

12.8.1 STRATEGY FOR INNER RING ROAD

a) Dualization of Inner Ring Road.

b) Grade-Separation/ Junction Improvement at all crossings.

c) Attain minimum 80 ft. ROW throughout its length.

d) Minimum 30 ft. setback is suggested throughout its length for all kind of future construction.

e) Provision of Service Road where ROW width exceeds 100 ft.

f) No on-street parking should be allowed within 200 ft. of intersection of Primary Roads. Also (abolish commercial activity in future development or where land acquisition is being done).

g) No bus/wagon stops should be allowed within 200 ft. of any intersection.

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12.8.2 STRATEGY FOR CBD AREA

a) Use of non-motorized modes to be encouraged in walled city.

b) Decentralization of CBD activities such as shifting of wholesale markets to new locations to relieve traffic pressure of the IRR and Circular Road.

c) Parking supply & demand analysis of CBD area inside IRR and along stretch of IRR should be carried out and a planned & systematic demand based provision should be made to reduce the loss in road capacity.

d) Linear commercialization along all roads without any consideration for parking facility & road capacity should be discouraged through strict compliance of zoning regulations.

e) Optimum utilization and management of existing Infrastructure and available ROW.

f) Extensive investments have already been made/allocated in road infrastructure to the tune of Rs. 50 Billion through PM’s special development initiative in Multan.

12.9 SHORT TERM PLANS (FIVE YEAR STRATEGIC PLANS)

Having reviewed various aspects of transport sector and associated issues, Transport Strategy is proposed in the context of administrative and financial capacity of the city. Policies and proposals are framed for developing road network, operation and management of transport infrastructure, operation of public transport, development and operation of public transport terminals, developing mass transit system, institutional capacity building, mobilizing financial resources for transport sector and programmes related to road safety, environmental aspects and parking in the city.

12.9.1 ROAD NETWORK

12.9.1.1 Policy for Road Development

Following strategy is suggested with respect to road development during the plan period in the Multan City:

a) Selection of all road projects in future should be based on rigorous appraisals and feasibility studies derived from comprehensive traffic analysis, impact assessment and road safety audit ensuring value for the money so spent.

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b) Non-Motorized transport in particular vulnerable road users i.e. pedestrians, bicyclists etc. are required to be mainstreamed by providing facilities for their mobility.

c) Public transport priority operations are required to be incorporated in the road layouts of major travel corridors particularly Circular Road, Inner Ring Road and bypasses.

d) Consistent policy and design approach for road network should be adopted through well-documented guidelines for authorities, consultants and the constructors alike.

e) There is need for more pragmatic approach towards the issue of road maintenance and effective management; curbing the causes of road deterioration through effective controls; building controls as well as controls through introduction of performance based contracts, placing effective maintenance management system, raising adequate funding for economically sustainable programme and introduction of improved private sector contracting capability and participation of private sector to assist the organizations.

f) Use of technology-led solutions and Management Information System (MIS) has to be adopted in conjunction with other infrastructure for effective asset management in transport sector.

g) Multi-pronged approach is suggested in preparing this programme which aims at:

1) giving priority to capacity enhancement of road schemes 2) introducing supplementary works to enhance the efficiency of already executed / being executed road projects under different programmes. 3) initiating road schemes in less privileged areas with the purpose to improve access to mobility of the urban poor.

12.9.1.2 Short Term Investment Programme

Selection of road projects is based on the road development strategy developed for the city, based on field surveys and discussions held with various stakeholders. Project selection covers all possible areas of improvement required to ensure sustainable improvements in the traffic conditions. It takes into account the areas of opportunities for delivery of investment programme, various threats envisaged and organizational capacity for delivery of the services. Whole range of areas of improvement which lead to significant betterment in traffic situations are made part of the programme and cover capacity enhancements of major city

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road network, new road projects, projects required to enhance the utility of road schemes being implemented since past few years, introduction of comprehensive operational and maintenance management system for city road system, traffic engineering and management projects and development & management of bus and freight terminals. Various categories of these programmes and selected projects falling therein are discussed below:

A) Completion of PM Package Road Sector Projects

Extensive development in the road sector was initiated under the Prime Minister’s Multan City Development Package and Southern Punjab Development Package. Key components of these projects are briefly described below:

Picture 12.13: Chowk Nag Shah Flyover being constructed as part of the ongoing PM Package providing a bypass for Shujabad Road.

a) Inner Ring Road Multan

In order to reduce the traffic problems of Multan city, an Inner Ring Road (IRR) was identified (See Figure 12.9) and various solutions to make it as main artery and develop as a signal-free expressway corridor were presented by NESPAK to the Multan City District Management.

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Master Plan Report Ch # 12: Traffic and Transportation

Picture 12.14: Flyover constructed at Aziz Hotel Chowk

In addition to the above grade-separations, dualization of Old Bypass from Jinnah Chowk to Vehari Chowk was carried out which is also part of IRR.

However, improvements / upgradation of road segments of the IRR from Double Phaatak to Vehari Chowk and section from Jinnah Chowk to Chungi No. 9 has not yet been taken up which require immediate attention.

b) Other Major Road Sector Projects

In addition to IRR, other Major Road Sector Projects within Multan City include (See Figure 12.10):

Description of Road Sector Projects Remarks 1) Dualization of Old Bypass from Vehari Completed Chowk to Sher Shah Flyover 2) Development of Flyover at Chowk Nag Shah Under-construction 3) Dualization of Bosan Road from Chungi No. Under-construction 9 to Bahauddin Zakariya University 4) Construction of Northern Bypass Road from Substantially LMQ Road to Bosan Road (Dual Completed Carriageway) with Service Road (Phase-I). 5) Construction of Southern Bypass (Dual Completed Carriageway) Road from LMQ Road to Bahawalpur Chowk including Railway Flyover

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6) Widening/Improvement of Suraj Miani Road Under-construction which starts from Katchehry Chowk and ends at proposed Northern Bypass (L = 4.60 Km) 7) Dualization of Vehari road from General Bus Completed Stand to Southern Bypass (L = 4.00 Km) 8) Construction of link Road from Vehari Chowk Completed to Southern Bypass (L = 6.70 Km.) 9) Widening/Improvement of road which starts Completed from High Court Chowk and Ends at Northern Bypass via Wali Muhammad Distributary (L = 5.93 km) 10) Widening/improvement of road which starts from L.M.Q Road and ends at Nawab Pur Road (L = 9.52 Km) 11) Construction of link road from Fertilizer Completed Factory to Old Bypass via Sabzi Mandi (L = 4.02 Km ) 12) Construction of Link road from Multan Cricket Completed Stadium to Naubahar Canal. (L = 2.80 Km) 13) Widening/Improvement of Masoom Shah Completed Road. (L = 3.68 Km) 14) Widening/Improvement of Qasim Bela Road Completed (L = 2.29 Km ) 15) Construction of metalled road from Askari Under-construction Bypass Shujabad Road to Old Bypass (L = 1.53Km) 16) Construction of Road from Jinnah Chowk to Under-construction Northern Bypass (Dual Carriageway) to Multan Public School and Bosan Road to Matital Road (L =12.50 Km)

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Picture 12.15: Dualization of Matital Road is proposed as part of the Long Term Plan.

Picture 12.16: Dualization of Road along Wali Mohammed Distributary is proposed as part of the Long Term Plan.

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c) District Level Road Sector Projects under PM Package

1) District Level Road Sector Projects – Ongoing

i) Dualization of Road from Jalal Pur to Uchh (L = 42 Km) ii) Musa Pak Shaheed Bridge at Aiman Wala & Approach Road iii) Head Muhammad Wala Bridge iv) Multan-Khanewal Motorway M4

2) District Level Road Sector Projects – New (Proposed)

i) Dualization of Tri District Link Road Southern Punjab (Phase-I) (Naag Shah to TMP via Shujabad) ii) M-4/N-70 Motorway Connection (8 KM) (W/I of Old Shujabad Road) iii) Construction of metalled road (Missing Link) to NFC Khaad Factory (L=21.78 KM) (Fertilizer Factory to Pull Khadal) iv) Construction & Widening of Link Road N-70 / M-4 to N-5 (Inter District Road) (W/I of Sui Gas Road) v) Construction of Muzaffargarh to Multan, Road Connection from Head Muhammad Wala Bridge Inter District Road (L=12.229 Km) (Including Northern Bypass Phase-II)

B) Capacity Improvement Projects

a) Capacity improvement of various inner city roads within the IRR including circular road should be immediately taken up. Recommended improvements for various roads are listed in the table annexed at end of the Chapter.

b) North South link within Inner Ring Road (Chungi No.9 BCG Chowk).

c) East West link within Inner Ring Road (Jinnah Chowk to SP Chowk via Masoom Shah Road, Water Works Road to Abdali Road).

C) New Road Projects / Missing Links

In order to improve access to the under-construction new airport terminal and the circulation pattern within the new development zones of the city, additional approaches to the airport and new railway station are also proposed (See Figure 12.11).

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Figure 12.11

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Picture 12.17: Shujabad Canal provides an available North-South corridor in the West within the MDA area. Initially single carriageway road be built as an alternative to Northern Bypass Phase-II & Phase-III. However dual carriageway is proposed as part of the Long Term Plan.

a) Completion of Northern Bypass (Phase-II & Phase-III)

b) Supplementary Works to Previous Programmes

For the capacity improvement of road network, few sections of important roads which have not been included in recent development package need to be improved. These include:

1) Piran Ghaib Road, (From Jinnah Chowk to Power Station) 2) Akbar Road, (Circular Road to Aziz Hotel Chowk) 3) Makhdoom Rashid Road (Chungi No. 14 to Vehari Chowk)

c) Area Traffic Management, Parking and Traffic Control Programmes for Central Area and selective signal control and traffic management throughout the city are to be carried out. This will include all related aspects covering the road network improvements, road safety, interlinking of signals, junction improvements, parking, removal of encroachments etc. All these activities have to be supplementing / complementing each other to improve overall traffic situation in a particular area.

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d) Introduction of regular operation and maintenance (O & M) system with comprehensive asset management enabled through state of the art GIS and application of Infrastructure Management Information System. The whole road network is an asset which needs to be managed properly and comprehensively keeping in view its improvement, maintenance, drainage, removal of encroachments, well coordinated provision of utility services etc.

e) Improvement/ interlinking of Bus Terminals development and operational management.

12.10 LONG TERM INVESTMENT PROJECTS

Apart from implementing backlog of the short-term programme this will cover implementation of whole range of projects aiming at capacity enhancement of existing road network, addition of new roads and arterial network proposals supplemented with grade separation facilities on major arteries outside central area. Small-scale improvements in the network required for traffic control, area traffic management and parking management together with Road Maintenance Management activities are also suggested to be delivered to satisfactory level (See Figure 12.12).

a) Capacity Improvement Projects

These projects include the following radial roads leading to the nearby small towns but also provide connection of inner city with development in the fringe areas. Capacity improvements of these roads help reduce pressures on major radial road:

1) Suraj Kund Road 2) Budhla Sant Road 3) Matital Road 4) Dunyapur Road 5) Qasba Maral Road

In addition to above radial roads, Improvement / widening of Shujabad Canal Road from Sher Shah Road to Head Muhammad Wala Link should be carried out to develop a North-South Link as an alternative to Northern Bypass Phase-II & III.

b) New Road Projects

These projects include the following:

1) Two New Outer Ring Roads as shown in Long Term Plan Road Sector Projects 2) Missing links/ New Roads in existing & proposed developments

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12.11 ROAD MAINTENANCE MANAGEMENT

Primary focus of the Transportation Infrastructure Asset Management component of this Plan is to reduce the backlog of road and street maintenance and to provide institutional mechanism for sustainable routine and periodic maintenance. Enhancement of institutional capacity within the framework of city government remains key element of this programme.

A multi-pronged approach is suggested for overall programme development. It necessitates actions through planning and building control strategies curbing the causes of road and street pavement deterioration. It would also focus on improving the contractual capacity and procedures for procurement of road and street maintenance works, introducing performance based contracts for road sector enabling the private sector to share the responsibility and risks of maintenance requirements and placing an effective programme utilizing state of the art technology solutions.

Programme Development would cover preparing inventory of roads and streets and related utilities and assessment of required maintenance backlog reduction, designing eligibility criteria for project selection and preparation of contracting packages for each Town sub-districts.

Various tasks required to prepare this programme include preparation of digitized mapping with suitable scales and reproduction features, for an interface to inventory and condition assessment of roads and streets required for this work. Inventory recording system is to be unified and integrated with other utility providers/operators. Information system through condition surveys is to be streamlined through design of procedures for different levels of inspection and reporting. As a policy framework for the coordination of utilities in the city, some form of unification of site condition inspections must be sorted out with other utility providers/operators.

Contract preparation of maintenance works must be carefully examined specifically pooling into one Bill of Quantities for common activities required for all utilities i.e. clearing, cleaning, tidying up and localized repairs of drainage equipment, road, footway, street sign, street furniture and utilities equipment on the street.

Criteria for project selection prioritization should be based on local knowledge and may include, social factors i.e. population densities, and education needs, health programmes and transport and traffic needs and zonal concentration of urban activities.

Pilot programmes must be initiated in every town of the City District. Once digitized mapping is available updating of condition information through regular and well- designed inspections would facilitate monitoring and plan formulations for new Integrated Master Plan for Multan (2008-2028) Page 12 - 48 NESPAK – May 2012 Master Plan Report Ch # 12: Traffic and Transportation

programmes in a realistic manner and thus help reduce the backlog of road and street maintenance.

12.12 CENTRAL AREA TRAFFIC ENGINEERING AND MANAGEMENT SCHEME

Central area for any city accommodates core commercial and other regional level activities on which the city and urban region as a whole is dependant upon. Circulation efficiency of central area, therefore, is of paramount importance for fostering the economic activity in the city. Given the road infrastructure, aim for Central Area Traffic Management should be to dovetail and tailor the traffic circulation, operation of road related public transport and parking facilities in such a manner that maximum passenger mobility is achieved.

12.12.1 LOCATION AND EXTENT OF THE AREA

Central area in geographical terms in Multan can be defined as an area bounded by link between Bosan Road and Lodhi Colony Road to MDA Chowk in the north; Bosan Road, LMQ Road Rashidabad Chowk, Baba Safra Road, Hafiz Jamal Road, Ansar Colony Road, Budhla Road Canal Crossing and Naubahar Canal Bank Road up to Dunyapur in the east; Dunyapur Road, Vehari Road and Wilayatabad Road up to Double Phaatak in the south and LMQ Road, Kalma Chowk, Nishtar Road up to Jail Chowk and Jail Road in the west (See Figure 12.13).

12.12.2 TRAFFIC MANAGEMENT STRATEGY

Following strategy is suggested for Traffic Management in the Central Area:

a) Enhance the capacity of the peripheral and major network intercepting the Central Area through remodeling, controlled access and on-street parking restrictions.

b) Improve the secondary road network for enhancing accessibility to the area with controls on parking. Apply mobility improvement measures through imposition of regulations and controls.

c) Raise the Level of Service of the local streets. If necessary apply traffic calming and other control regulations to provide safe environment for pedestrians and traffic alike.

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d) Maintain the pavement condition of all roads to a satisfactory level.

e) Raise the level of control through signaling and introduce central control in coordination with traffic police.

f) Liberate footways and provide continuous lanes for two-wheelers and proper facilities for crossings of bicycles on major roads, and

g) Introduce public transport priority schemes on all major corridors with Central Area.

Basic theme of the traffic management strategy is to introduce a system of improvement, which is cost-effective, operationally efficient, environmentally sustainable, socially just, politically acceptable and aimed at improving the mobility of urban passengers rather than vehicles.

Following site-specific programme of improvement is suggested in the light of the proposed strategy in the central area:

12.12.3 CAPACITY ENHANCEMENT OF THE PERIPHERAL ROUTE

a) Improvement of LMQ Road from Chowk Rasheedabad to Chungi No. 9 as part of Inner Ring Road segment. Capacity enhancement and functional efficiency of Rasheedabad is vital.

b) Widening / improvement of Baba Safra Road. It should be developed as a 2 - 3 lane single carriageway with restrictions on on-street parking at narrower portions.

c) Capacity enhancement of Hafiz Jamal Road including portion of Ansar Colony Road up to railway line / General Bus Stand. Old Budhla Road up to canal crossing also needs to be activated through provision of direct access along railway line through addition of a bridge on existing underpass.

d) Canal road from Budhla Road crossing to Dunyapur Road. This road becomes important because of its connectivity with new link of Sabzi Mandi with Khanewal Road and development of Fatima Jinnah Town facing the Canal Road.

e) Vehari Road and Wilayatabad Road are part of IRR and should be at least 4- lane divided dual carriageway.

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Picture 12.18: Dual carriageway is proposed along Naubahar Canal as part of the long term plan.

f) LMQ Road section from Aziz Hotel to Kalma Chowk is a primary road, which earlier was part of original loop of the IRR. After construction of grade- separations both at Aziz Hotel and Kalma Chowk, at-grade movements needs to be channelized through proper junction redesign / traffic signals at Aziz Hotel / Chowk Dera Adda.

g) Capacity of Nishtar Road has already been improved through provision of service lanes on both sides. On-street parking should be restricted where service lanes are not provided due to narrow road width.

h) Jail Chowk & Jail Road have already been improved but its segment near MDA Chowk needs widening and remodeling of MDA Chowk. This will help improve mobility of the whole area as this chowk connects six adjoining legs including MDA Road, Katchehry Road & Suraj Miani Road.

i) Surface improvement and on-street parking restrictions on Lodhi Colony Road will facilitate traffic congestion particularly during school hours. Option of one-way control during school hours may also be considered as part of effective traffic management.

j) Dualization and widening / addition of service lanes on Bosan Road are already in progress which is a busy commercial cum educational corridor of the city. Its junctions at Pir Khurshid Colony Road and Chungi No. 6 will require remodeling to enhance the capacity.

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12.12.4 CAPACITY IMPROVEMENT OF MAIN NETWORK

Main road network within the Central Area comprises:

a) Segments & Intersections of Inner Ring Road

After development of grade-separation on key junctions at IRR, complete access control throughout the length of this Road is proposed, with no U-turn facility except at-grade signal-controlled movements.

b) Alang & Circular Road including Hussain Agahi

1) Encroachments in the area between Alang Road & Circular Road which mostly are on state land need to be removed. (As a model project it has been done from Pak Gate to Khuni Burj Area). ROW thus acquired would be utilized for road widening.

2) All future developments along Circular Road should have consideration for road widening and parking provisions particularly adjacent to the intersections.

3) Road section between Fatima Jinnah Hospital and Town Hall is a bottleneck which should be widened.

c) Roads in and around Qila Kuhna Qasim Bagh including Water Works Road

Mobility within the historic area should be planned according to the revitalization & preservation plan of the whole Fort area. Pedestrian movements would be facilitated in this area with restriction of motorized traffic through effective parking control.

1) Humayun Road 2) Hazoori Bagh Road 3) Tughlaq Road 4) Katchehry Road 5) Bagh Langay Khan Road 6) Abdali Road 7) Hassan Parwana Road 8) Akbar Road 9) Al Jeelan Road (from Haram Gate to Chowk Shah Abbas)

With exception of one railway crossing at Makhdoom Rashid Road; where there is possibility of grade separation all other network is proposed to be Integrated Master Plan for Multan (2008-2028) Page 12 - 53 NESPAK – May 2012 Master Plan Report Ch # 12: Traffic and Transportation

upgraded through at-grade solutions involving traffic engineering, management proposals and improving efficiency through economical and technology-led solutions.

12.12.5 IMPROVEMENT OF SECONDARY ROAD NETWORK

All prominent roads other than primary network discussed above fall under this category. Width of these roads may vary and some of the roads are dual carriageways but because of their location and type of operating traffic they fall under the lower category. They too need to be properly maintained with controlled parking arrangements depending upon the availability of the road space for mobility and competing requirement for parking.

a) Priority of Junction Improvements in Central Area (See Figure 12.14)

1) Priority One: Junctions at Circular Road including Ghanta Ghar, Bohar Gate, Haram Gate and Daulat Gate

2) Priority Two: Inner Ring Road Junctions: This includes at-grade channelization, signal control or access control at locations of grade-separations such as Chungi No. 9 & 8, Katchehry Chowk and Double Phaatak.

Other important junctions are Vehari Chowk & BCG Chowk where grade- separation has to be developed.

Access control through inclusion of service lanes at west-bound movements at Rasheedabad Crossing can give relief to through traffic.

3) Priority Three: Junctions at interconnections of IRR & Circular Road:

Chowk Dera Adda Chowk Nawan Shehar Chowk Chungi No. 14 Fawara Chowk on Abdali Road

4) Priority Four: Junctions at periphery of central area: Dunyapur road/ canal bank road / old bypass crossing

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12.12.6 AREA-WIDE IMPROVEMENTS

Some of the interventions and controls are suggested to be taken throughout the central area and need to be sustained as a regular feature of urban roads and traffic management. These include maintaining the road pavement of entire network in a reasonable condition through organized operation and management for the system designed on modern state of the art Assets Management Programme, retrieving the footways and making these available for pedestrian movements through effective and regular inspections and checks, reinforcing one-way system through self-enforcing traffic engineering measures except road sections recommended otherwise, centralized signal control and traffic supervision in collaboration with traffic police, parking control on all primary and secondary networks and imposition and enforcement throughout the area, of traffic regulations and controls duly posted and marked through signage. We are not proposing extensive off-street parking facilities through public sector; however we do suggest rationalizing parking standards for commercial building projects in the private sector and effective operational control thereof in conjunction with strict time-based on-street parking control.

a) One-way Movements

The enhance capacity of narrow roads within the Central area, and to acquire additional space within existing ROW, One-way Movements are suggested on various road segments as shown in the Figure No. 12.15.

These roads include:

1) Circular Road 2) Water Works Road 3) Humayun Road 4) Hazoori Bagh Road 5) Tughlaq Road 6) Bagh Jangay Khan Road

b) Signalization Warrants

The MDA should adopt standard criteria for Warranting Signals at various existing, new, and improved intersections. Signal should be installed if, when, and where they are warranted. Also, an active but tightly practiced policy is needed to perform the required maintenance work and to keep the traffic signals functioning.

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c) Channelization and Signage & Marking

The signage and pavement marking requires frequent maintenance and re-work. The current situation is hopeless to say the least. Again, an active and tightly practiced policy is needed to keep signing & pavement marking work in good condition. A lot of capacity is added when clear lanes are delineated, and lane specific driving is enforced via the traffic police.

d) The Slow Moving Vehicles

Perhaps no measure would add as much capacity to roads as the removal of animal-driven and other slow moving vehicles. MDA should immediately develop and launch a phase-wise policy to restrict and then eliminate these vehicles particularly on primary road network. The two- stroke rickshaw due to its noise pollution should also be phased out.

e) On-Street Parking

The on-street parking is also a major capacity depleting factor. MDA should immediately develop and launch a phase-wise policy to restrict and then eliminate on-street parking where these severely hinder traffic flow. A lot of capacity is added when parking on the street is eliminated and is enforced via the traffic police. Parking studies are needed to ascertain specific areas where traffic is demanding parking lots. MDA should conduct these parking studies by zone, and repeat them often subject to public complaints. In this regard, a policy is needed to perform parking studies and resolve the problems associated with parking.

f) Pedestrian and Bicycle Provisions

MDA should conduct an inventory study of footpaths and pedestrian crossings. The roads identified as deficient in provisions for pedestrians should be highlighted. Adequate footpaths and marked zebra crossings should be provided for pedestrians where deficiencies are found. MDA should also develop and pass a policy to promote bicycle as a mean of leisure and exercise for the general public in the walled city and adjacent areas. This policy should be especially effective for roads that are leading to or are in the vicinity of parks.

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12.13 MAJOR RADIAL ROAD IMPROVEMENTS

Major Radial Roads as mentioned below are required to be improved under a phase wise program. Recommendations for various categories of roads are mentioned in Tables 12.8 & 12.9.

a) Khanewal Road b) Bahawalpur Road c) Vehari Road d) Sher Shah Road e) Bosan Road f) Old Bypass g) Shujabad Road

12.14 PUBLIC TRANSPORT

Presently urban areas are served by a number of modes such as tongas, rickshaws, wagons, buses etc with the motorized vehicles operating on RTA approved routes. The slow movers, including wagons and three wheelers are mostly serve the inner city congested and narrow streets while buses and mini buses serve the longer routes along major radials leading to other small towns as well.

The supply of requisite number of public transport fleet for different modes at various designated routes seems to be adjusted according the demand and the same should be based on continuous monitoring of routes and passenger frequency in different peak & off peak hours.

Various public sector terminals such as GBS and Cantt railway station as well as private operators located at LMQ / Masoom Shah Road junction near Jinnah Chowk, and near Dera Adda should be well coordinated and properly managed & utilized for both inter city & intra city movements.

Significant increase in number of buses and wagons is observed during the last decade. However, the supply of public transport has never kept pace with the increasing travel demand for Multan. Current public transport operations do not portray true picture of city demand. Income levels being comparatively low, there is significant level of latent demand, which currently is being met through other modes.

It needs a bit of planning, recognizing competition as the best way of securing good value for money and providing quality service through appropriate controls and improved institutional, road pricing and financial arrangements as elaborated hereunder.

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12.14.1 OPERATIONS

a) Franchises are to be allocated through competitive tendering open freely to private operators and associations of small owner operators. This should be extended even to feeder routes over a period of time.

b) Franchised contracts between operators and regulatory authorities need to define duties and rights of the parties in a complete consistent way as possible. Since fares are controlled, contracts should define for the adjustment to account for general cost inflation as well as defining the compensation for any discretionary fare adjustment.

c) Potential of operators needs to be mobilized through legalizing associations and through structuring franchising arrangements to participate in competitive process. Idea being not to dislodge para-transits but to bring them within formal arrangement.

d) To overcome the environmental issue arising out of the public transport operation switching to gas operated buses needs serious consideration as being experimented in Karachi & Lahore.

12.14.2 PROPOSED MASS TRANSIT ROUTES

The strategies on public transport are based on the observed transport pattern:

a) Radial routes are needed to link the central areas (primarily the Town Hall – Hussain Agahi area) with the main concentrations of population and with the interurban transport terminals (the General Bus Stand, the Cantonment Station and the bus stands near Dera Adda).

b) Ring routes are then needed for distribution around the Walled City on the Circular Road, and on the primary Inner Ring Road around the central areas/CBD Area.

c) Stops for the local public transport must be established near main junctions to remove the indiscriminate waiting for passengers within the junctions. Improvements are needed at the established private wagon / bus terminals (turning points) at the Cantonment Station, near Chowk Kumharanwala and Dera Adda.

d) Given the present motorization trends, income levels and to keep the congestion within reasonable limits, radials, rings and bypasses would carry major concentration of traffic and demand for public transport movements need to be utilized for mass rapid transits (See Figure 12.16). Integrated Master Plan for Multan (2008-2028) Page 12 - 60 NESPAK – May 2012

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e) Under the present circumstances, primary transport movements are along following routes:

1) Circular Road 2) Inner Ring Road 3) Major Radials such as Bosan Road, Sher Shah Road and Khanewal Road

f) Following new routes also demand public transport where low occupancy vehicles may serve the requisite demand:

1) Qasim Bela Road 2) Piran Ghaib Road 3) Al Jeelan/ Suraj Kund Road

g) While construction / dualization of Northern Bypass and Old bypass and resultant speedy colonization along these two roads will raise demand for high occupancy vehicles along these two important primary routes to cater for the ever increasing demand.

h) Following the construction of M4 (Multan–Khanewal Motorway) with interchanges at Vehari Road & Bahawalpur Road, local intra city transport should also serve these roads up to M4 interchanges.

12.15 BUS TERMINALS/TRUCK STANDS

Currently the main Bus Terminal of Multan is located near Vehari Chowk, others being near Shah Abbas Chowk, Daewoo Terminal on LMQ Road and smaller stands.

There is no overwhelming evidence to support the relocation of the existing bus- stand in immediate future, at least in the short-term plan of first five years. In the long term however, it will have to be shifted out. Currently, in the immediate future, what is needed is improvement of roads leading to the terminal, better traffic management and improvement of the existing terminal.

Meanwhile, the land acquisition process for the new terminal can be initiated. The new bus terminal is proposed to be located along Multan-Khanewal Motorway, near Vehari Interchange, near the proposed Trade Zone. The new terminal should be operational soon after completion of motorway and the southern bypass (See Figure 12.16).

Till then, the existing bus terminal at Vehari Road should continue to function; its present location has following advantages:

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a) The link to Jinnah Chowk and onward to Lahore Road is nearby. Also, provision has been made in the proposed Jinnah Chowk Interchange design to move the inbound and outbound busses in a conflict-free manner. b) The link to Southern Bypass and Muzaffargarh / DG Khan is in the proximity c) The link to Vehari via Vehari Road is nearby, and would serve as an entry/exit to M-4 d) The link to Bahawalpur via Bahawalpur Road is nearby, and would serve as an entry/exit to M-4. e) The link to Shujabad via Shujabad Road is in the proximity, and would serve as an entry/exit to M-4. f) All intra-city travel means to BZU, Bosan, Multan Cantt., Railway Station, etc. are easily available.

The most important factor that would necessitate relocation of the bus-stand in the long-run is the trajectory of M-4 from Khanewal to Muzaffargarh. Multan is expected to receive at least three entry/exits from M-4. At such time when M-4 is completed, it is expected that Sammi-Daewoo would relocate its current terminal from LMQ Road to somewhere near the Bahawalpur Road Interchange. Daewoo is a dedicated user of the Motorway, and is already using M-1, M-2, and M-3. Daewoo is also expected to skip Sahiwal and re-route Lahore-Multan buses via Faisalabad and Pindi Bhattian. Also, it is expected to start a direct service between Multan and Islamabad / Rawalpindi via M-4, M-3, and M-2.

Among other transporters, NIAZI, which is also a dedicated user of the Motorway, may also follow suit and shift operations near M-4. However, NIAZI tends to have its own center of operation perhaps away from Daewoo. The other bus service providers would tend to continue the use of the existing bus-stand, until economic situations are favorable. The city is expected to have more than one bus-stand as it is currently in Lahore. A single bus-stand for Multan may be too complicated to manage, as too many buses would be overwhelming from traffic operations view point.

12.15.1 HEAVY VEHICLES/ TRUCK STOPS AND TRUCK TRAFFIC ISSUES

A new industrial area and a trade zone have been proposed along the M-4 corridor, so heavy vehicle and truck traffic activity will increase manifold. The future truck stops have also been proposed along the M-4 corridor and in the vicinity of the Southern Bypass. In addition a truck-lane with hi-friction pavement should be planned in both directions of M-4 to accommodate heavy vehicles.

12.16 PARKING

Keeping in view the Parking demand and availability of land for Parking lots / plazas following areas are recommended for parking plazas (See Figure 12.17): Integrated Master Plan for Multan (2008-2028) Page 12 - 63 NESPAK – May 2012

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a) Hussain Agahi Road b) Near Alamdar College/ Doulat Gate c) Abdali Road in front of Cardiology Hospital d) Katchehry Chowk

The overhead bridges that currently exist in Multan are erected on single column beam which occupies thoroughfare space under the bridge. On LMQ people have found various sections of the space under the bridge as parking areas. This behavior although convenient to the drivers, causes conflicts between right lane fast moving vehicles and the vehicles entering or exiting the parking area.

It is recommended that all future overhead bridges (on Inner Ring Road) should be built on two-column supports. This would allow capacity for vehicles under the bridge to move about freely and also create space for parking. This solution is recommended all along the Inner Ring Road.

One more solution which creates effective parking without conflict is to plan small parking lots near the service roads of a divided road-way. Parallel parking on busy roads where space is available should be allowed and properly marked on the road surface.

All planned housing schemes, declared commercial corridors as well as new roads must be provided with proper parking facilities through exclusive parking lots or providing extra ROW width for on-street parking. On-street parking wherever provided should be clearly marked on the road pavement and be strictly enforced particularly on busy inner city roads.

Picture 12.19: Two- Column Supports to allow Capacity under the Expressway

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Current practice of indiscriminate provision of parking and charging thereof throughout the city must be reviewed in context of the following:

1) Parking control must be treated as means of traffic management on area-wide basis,

2) Provision of On-Street parking is to be rationalized with priority of utilizing maximum road capacity for moving traffic.

3) Parking provision for commercial buildings is to be controlled in a manner to be economically viable and administratively enforceable. Road capacity utilization, in particular within Central Area has reached to a point that additional volumes generated because of parking spaces have to be cautiously dealt with. Parking both along roadside and in a precinct has therefore to be dealt within the context of Area Traffic Management.

4) Parking control is more of a professional function; therefore needs to be delivered through a professional body.

12.17 ROAD SAFETY

A comprehensive urban road safety policy requires a multi-sectoral approach including programmes for driver training and testing, education, and publicity aimed at selected groups of road users, vehicle road worthiness testing, securing funds for road safety, community participation, monitoring and research. Traffic management actions in support of road safety include:

a) Accident Reporting - data currently being collected by traffic police is incomplete and of poor quality. Accident policies and programs need to be based on sound and improved databases requiring training of traffic police and effective data processing system.

b) Accident Data Analysis - systematic and periodic transfer of data from traffic police to Urban Transportation Planning and Management Unit (proposed organization) for systematic evaluation for programme planning and improved procedures development is recommended.

c) Accident Prevention - as part of its role in planning traffic strategy and designing of traffic management schemes, Urban Transportation Planning and Management Unit (proposed organization) should;

1) Promote safety as integral part of each scheme through measures like (1) control speeds (2) calm traffic, (3) meet needs of the vulnerable road users

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including pedestrians and cyclists; and 2) The concept of safety audits; in which all but the simplest of the schemes are subject to scrutiny by the traffic management designers who were not involved in the original scheme planning and design, needs to be in place and rigorously implemented.

d) Accident Reduction - the organization should approach safety on a comprehensive basis and a priority task should be the conduct of a safety review of the city traffic system and preparation of a comprehensive Traffic Management Safety Programme which shall help alleviate specific safety problems.

e) Traffic Regulation Enforcement - for safe traffic operations, enforcement of traffic regulations cannot be denied. Traffic police need to be trained and properly equipped.

f) Safety as part of Road Projects - a more collaborative approach between traffic police and the road authority is required in scheme planning and designing the road projects. There is also need for more rigorous (1) definition of systematic safety programmes within road projects, (2) definition of safety targets and (3) monitoring of the targets and indicators.

g) Accident Research & Prevention Cell – There is need to develop an Accident Research and Prevention Cell in Multan under the Traffic Police with proper manpower, equipment and other logistics to monitor road accidents.

12.18 ENVIRONMENTAL ASPECTS

To arrest the fast deteriorating environment, largely due to the traffic situation, following measures are suggested:

a) On awareness - Development of better understanding of the health impacts of emissions from transport, initiation of programmes for analysis on levels and sources of ambient air pollution, dissemination of knowledge on environmental impacts of transport modes and education campaigns on efficient vehicle operation and maintenance.

b) On performance standards - On improving the emissions controls some technological priorities are required with respect to elimination of lead from gasoline, replacement of two-stroke motor cycles by four-stroke, cleaning up of high mileage heavy polluting vehicles and introduction of computerized inspection regimes for all types of traffic administered through centralized private contractors.

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c) On managing demand - Technological and fiscal measures need to be supplemented with coherent transport management strategy including priority for public transport investment including improved conditions for walking and cycling, traffic management including rigorously enforced priorities for public transport on congested and environmentally sensitive routes and traffic calming and other measures of demand management.

d) On incentive systems - Providing incentives in the shape of tax structure for environmentally efficient mode, vehicle size and fuel type.

e) On institutions – Making it essential for the institutions to introduce environmental impact assessments as an integral part of transport, physical planning and road building activities. Development of technical competence and probity in administration as an essential prerequisite for effective action in this regard and development of concerted action between jurisdiction and tiers of the government.

12.19 INSTITUTIONAL ASPECTS

Immediate upgradation of the existing Transportation Cell in MDA to a more structured and empowered Urban Transportation Planning and Management Unit (UTPM) should be made.

The proposed organization needs to have two distinct wings of Infrastructure and Operation.

Transport Planning, Traffic Engineering, procurement, O&M of infrastructure should rest with the former wing, whereas Vehicles and Driver Licensing, Registration, Public Transport Operation and Regulation may be assigned to the latter. The following steps should be taken to strengthen the proposed organization:

a) For capacity building and smooth functioning of the proposed organization as a service provider, its management for initial four to five years is suggested to be run in collaboration with the private sector.

b) Police should continue enforcement of traffic regulations as independent body.

c) The proposed organization should establish an administrative structure with clearly identified and allocated responsibility for all necessary technical functions in urban transport.

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d) A training strategy needs to be developed at the government level for professional and technical skills in urban transport as to fill the widening gap between service demand and quality supply.

e) Regulatory authority within the proposed organization for public transport operations needs specific attention with respect to professional staffing and developing skills to regulate the service on commercial lines.

f) Collaboration both at local & international level among authorities with similar scope & functions is recommended to share available skills and experience.

g) Traffic police should be trained in effective enforcement mechanism as well as in making effective traffic management and safety policy.

h) Planning and operating responsibility within the proposed organization should remain under separate wings. Further technical regulation should remain separated from procurement and economic regulation.

i) Operating agencies should remain fully commercialized and privatized.

j) The development of new competitive private service suppliers should be encouraged through legal recognition of associations.

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Table 12.8: List of Recommended Improvements for Various Roads Sr. Proposed ROW / Lane From To Existing ROW / Lane Geometry Other Recommendations No. Geometry

Name of Road: Circular Road  60 Ft ROW may be  One-way movement Ghanta Ghar Daulat Gate 50 – 60 ft. achieved through along all of its length implementing minimum 10  Restriction on On-street 40 – 55 ft. Daulat Gate Dehli Gate 30 Ft. near Dehli Gate Ft setback for all types of parking land uses.  Allow Parking only in Dehli Gate Khuni Burj 30 – 50 ft.  Segregated space designated places. allocation for pedestrian &  High priority for cyclists. Khuni Burj Pak Gate 35 – 65 ft. pedestrian and slow  About 40-50 % of the ROW movers. should be for pedestrian &  Lane marking & road Pak Gate Haram Gate 30 ft. cyclists including wagon signage for proper space 25 – 55 ft. up to Shaheen Market stops / sheds. utilization Haram Gate Bohar Gate 30 – 40 ft. up to Bohar Gate  Minimum 6 Ft footpath be  Restrict movement of provided on both sides. high occupancy public transport & heavy vehicles.  Adopt Speed control 25 – 35 ft. upto Abdali Road Bohar Gate Ghanta Ghar measures 25 40 ft. upto Ghanta Ghar –  Mark narrow lanes such as one vehicular lane should be 7-8 Ft only.

Name of Road: Inner Ring Road

 Minimum 80 Ft ROW is  Provide Bus bays / stops Jinnah Chowk Rasheedabad 40 – 50 ft. required to develop a (2+2  No U-Turn crossings Lane) dual carriageway except at junctions Rasheedabad Eid Gah 40 60 ft. – throughout its length.  Controlled access

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 Service Roads would be Eid Gah Chungi No.9 50 – 60 ft. + green belt added where ROW exceeds 100 Ft.

Sr. Proposed ROW / Lane Other From To Existing ROW / Lane Geometry No. Geometry Recommendations Widened up to 100 ft + flyover Chungi No. 9 Chungi No. 8 (2 lane dual carriage) As above As above Flyover (2+2 lane dual carriageway) – Chungi No. 8 Katchehry Chowk narrow near Chungi No. 7. (Up to 120 ft. wide in front of DCO Office) 60 – 120 ft. (2+2 lane Flyover at Katchehry Chowk Kalma Chowk Katchehry Chowk)

Kalma Chowk Nishtar Morr 100 – 120 (widened)

High Court Chowk/ Widened up to 100 ft. Nishtar Morr KFC (2+2 lane with service road) High Court Chowk/ SP Chowk 55 – 60 ft. KFC

SP Chowk Baman Gi Chowk 55 – 70 ft. (2+2 lane dual)

Aziz Hotel / Double Baman Gi Chowk 2+2 lane flyover (90-130 ROW) Phaatak

Aziz Hotel / Double Ghala Mandi / Faizi 40 – 45 ft. 50 Single Road Phattak Road – 60 ft. }

Ghala Mandi / Chowk Shah Abbas 50 – 60 ft. Single Road Faizi Road Chowk Shah BCG Chowk 50 – 60 ft. Single Road Abbas

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100 – 120 ft. (2+2 lane dual) BCG Chowk Vehari Chowk Roundabout at Vehari Chowk

Vehari Chowk Jinnah Chowk (See from Old Bypass)

Name of Road: Central North – South Connector (Chungi No. 9 to BCG Chowk) (via Humayun Road – Water Works Road – Eid Gah – Hafiz Jamal Road – Mumtazabad Road)  Achieve 60 Ft ROW  Combination of One-way Humayun Road Water Works Road 40 – 50 ft. (Single Road) through implementing movement on road Eid Gah Road minimum 10 Ft segments & junction Water Works Road 40 – 45 ft. (Single Road) (Fish Market) setback for all types improvement of landuses Eid Gah Road  Restriction on On-street Daulat Gate 40 – 50 ft. (Single Road) (Fish Market) parking Chowk Chungi No. 14  Allow Parking only in Daulat Gate (via Hafiz Jamal 35 – 50 ft. (Single Road) designated places. Road)  Road Lane marking & 45 – 55 ft. (Single Road) signage for proper space Chowk Chungi No. 80 ft. (2 lane flyover) utilization BCG Chowk 14 60 -70 ft. (Single Road)  Restrict heavy traffic movements Name of Road: Central East – West Connector (Jinnah Chowk to SP Chowk) (via Masoom Shah Road – Water Works Road and Abdali Road) 60 ft. (Single Road)  Achieve 60 Ft ROW  Remove bottlenecks 120 ft. (2+2 lane double) through implementing  Restriction on On-street Jinnah Chowk Ali Chowk minimum 10 Ft parking 60 – 65 ft. Single Road setback for all types  Allow Parking only in 45 50 ft. – } of landuses. designated places  From Nawan Shehar  Parking sites are Ali Chowk Doulat Gate 45 – 65 ft. (Single Road) to SP Chowk, 30 Ft proposed near Alamdar setback is proposed Ghanta Ghar College & Institute of 40 – 50 ft. to achieve minimum Doulat Gate (via Water Works Single Road Cardiology. 40 – 80 ft. } 100 Ft ROW. Road)  Introduce metered

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Chowk Fawara  Develop Nawan parking on per hour basis Ghanta Ghar 40 – 45 ft. (Single Road) (via Abdali Road) Shehar - SP Chowk at above designated section as dual parking places. Chowk Nawan 35 – 50 ft. carriageway without Chowk Fawara Single Road Shehar 55 – 60 ft. } service road Chowk Nawan SP Chowk 55 – 65 ft. (Single Road) Shehar

Name of Road: Baba Safra Road

 Maximum utilization of existing ROW Achieve 45 Ft ROW &  Remove bottlenecks LMQ Road Ali Chowk 35 – 50 ft. develop 3-Lane single  Restrict right turn carriageway movements at Rasheed Abad Chowk

Name of Road: Eid Gah Road

 60 Feet ROW LMQ Road Shah Shamas Park 45 – 55 ft.  2 + 2 Lane dual Carriage

 Achieve 45 Ft ROW Shah Shamas Park Daulat Gate 30 – 40 ft. & develop 3-Lane single carriageway

Name of Road: Hazoori Bagh Road

 Only One-way Achieve 50 Ft ROW & movements LMQ Road Ghanta Ghar 40 – 45 ft. develop 3-Lane single  Maximum Utilization of carriageway existing ROW

Name of Road: Tughlaq Road

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 Only One-way Achieve 40 Ft ROW & Chungi No. 7 movements Ghanta Ghar 30 – 35 ft. develop 2-Lane single (LMQ Road)  Maximum Utilization of carriageway existing ROW

Name of Road: Katchehry Road

 Achieve minimum 50 60-65 ft. (in front of Ft ROW through  Restrict on-street parking College); Single implementing  Remove encroachments Katchehry Chowk Ghanta Ghar 45-50 ft.; Road minimum 10 Ft particularly near Ghanta 35-40 ft. (near } setback for all types Ghar Ghanta Ghar) of landuses

Name of Road: Bagh Langay Khan Road

 Allow one-way 50-60 ft. (near Kalma Chowk)  40 Ft minimum ROW, movements only from Kalma Chowk Children Hospital 40-45 ft. (in front of Graveyard) Develop Single Kalma Chowk to Children 30-35 ft. (in front of WASA office) Carriageway Hospital

Name of Road: LMQ Road

 2 + 2 Lane dual  30 Ft setback is proposed carriageway for all future developments to achieve minimum 100 Ft ROW. Jinnah Chowk Kalma Chowk (See Inner Ring Road)  Maximize junction capacities through improved designs & signalization  50 Ft ROW,  Carryout Remodeling of Kalma Chowk Nawan Shehar 40 – 45 ft. (Single Road) Develop Single CHowk Nawan Shehar. Carriageway

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 2 + 2 Lane dual  Chowk Dera Adda has Nawan Shehar Chowk Dera Adda 60 – 75 ft. (Single Road) carriageway already been improved.  gradually convert whole length of LMQ Chowk Dera Addah Chowk Aziz Hotel 40 – 45 ft. (Single Road) road into a 4-lane dual carriageway in the long term

Name of Road: Hassan Parwana Road  50 Ft ROW, 30 – 45 ft. (near Bohar Gate)  Develop 3-Lane Bohar Gate Chowk Dera Addah 45 – 55 ft. Single Carriageway

Name of Road: Azmat Wasti Road

 60 Ft ROW, 50 – 60 ft. (After widening of Dera Dera Adda Akbar Road Develop 3-4 Lane Adda Chowk) Single Carriageway

Name of Road: Al-Tamash Road

 60 Ft ROW, Dera Addah Nusrat Road 45 – 60 ft. (Single Road)  Develop 3-4 Lane Single Carriageway Name of Road: Akbar Road

Haram Gate Chowk Shaheedan 30 – 35 ft. (Single Road)  Minimum 80 ft. is required for dual carriageways without Chowk Shaheedan Azmat Wasti Road 35 – 40 ft. (Single Road) service roads.  Average 20 ft. additional Azmat Wasti Road Aziz Hotel Chowk 40 – 50 ft. (Single Road) space is required on both

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sides to achieve 80 ft. R.O.W.  Minimum 15 – 20 ft. setback should be applied for future construction to achieve the desired R.O.W.

Name of Road: Al-Jeelan Road

25 – 35 ft. (Single Road) Haram Gate City Railway Station  Minimum 40 Ft ROW, Flyover at Railway crossing  Develop 2-3 Lane 40 – 55 ft. City Railway Station Chowk Shah Abbas Single Carriageway 35 – 40 ft. (near Chowk Shah Abbas)

Name of Road: Makhdoom Rasheed Road

 Minimum 60 Ft ROW,  Shifting of truck stand to Chungi No. 14 Ansar Colony Road 50 – 60 ft. (dual carriageway)  Develop 2 + 2 Lane new trade zone will Single Carriageway relieve the traffic situation 45 – 55 ft. (Single Road) including grade- Ansar Colony Road Vehari Chowk crossing at Railway Phaatak separation at railway crossing.

Name of Road: Ansar Colony/ Old Budhla Road

Makhdoom Rashid  Minimum 50 Ft ROW, 100 ft. Road 40 ft. (Single Road) Road  Develop 2-3 Lane 40 – 45 ft. with at-grade railway Single Carriageway 100 ft. Road Railway Phaatak crossing  Construct 2-lane bridge for crossing of Larri Adda Railway Phaatak 40 – 45 ft. Old Budhla Road Underpass over Bypass Road

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Name of Road: TB Hospital Road

 Minimum 40 Ft ROW,  Develop 2-3 Lane Khuni Burj Chowk Chungi No. 14 35 – 45 ft. (Single Road) Single Carriageway

Name of Road: Khanewal Road  Minimum 100 Ft  Provide bus bays. Jinnah Chowk Matital Road 65 – 85 ft. (dual carriageway) ROW should be  Minimize u-turn in section achieved through between Jinnah Chowk Matital Road Southern Bypass 77 – 85 ft. (dual carriageway) implementing 30 Ft and Northern Bypass setback.  Restrict long vehicles U- Southern Bypass Northern Bypass 85 – 95 ft. (dual carriageway)  In long term plan, Turn in section between service road should Jinnah Chowk and Northern Bypass New MDA Limits 90 – 110 ft. (dual carriageway) be added in segment Northern Bypass between Jinnah Chowk & Matital New MDA Limits Qadirpur Ran Bypass 130 ft. Road.

Name of Road: Matital Road

80 ft. – 2 lane single carriageway  Achieve minimum 80 Khanewal Road Northern Bypass 50 ft. near Khanewal Road Ft ROW,  In the long term plan, develop 2 + 2 Lane Shakh-e-Madina Dual Carriageway up Northern Bypass 80 ft. – 2 lane Single Carriageway Minor to Women University Site

Name of Road: Bosan Road

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Recently widened up to (100-120 ft)  Recently widened & Chungi No. 9 Chungi No. 6 4-lane dual carriageway with service being developed as road 4-lane dual Presently 70-80 ft. carriageway with Widened up to 120 ft. service road up to Chungi No. 6 Northern Bypass 4-lane dual carriageway with service BZU. road Presently 70-80 ft. Widened upto 120 ft. Northern Bypass BZU 4 lane dual carriageway with service road  Acquire minimum 80  Minimum 15 ft setback Ft ROW for future should be implemented in BZU Old MDA Limits Single carriageway with 50-70 ROW dualization beyond this segment BZU up to proposed NHA Bypass.

Name of Road: Nawabpur Road

Recently widened up to 40-45 ft.  Achieve minimum 60  Maximum utilization of LMQ Road Lodhi Colony Link Single Road Ft ROW through existing ROW. implementing 10 Ft  Removal of permanent & setback upto temporary Recently widened up to 40-45 ft. Lodhi Colony Link Northern Bypass Northern Bypass for encroachments Single Road all future constructions Recently widened up to 40-45 ft. Northern Bypass Nawabpur Single Road

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Name of Road: Suraj Miani Road Recently being widened up to 50 ft.  Achieve minimum 60  Maximum utilization of MDA Chowk Ghausul Azam Road wide Single Road Ft ROW through existing ROW. implementing 10 Ft  Removal of permanent & Ghausul Azam Recently being widened up to 50 ft. Head Suraj Miani setback for all future temporary Road wide Single Road constructions encroachments

Name of Road: Qasim Bela Road

Recently being widened up to 40-50 ft.  Maximum utilization of Sarwar Road Ali Town Chowk wide Single Road  Achieve minimum 60 existing ROW. Ft ROW through  Removal of permanent & implementing 10 Ft temporary Recently being widened up to 40-50 ft. Ali Town Chowk Shujabad Canal setback for all future encroachments wide Single Road constructions

Name of Road: Shershah Road (Aziz Hotel to Shershah Bypass)

Yadgar-e-Shuhada  Achieve minimum 60  Remodeling / grade- Aziz Hotel 50 – 70 ft. (dual carriageway) Chowk Ft ROW through separation at MIE entry Yadgar-e-Shuhada implementing 10 Ft from Sher Shah Road Askari Bypass 80 – 100 ft. (dual carriageway) Chowk setback for all future constructions.  Channelization of Askari Multan Industrial Askari Bypass 60 – 70 ft. (dual carriageway) Bypass Junction and Estate (MIE) grade-separation at Multan Industrial Ismailabad/ Canal 60 – 70 ft. (dual carriageway) Railway crossing of Estate Crossing Askari Bypass Ismailabad/ Canal Sher Shah 65 – 75 ft. (dual carriageway) Crossing Interchange

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Name of Road: Old Shujabad Road Flyover completed at Double Phaatak;  Already planned & 30-35 ft. Single road near Double approved as Dual Double Phaatak Bilal Chowk Phaatak; Carriageway from Double upto 45 ft. near Bilal Chowk Phaatak to Proposed M4 interchange at Shujabad Bilal Chowk Hamidpur Minor 45 70 ft (Single Road) – Road under PM Package 45 – 60 ft (Single Road) to provide direct link of Hamidpur Minor Chowk Nag Shah Flyover at Nag Shah is under Cantonment with Construction Motorway Proposed M4 Chowk Naz Shah 40 – 60 ft (Single Road) Interchange

Name of Road: Suraj Kund Road

Chowk Shah Abbas Sui Gas Road 30 - 45 ft.(Single Road)  Achieve minimum 60 Only available north-south Sui Gas Road Shujabad Road 35 - 45 ft (Single Road) Ft ROW through link between Old Shujabad implementing 10-15 Road & Bahawalpur Road. Ft setback for all future constructions.  Develop 3-Lane Single carriageway

Name of Road: Qasba Maral Road

Old Bypass Proposed M4 35 - 45 ft (Single Road)  Achieve minimum 60  Provide link to proposed Alignment Ft ROW through Cadet College site & implementing 10-15 other future zones in the Ft setback for all south-west. future constructions.  Develop 3-Lane Single carriageway

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Name of Road: Bahawalpur Road

BCG Chowk Wali Mohammad 50 - 65 ft (Single Carriageway)  Achieve minimum Distributary 100 Ft ROW through Wali Mohammad Bypass Chowk 110-120 ft (dual Carriageway) under implementing 30 Ft Distributary construction) setback for all future constructions. Bypass Chowk Proposed M4 100-120 ft (dual Carriageway) Interchange  Develop 4-Lane Dual Carriageway up to M4 Interchange.

Name of Road: Dunyapur Road

Allah Wasaya Old Bypass/ Head 50 – 55 ft. (Single Road)  Achieve minimum 60  Junction at Naubahar Chowk Naubahar Ft ROW through Canal / Old Bypass Old Bypass/ Head Southern Bypass 40 – 50 ft. (Single Road) implementing 10-15 needs improvement. Naubahar Ft setback for all  In the long term plan, future constructions. dualization would be Southern Bypass Motorway Crossing 60 – 65 ft. (Single Road) (M4 ROW is 80m /  Develop 3-Lane required as this road will 260 ft.) Single carriageway. pass through New Trade Zone.

Name of Road: Vehari Road

Double Phaatak Vehari Chowk (See Inner Ring Road)

Vehari Chowk Southern Bypass 120 ft. (newly constructed dual carriageway) Southern Bypass Motorway (M4) 110 – 120 ft. In long term plan, Interchange dualization up to M4 should be developed.

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Name of Road: Budhla Sant Road Ansar Colony Railway underpass on 40 – 50 ft. with at-grade railway (Already covered in Old Old Bypass crossing (Single Road) Budhla Road)

Name of Road: Piran Ghaib Road

Jinnah Chowk Sabzi Mandi Road 80-130 ft in front of New Multan  Existing ROW is 2+2 lane dual carriageway. sufficient. Sabzi Mandi Road Naubahar Canal 90 – 150 ft. up to Power House Gate  Proper space 40-50 ft. Single Carriageway Power utilization is required House to Naubahar Canal

Name of Road: Civil Lines Road

Katchehry Chowk MDA Chowk 60-80 ft. (Up to Police Line dual  Achieve minimum 60  Maximum utilization of carriageway); Ft ROW through existing ROW. 45-50 ft. (widened) implementing 10 Ft  Remodeling of MDA setback for all future Chowk constructions.  Restriction on On-street parking

Name of Road: MDA Road/ Lodhi Colony Road Kalma Chowk MDA Chowk 120 ft. (Kalma Chowk to Arts Council  Maximum utilization of (Dual Carriageway + Flyover) existing ROW. 45 ft. (Arts Council to MDA Chowk) –  Remodeling of MDA Single Carriageway Chowk.  Restriction on On-street parking MDA Chowk Nishat High School/ 30-40 ft. (narrow congested single  This section should be Pul Bararan carriageway) operated one-way during school hours

Name of Road: Nishtar Road/ Jamilabad Road

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Old Bahawalpur Nishtar Hospital 50-60 ft. (Dual Carriageway)  Already improved &  Road Chowk 100 ft. (In front of Hospital) widened dual Carriageway + Service Road Nishtar Hospital Jamilabad/ Airport / 40-65 ft.   Ghausul Azam Road Chowk Rashid Road should be connected to Rashidabad Road & both roads should be connected to new Terminal Building

Name of Road: Jail Road

MDA Chowk Jail Chowk 40 – 60 ft. (2-Lane Single  Maximum utilization of Carriageway) existing ROW.  Remodeling of MDA Chowk.  Restriction on On-street parking.

Name of Road: High Court Road/ Ghaus-ul-Azam Road

Nawabpur Road Lodhi Colony 50 ft. (2-3 Lane Single Road)  Recently developed road under PM Package.  Remove encroachments to optimize capacity. Lodhi Colony Suraj Mian Road 80 ft. (16’+16’ Dual Carriageway) 60 ft. (3-Lane Single Carriageway) Suraj Mian Road Wasil Chowk 50 – 60 ft. (2-Lane Single Carriageway) Wasil Chowk Chungi No. 1 50 – 60 ft. (2-Lane Single  It should be further Carriageway) extended from Wasil Chungi No. 1 High Court 50 – 60 ft. (2-Lane Single Chowk to New Airport Carriageway) Terminal

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Name of Road: Northern Bypass

Khanewal Road Bosan Road 150 ft. 4 Lane dual Carriageway +  Dualization & addition of Service Roads service roads already carried out under PM Package Bosan Road Head Muhammad Under construction 150 ft. ROW.  Strictly adhere to setback Wala regulations

Name of Road: Old Bypass

Jinnah Chowk Vehari Chowk 150 ft. (3-Lane each side + Service  Full-fledged interchange Road) is required at Vehari 200 ft. (In front of Jinnah Park + Sabzi Chowk and Bahawalpur Mandi etc. underpass) Chowk Vehari Chowk Bahawalpur Chowk 100 – 150 ft. (6-Lane dual  Housing Schemes should carriageway) without Service Road have their separate Bahawalpur Chowk Nag Shah Flyover 150 - 200 ft. (4-Lane dual internal roads beyond carriageway) without Service Road 150 ROW Nag Shah Flyover Sher Shah 150 ft. (4-Lane dual carriageway)  Restrict U-Turns except Interchange without Service Road at main junctions  Provide overhead

pedestrian crossings in front of newly constructed DHQ Hospital & Cattle Market area.  Parking of long vehicles alongside road should be restricted & shifted to new location at proposed trade zone site.  Strictly adhere to setback regulations

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Name of Road: Southern Bypass

Khanewal Road Naubahar Canal 150 ROW (4-Lane dual Carriageway +  Redesigning of junction Space for Service Road provided at Naubahar. Naubahar Canal Vehari Road 150 ft. (4-Lane dual Carriageway +  All the development/ Space for Service Road provided housing schemes should Vehari Road Bahawalpur Chowk 150 ft. (4-Lane dual Carriageway + have their own internal Space for Service Road provided roads beyond 150 ROW.  Space for interchange at key crossings like Khanewal Road, Vehari Road and Bahawalpur Road be reserved.  Full-fledged interchange is required at Bahawalpur Chowk.  Strict development control is required as per specified zoning regulations.

Name of Road: Askari Bypass

Sher Shah Road Old Shujabad 120 ROW is being maintained Dualization is required  In the long term plan, (2-Lane Single Carriageway) in the long term plan. grade-separation is required at Old Shujabad Road crossing and railway crossing in Cantt area. Old Shujabad Old Bypass Under construction (2-Lane Single Carriageway)

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Name of Road: Road along Shujabad Canal Head Nawabpur Head Muhammad 35 – 50 ft.  Initially develop 30-36  Should be developed as Wala Ft single carriageway an alternative to Northern with some modified Bypass Phase II & III. Head Muhammad Suraj Miani 60 ft.; alignment at crucial Wala 30 – 40 ft. (at built-up area) curves. Suraj Miani Qasim Bela 80 ft.  Acquire 120 Ft road reserve & 80 feet green (total 200 Ft Qasim Bela Sher Shah Road 50 – 60 ft. from edge of the 35 – 45 ft. (Few portions) canal) (From Head Sher Shah Road Old Bypass 35 – 45 (Katcha Road) Muhammad Wala to Sher Shah near Jalalabad Basti).  From Jalalabad Basti near Sher Shah to Old Bypass it would take alignment of Proposed northern bypass to benefit the industrial estate

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Table 12.9: Responses to Comments / observation on Transport sector made during presentation to DCO Multan held on 31st January 2012.

Following is a point wise summary of responses:

Sr. Road Project Existing Situation NESPAK Recommendations No. 1 New Dual carriageway with minimum  Existing R.O.W. including Nau  Carriageways on each side of canal are proposed which ROW 80 ft: Bahar canal is approx. 150-160 ft. require exclusive 70 Ft on both sides in addition to canal limits. Along bank of Nau Bahar Canal, Wali  Existing R.O.W. of Wali Muhammad  Green belts on both sides of the canal have also been Muhammad Distributary and Hamid Pur Distributary is 100-110 ft. including proposed to enhance the environmental significance of the Minor from LMQ Road to Sher Shah water course. water course. Bypass.  Corridor for dual carriageway plus green belt should be reserved / acquired (Minimum 100 Ft on each side from edge of the canal / water body) in the short term plan while roads should be developed later. 2 New dual carriageway with minimum  Except small portions of Model  A link from Northern Bypass adjacent to Model Town to LMQ ROW 80 ft: Town Main Road, R.O.W. is narrow road near Eid Gah of 60’ R.O.W. has already been proposed. Link Road from Model Town Main Road to (30-45 ft.). Chowk Rasheedabad on LMQ Road to  As suggested by MDA, revised route depending upon its Chowk Jan Mohammad on Masoom Shah alignment, available R.O.W. and least disturbance to existing Road and Chowk Hafiz Jamal on Hafiz properties may be developed. Jamal Road. 3 Improvement projects:  We have already proposed a 4-lane dual carriageway with Widening & Improvement of remaining limited access throughout the length of Inner Ring Road. links on Inner Ring Road from Jinnah  Further, grade-separation on Vehari Chowk and BCG Chowk Chowk to Officers Colony Chowk and is also imperative. Double Phaatak on Vehari Road to Chowk General Bus Stand.

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Dualization of road from Chungi No. 9 to Existing R.O.W. 35-55 ft. For these two important north-south and east-west links of Inner BCG Chowk. Ring Road, minimum 80 ft. is required for dual carriageways without service roads. However to increase capacity under prevailing conditions, traffic management measures such as restrictions on slow moving vehicles & on-street parking, one-way Dualization of Abdali Road, Water Existing ROW of Abdali Road is 35 - 65 ft., movements in the core city, need to be applied. Facilities for Works Road and Masoom Shah Road Water works Road is 40 - 50 ft. and parking & pedestrians need to be developed and integrated. In from SP Chowk to Jinnah Chowk. Masoom Shah Road is 45 - 60 ft. (120 ft. in new the long term minimum building setback would be so established Multan Housing Scheme part) to gradually achieve 80 Ft ROW. Dualization of Circular Road  Mostly 35 - 50 ft.  Removal of encroachments  Few sections are as narrow as 25 - 30 ft.  One-way movement as shown separately on a map  Few sections are 55 - 65 ft. wide  Areas of historical importance which can’t be demolished.  Provision of specified parking places as shown separately on a map and ban on on-street parking. Dualization of Akbar Road Existing R.O.W. is 35 - 45 ft.  Requires average 20 ft. additional space on both sides to achieve 80 ft. R.O.W.  Minimum 15 - 20 ft. setback should be applied for future construction to achieve the desired R.O.W. Dualization of TB Hospital Road and Existing ROW of TB Hospital Road 35-45 ft.  Grade-separation is proposed at railway crossing on Makhdoom Rashid Road from Khuni Existing ROW of Makhdoom Rashid Road Makhdoom Rashid Road. Burj to General Bus Stand Chowk. 45 - 55 ft.

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CHAPTER: 13

WATER SUPPLY SYSTEM

13.1 GENERAL

This section presents existing and proposed water supply systems, key issues in present system, Short-Term Plan (2013-2015) and Long-Term Plan (2016-2028) to serve the needs of MDA upto year 2028. The Master Plan identifies a potential for vastly improved situation in the foreseeable future. The required strategy for accomplishing such improvements on a sustainable basis is spelt out in this Report.

13.2 POPULATION PROJECTIONS

According to 1998 census, the population of the District was 3.2 million which increased to 3.8 million by the Year 2008. Of these, approximately 2.3 million populace live in 527-villages scattered all over the District. The total area of the District is about 3,720 sq.km. The area under the Jurisdiction of Multan Development Authority (MDA) is about 362 sq.km which comes out to be 9% of total District area. The Master Plan deals only with MDA area.

Under the Devolution Plan (2001), Multan has been declared as City District Government, comprising of six towns. The four towns including Bosan Town, Shah Rukn-e-Alam Town, Mumtaz Town and Sher Shah Town are contiguous and are clustered in northern half of District Multan whereas Shujjabad and Jalal pur Pirwala towns are clustered towards south. The population of the city District Multan & its constituent towns based on 1998 census is about 3.0 million.

The total estimated population for MDA Area for Year 2008 is about 1.7 million which is estimated to be 2.6 million by the end of plan period i.e. Year 2028. The population forecast for MDA area is shown in the Table 13.1.

Table 13.1: Population Forecast - MDA Area Year Growth Rate Population 2008 2.12% 1,786,069 2013 2.0% 1,972,128 2018 1.9% 2,166,309 2023 1.8% 2,368,613 2028 1.7% 2,579,041

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13.3 WATER SOURCES

13.3.1 Surface Water The Chenab River is flowing in northeast to southwest direction along the western periphery of the Multan City and has a great impact to the recharge and quality of groundwater of the Project area.

13.3.2 Groundwater Multan city is underlain by a vast aquifer, which is the extension of Punjab Plain & is the main source of public water supply, industrial use and irrigation in the Project area. The aquifer underlying the Multan city comprises unconfined alluvium with a thickness of more than 750 ft. It is part of the large inter fluvial deposit of Lower Bari Doab, bounded by the Chenab River in northwest and the Sutlej River to the southeast and forms the part of vast alluvial plain of the lower Indus Plain in Punjab Province.

The depth of the water table in the Project area ranges from 30 ft. to 60 ft. It is shallow in north and north west towards the river side and deep in the center of city due to over extraction of groundwater and high elevation of the city. Although, water table in the center of city has declined to 60 feet indicating some stress on aquifer, however, the situation is not very alarming. In case, water table declines more in future due to increase in groundwater extraction in the city, the recharge from surroundings will also increase due to increase in hydraulic gradient.

13.3 EXISTING WATER SUPPLY SYSTEM

The existing water supply system of MWASA is a combination of piped water supply network, power operated tubewells, pumping around 251 cusecs of water; and 18 overhead reservoirs with a capacity of 2.2 million gallons. The distribution system is designed for a demand of 50 Gallons Per Capita Per Day (GPCD). The access to piped water supply in District Multan is about seventy percent (70%). The detailed description of existing water supply system is as under:

13.4.1 Piped Network of Water Supply The water is supplied through pipeline laid into 231 Km long network constituting main line of 8” to 24” dia Pipes. These pipes were laid in several tranches starting from the year 1926. The main water supply lines are connected to the 1,049 Km long distribution system in 2” to 6” dia pipes. Table 13.2 shows water supply distribution system in Project area. The age of these pipelines also varies and almost 50 % of the piping is more than 30 years old and has outlived its usable life. Figure 13.1 shows existing water supply network in the Project area.

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Table 13.2: Water Supply System in Project Area

Pipes (dia.) Length (Km) 2” – 6” 1,049 8” – 24” 231 Total 1,280

13.4.2 Power Operated Deep Tube wells Out of the 103 power operated deep tubewells, only 75 tubewells are in working condition discharging about 251 cusecs. During normal days, the tubewells work for almost 6-8 hours per day, however, due to frequent power outages, the supply has reduced to almost 6 hours. Water is supplied both directly to the users and through the Overhead Reservoirs (OHRs).

13.4.3 Overhead Reservoirs There are about 24 Overhead Reservoirs (OHRs) with a total capacity of 2.75 MGD. Of these, only 18 with a total capacity of 2.2 MGD are operational, while seven (07) OHRs are abandoned. The physical condition of most of the OHRs require maintenance. The table 13.3 shows number and capacity of working and abandoned overhead reservoirs in Project area.

Table 13.3: Overhead Reservoirs (OHRs) in Project Area

No. of Capacity Total Sr. No. OHRs (Gallons) Capacity Working OHR

1 15 100,000 1,500,000 2 1 250,000 250,000 3 1 50,000 50,000 4 1 400,000 400,000 Total 18 2,200,000

13.4 WATER CONSUMERS

Considering the population of Multan as 1.7 million (2008) and household size of 7.2 persons, the total estimated households are about 236,112. Of these, only 40,942 are connected with the MWASA’s water supply system. The rest 195,170 households are pumping privately resulting depletion of aquifer. The consumer survey conducted by NESPAK in 2002 indicates that there are about 125,538 potential domestic consumers within the MWASA’s jurisdictions. A conservative estimate indicates that there are only 33% households which are connected with MWASA water supply system. The detail of present water supply consumers is given in Table 13.4.

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Table 13.4: Water Supply Consumers by type (2011-2012)

Sr. No. Water Connections Numbers 1 Domestic 40,942 2 Commercial 1,644 3 Industrial 53 Source: MWASA Multan (2011-2012)

13.5 WATER QUALITY

The groundwater quality in Project area, even at shallow depth of 30-60 ft., is sweet (potable). In the central city area, where the pipelines have outlived their life, the contamination of water with the wastewaters is common. The water supply is intermittent and during the non supplying hours, negative pressure builds up in the pipelines, thus the wastewater from the sewerage lines enters the water lines contaminating the supply. Thus, the water quality in central city area is much below WHO Guidelines, with a high content of Arsenic & E-coli, Fecal Coliforms. Table 13.5 shows water quality analysis of tubewell & hand pump source in the Project area.

During monsoons, the problem magnifies and water borne diseases spread. A special programme to ensure the water quality by replacing old dilapidated pipelines has been initiated by the Provincial Government under the “Gastro Programme”.

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Table 13.5: Drinking Water Analysis (2008), Multan

(N)

Sr. 3 F K K

Location Cl Fe Fe Na As Pb pH SO No. TDS Total Total Total E.coli E.coli Source Source NO Turbidity Turbidity as CaCO as Hardness Coliforms Coliforms Units - - NTU ppm ppm ppm ppm ppm ppm ppm ppm ppm ppm ppb MPN/ MPN/ 100 ml 100 ml Maximum Permissible Limits - 6.5- 5 500 250 200 12 250 10 1000 0.3 1.5 10 10 0/100 ml 0/100 ml (WHO Guidelines) 8.5 1 Chah Keemay Wala Opp. Zakaria H.Pump 7.1 42.32 160 38 182 4.40 149 2.60 698 0.85 0.34 16.02 2.10 38 Nil Univ. 2 Bahauddin Zakariay University T.well 7.5 2.06 210 17 49 4.30 81 2.90 428 0.12 0.24 70.35 0.01 5 5 3 Punjab Police Line, Malital Road T.well 7.1 0.63 200 27 76 5.10 123 2.60 468 0.13 0.24 58.30 1.23 Nil Nil 4 Jamia Qasim-ul-Uloom Gul Gusht T.well 7.7 4.35 220 32 73 8.30 120 2.70 530 0.09 0.28 42.32 0.02 38 5 Colony 5 Jamia Masjid Bilal, Tariqabad H.Pump 7.8 0.89 130 16 76 4.90 83 1.90 440 0.06 0.28 45.62 0.00 5 Nil 6 Well-9, C-20, Pak Arab Fertilizer T.well 7.6 0.67 210 28 104 5.10 160 2.20 579 0.40 0.28 35.18 0.06 Nil Nil Corp. 7 WAPDA (NGPS) Piran Ghaib T.well 7.4 0.56 260 47 62 4.60 119 1.80 544 0.13 0.26 37.16 0.00 15 2.2 8 Shah Rukan Alam Colony, G W.Supply 7.6 0.11 120 26 108 5.10 106 2.70 468 0.06 0.33 44.78 0.00 15 Nil Block 9 Nishter Hospital, Multan T.well 7.6 0.61 100 15 106 4.60 80 2.80 474 0.07 0.43 87.70 0.53 2 Nil 10 Well-1, Cantonment Board, Metro T.well 7.5 0.78 140 8 29 4.00 70 3.90 288 0.49 0.18 77.30 0.21 Nil Nil Plaza 11 Ch. Medical Store, Basti H.Pump 7.1 21.60 310 79 126 4.10 230 4.50 828 0.19 0.61 91.35 0.10 2 Nil Khudadad 12 Munir Hotel Opp. Solkex Factory H.Pump 7.2 24.23 270 24 75 4.40 142 4.20 598 0.40 0.34 57.70 1.11 4 2 13 WAPDA Colony, Qasim Pur T.well 7.5 1.45 250 41 42 4.10 117 1.40 485 0.10 0.22 27.45 0.08 Nil Nil 14 132 kV Grid Station, Vehari Road T.well 7.8 1.95 165 32 144 5.10 132 6.80 656 0.60 0.25 4.40 0.01 Nil Nil 15 Ismail Textile Mills (Pvt.) Ltd. H.Pump 7.4 0.14 210 15 23 3.40 42 5.20 376 0.45 0.21 58.55 0.32 Nil Nil 16 Lucky Linker Pesticide Company H.Pump 7.4 0.68 110 25 80 3.20 73 1.40 399 0.48 0.48 32.15 0.61 Nil Nil %age Samples Exceeding Permissible - 0 19 0 0 0 0 0 0 0 44 0 94 0 56 25 Limits Max. Conc. - 7.8 42.32 310 79 182 8.30 230 6.80 698 0.85 0.61 91.35 2.10 Min. Conc. - 7.1 0.11 100 8 23 3.20 42 1.40 288 0.06 0.18 4.40 0.00 Source: Water Quality Monitoring Report, PCRWR, 2008

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with correspondingly low productivity. It lacks defined mechanism to assess staff performance, has no incentives and no human resource development policy exists. Therefore, it is imperative to reorganize MWASA for better efficiency and for implementation of projects on fast track basis. Figure 13.2 shows present institutional set-up of MWASA.

13.8 WATER SUPPLY TARIFF

The current tariff system for water supply by MWASA is based on plot size as given in Table 13.8.

Table 13.8: Tariff Categories

Sr. No. Main Categories Existing Tariff Marla (PKR/Month) 1 0-3 36 2 3-5 60 3 5-10 100 4 10-20 175 5 > 20 250

From the above table, it is evident that current tariffs are not sufficient to cover the cost of operation of water supply services. Further, there has been no revision of water supply tariff since creation of MWASA in Year 1992, whereas electricity, O&M expenditures have increased manifold.

13.9 KEY ISSUES

The key issues to be addressed to improve the existing system are given below:

 Water supplied in central area is polluted and contaminated. Clean water needs to be provided for drinking purpose. High levels of arsenic, E-Coli & Fecal Coliforms have been observed in the drinking water.  No regular testing & analysis of groundwater is conducted. The problems in the quality and mitigation measures are not disclosed to the consumers.  The water losses in the Multan District is 22%, contributing factors are leakages, line losses and illegal connections.  Due to high operation cost, the expenses on Water Supply System (WSS) are quite high while tariff fixed is quite low.  The cost recovery for WSS of MWASA bills is about 60% of the total expenditures.

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13.10 SHORT TERM PLAN (2013-2015)

To improve the existing water supply system at District Multan, there are many projects being implemented under the short term plan (2013-2015). The short term plan includes:  Prime Minister Package (PM Package),  CM Package (Gastro Project),  Southern Punjab Basic Urban Services Project (SPBUSP),  MWASA Annual Development Plan ADP, (2012-2013),  Consultant’s recommendations regarding improvement of water supply system.

13.11.1 Prime Minister Package (PM Package) Realizing the poor condition of existing water supply system and non coverage of sizeable area in the north and south zone, Prime Minister’s Package was implemented in two phases:

 Replacement of out lived existing tubewells (Phase-I)  Water supply system for North Zone (Phase-II)  Water supply system for South Zone (Phase-II).

The major objective was to provide safe drinking water supply to partially served and un-served areas to prevent widespread of water borne diseases. Figure 13.3 shows area coverage under Prime Minister’s Package. The detail of the PM Package for water supply is as under:

a) Prime Minister Package (Phase - I) Under the first phase of PM Package, the replacement of 25 existing tubewells was carried out in Shah Rukne Alam D, G & K Block, Behari Colony, Mumtaz abad, Willayatabad, Timber Market, Al-Sana, Chowk Shaheedan, Old shujabad Road, Aam Khas Bagh, TB Road, Gulberg Colony, Nawab Pur Road, Bosan Road, Lohari Gate, MDA Chowk, Bagh Lange Khan, Eid Gah, Shamasabad etc. at the cost of Rs. 193 million. The detailed of PM Package (Part-I) is given in Table 13.9.

Table 13.9: Prime Minister’s Southern Punjab Development Package Water Supply System of Multan (Phase-I)

Name of Scheme Cost Major Scope of Work Number (million) of Items Replacement of out 193  Replacement of out lived 25 Nos. lived existing tubewells tubewells  Replacement of Machinery 15 Nos.  Supply of New Transformers 10 Nos. (200 kVA)  Installation of Bulk Flow 40 Nos. Meters

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b) Prime Minister Package (Phase-II)

In Phase-II of PM Package, Water Supply System for North Zone and South Zone was covered having total cost of Rs. 1,600.53 Millions. The detail of these schemes is given in the table 13.10.

Table 13.10: Prime Minister’s Southern Punjab Development Package for Water Supply System of Multan (Phase - II)

Sr. Name of Scheme Cost Major Scope of Work No. (million) 1 Water Supply System 890.05 Water supply network 3” to 10” i/d AC 312 km for north zone (Bosan Pipe tubewells of 4 cusec capacity 17 Nos. Road, New Multan Laying of 12” i/d AC pipe for innering 26 kms and Nawabpur Road) Road Construction of OHR (100,000 gallon 05 Nos. capacity) 2 Water Supply System 710.48 Water supply network 3” to 10” i/d for South Zone, A.C Pipe 313 km (Vehari Road, Aziz Tubewells of 4 cusec capacity 10 Nos. Hotel Chowk) Laying of 12” i/d AC pipe for innering Road 17 kms Construction of OHR (100,000 gallon capacity) 04 Nos.

13.11.2 CM Package (Gastro Project)

In CM Package, the replacement of outlived tube-wells, improvement in the consumer services, water supply metering has been proposed. The detail of CM Package is as follows:

 Replacement of outlived water supply lines, including lab & Repair of Overhead Reservoir (OHRs)  Metering of 50,000 households, in three phases (2008-2010), (2010-2011) and (2011-2013)  Conducting consumer survey  Construction of 10 Citizens Facilitation Centers  Providing additional, 25 TWs of 4 Cusecs  Replacement of outlived Tubewells  laying network in unserved area, and replacing where required  Upgradation of water testing lab.  Construction of WASA head office building  Design of Information Management System (MIS) and training of staff

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13.11.3 Southern Punjab Basic Urban Services Project (SPBUSP)

Under Southern Punjab Basic Urban Services Project (SPBUSP), improvements has been made in Water Supply system of Rehmat Colony, Qila Kuhna, Qasim Bagh and New Multan. Figure 13.4 shows area coverage under SPBUSP.

13.11.4 MWASA Annual Development Plan Phase VI

Under MWASA Annual Development Plan Phase-VI, water supply system has been provided in Mohallah Tariqabad, Basti Azadpur, Suraj Miani, Farooqpura, Sabzwari Town etc. Figure 13.5 shows area coverage under MWASA Development Plan Phase VI.

13.12 CONSULTANT’S RECOMMENDATIONS

Following are the recommendations of Consultants under short term plan for the improvement of water supply system of MDA area.

 Conduct consumer survey after every year by the WASA staff and after 5 years through Consultants.  Implement 100% metering of water supply connections on priority basis  Establish / upgrade central water testing lab.  Provision of water filtration plants at union council level where groundwater is not fit for drinking purpose  Institutional strengthening, trainings and capacity building of MWASA, PHED, TMAS and union administration  Monitoring of water quality at sources and terminal points on monthly basis  Revise water tariff periodically after every three years keeping in view the price hike of materials, salaries and fuel/electricity cost.

13.13 DEVELOPMENT PROJECTS FOR MASTER PLAN PERIOD Short-Term (2013-2015)

The short-term plan will be upto 2015, which will include PM Package, CM Package, WASA Development Plan Phase-VI and other projects as given in Table 13.11.

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Table 13.11: Summary Cost Estimate of Water Supply Projects (2013-2015) Sr. No. Items Cost Rs. Million (2013-2015) 1 Water Supply Scheme Phase VI Multan 375.135 2 Consumer Survey and Upgradation of Billing 50 System including Preparation of rational tariff for self sustainability of WASA Multan 3 Completion of water supply projects under PM 1793.53 Package 4 Metering 50,000 households in short-term duration 150 (2013-2015) 5 Provision of lab. for water testing 50 6 Replacement of outlived water supply lines & repair 40 of OHR (10 km) 7 Replacement of outlived TWs (20 Nos.) 180 8 Construction of WASA head office 50 9 Design of Management Information System (MIS) 40 and training of staff Total: 2728.665

13.14 LONG TERM PLAN (2016-2028)

13.14.1 Proposed Water Supply System

In long term plan (2016-2028), water supply system has been proposed in the remaining unserved areas after the implementation of short term plan. Implementation of long term plan will cover all the consumers in the Project area. The Project area is divided into six zones, two zones in north, two in middle and two in south. These six zones are further divided into sub zones A, B, C & D. For these sub zones, water supply system has been proposed considering the land use (residential, commercial & industrial) and trend of population growth in north, south and southeast.

The proposed water supply system is covering an area of 35,781 acres and will serve about 1.6 million people by the year 2028. An average per capita consumption of 50 GPCD has been considered for the proposed system. The water demand for each zone has been worked out and it includes domestic demand, non-domestic demand and unaccounted for water due to water losses in the system. The estimated total water demand comes out to be 436 cusecs and to fulfill this demand; 164 Nos.

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tubewells, 41 Nos. balancing reservoirs and approximately 200 km long main line of AC/uPVC pipe (Diameter range from 100 – 300 mm) have been proposed in the Project area. The water will be supplied through direct pumping and some balancing reservoirs at appropriate locations have been proposed to meet emergency needs in project area. Figure 13.6 shows proposed water supply system in Project area. The detail is as under:

13.14.1.1 Zone – A Main areas included in this zone are, Fatima Jinnah Phase I & II, Southern Bypass, Nayab Town, Kot Rub Nawaz, Raju Town etc.

Salient features of proposed water supply system for Zone – A are as follows:  Total area 8,765 Acres  Design Population (2028) 394,425  Length of Water Supply lines 58.84 km  Diameter range 100 – 300 mm  Number of Tubewells 40 (4 cusecs each)  Water demand 107 cusecs  Overhead Reservoir 10  Reservoir Capacity 1.0 MGD

13.14.1.2 Zone – B Main areas included in this zone are, Fatima Jinnah Housing Scheme, Millennium Housing Scheme, Jan Gull Distributory, DHQ Hospital (proposed), Shorkot Basti.

Salient features of proposed water supply system for Zone – B are as follows:  Total area 14,850 Acres  Design Population (2028) 668,250  Length of Water Supply lines 67.61 km  Diameter range 100 – 300 mm  Number of Tubewells 68 (4 cusecs each)  Water demand 181 cusecs  Overhead Reservoir 17  Reservoir Capacity 1.7 MGD

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13.14.1.3 Zone – C Main areas included in this zone are, Qadir Pur Raan Bypass, MEPCO office, Pak Arab Fertilizers, Jinnah Chowk Flyover and MEPCO Colony.

Salient features of proposed water supply system for Zone – C are as follows:  Total area 11,114 Acres  Design Population (2028) 500,130  Length of Water Supply lines 62 km  Diameter range 100 – 300 mm  Number of Tubewells 51 (4 cusecs each)  Water demand 135 cusecs  Overhead Reservoir 13  Reservoir Capacity 1.3 MGD

13.14.1.4 Zone – D Main areas included in this zone are, Northern Bypass, Head Mohammad WALa Bridge, Rango Shah, Basti Arain and Basti Mohammad Pur.

Salient features of proposed water supply system for Zone – D are as follows:  Total area 1,052 Acres  Design Population (2028) 47,340  Length of Water Supply lines 5.8 km  Diameter range 100 – 300 mm  Number of Tubewells 5 (4 cusecs each)  Water demand 13 cusecs  Overhead Reservoir 1  Reservoir Capacity 0.1 MGD

13.15 CONSULTANT’S RECOMMENDATIONS FOR LONG TERM PLAN Following are the recommendations of the Consultants under long term plan (2016- 2028):  Replacement of worn out water supply lines on need/regular basis  Replacement of existing tubewells after expiry of effective service period (10 years)  Extension of water supply system for 100% population coverage. Integrated Master Plan for Multan (2008-2028) Page 13 - 14 NESPAK - May 2012

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 Provision of water filtration plants at union council level  Updating consumer survey to regularize illegal connections after every 5 years  Launch awareness campaign regarding health hazards due to contaminated water  Restructuring / Reorganization of WASA for enhanced work load.  Development of Management Information System (MIS) & capacity building of MWASA, PHED & TMAs is suggested to be carried out.  Construction of phase-wise complaint centers (9 Nos.) in three phase Phase-I 2016-2020 Phase-II 2020-2025 Phase-III 2025-2028

13.16 DEVELOPMENT PROJECTS FOR MASTER PLAN PERIOD Long Term (2016-2028) The water supply projects for long term plan are given in Tables 13.12-13.14.

Table 13.12: Water Supply (Long Term Plan 2016-2020) (Cost in million Rs.) Sr. Name of Project North Zone Central Zone South Zone Total No. Qty Cost Qty Cost Qty Cost Qty Cost 1 Replacement of Life Expired 10 160 20 320 10 160 40 1040 Tubewells 2 Installation of New Tubewells 19 304 10 160 36 576 65 1040 for unserved areas and population increase for existing network 3 Replacement of life expired 3 12.9 10 43 5 21.5 18 77.4 water supply pipe (km) 4 Laying of water supply pipes 23 98.9 10 43 42 180.6 75 322.5 for unserved area (km) 5 Construction of new reservoirs 5 80 - - 9 144 14 224

Table 13.13: Water Supply (Long Term Plan 2020-2025) (Cost in million Rs.) Sr. Name of Project North Zone Central Zone South Zone Total No. Qty Cost Qty Cost Qty Cost Qty Cost 1 Replacement of Life Expired 10 260 20 520 10 260 40 1040 Tubewells 2 Installation of New Tubewells 20 520 10 260 37 962 67 1742 for unserved areas and population increase for existing network 3 Replacement of life expired 3 21 10 70 5 35 18 126 water supply pipe (km) 4 Laying of water supply pipes 20 140 15 105 44 308 79 553 for unserved area (km) 5 Construction of new reservoirs 6 156 - - 11 286 17 442

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Table 13.14: Water Supply (Long Term Plan 2025-2028) (Cost in million Rs.) Sr. Name of Project North Zone Central Zone South Zone Total No. Qty Cost Qty Cost Qty Cost Qty Cost 1 Replacement of Life Expired 10 220 20 440 10 220 40 880 Tubewells 2 Installation of New Tubewells 17 374 10 220 35 770 62 1364 for unserved areas and population increase for existing network 3 Replacement of life expired 3 18 10 60 5 30 18 108 water supply pipe (km) 4 Laying of water supply pipes 26 156 14 84 40 240 80 480 for unserved area (km) 5 Construction of new reservoirs 3 69 - - 7 161 10 230

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CHAPTER: 14 WASTE WATER SYSTEM

14.1 GENERAL

The higher per capita use of water with the increase in population and improved socio-economic conditions have exerted immense pressure on the city sewerage system. On the other hand, a part of the system is outlived and its capacity has decreased due to additional built-up area and with little additional capacity available in sewers due to saturation of population for which it was designed. As a result, sewer choking causing unhygienic conditions in the city is evident. This situation warrants to improve the existing sewerage system as well as to enhance the sewerage coverage in unserved areas. For this purpose, short term plan (2013-2015) and long term plan (2016-2028) for the improvement of existing sewerage system and providing sewerage facilities in unserved areas for planning horizon (Year 2028) is spelt out in this Report.

14.2 EXISTING SEWERAGE SYSTEM

The current population of the District Multan is over 3 million persons, living in six towns consisting of one major, eleven small urban areas, and 527 rural areas. Out of six towns, Bosan town, Shah Rukan-e-Alam town, Sher Shah town and Musa Pak (Shaheed) town are contiguous and sixty percent (60%) of their population lives in Multan city. The sewerage system of urban areas is managed by MWASA, whereas rural areas and peri urban areas of four towns are managed by the respective Tehsil Municipal Administration (TMAs).

The city has a combined system collecting domestic, industrial and storm water. The sewerage network comprises trunk, sub-main and lateral sewers. Presently, the sewerage network for households and other uses caters about 70% coverage of the population. The existing trunk sewers laid by MWASA, in most of the areas are in poor condition and have outlived their life. In addition, due to illegal pumping of water by the inhabitants, the flow of wastewater is always unpredictable, because of which the problems of stranded wastewater, choked up sewers, contamination of groundwater are evident both in served and unserved area. The detail of the existing sewerage system in Project area is given in the Table 14.1.

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Table 14.1: Existing Sewerage System in Project Area

Sr. No. Description Quantity

1 Trunk Sewers (18" - 72" dia) 200 Km 2 Sub main & Lateral Sewers (9"- 1,004 Km

15" dia)

3 Main Disposal Stations 05

4 Intermediate Pumping Stations/ 02

Lift Stations

5 Sewer Connections 125,985

The existing sewerage system in Project area is shown in Figure 14.1

14.2.1 Trunk and Lateral Sewers

At present, MWASA is monitoring and managing about 1,204 km long sewer lines, of 9 to 72 inch diameter laid from 1978 to 2005 through various phases and sub projects connected with intermediate and disposal stations. The trunk sewers range from 18 to 72 inch. dia of 200 km length and lateral sewers varying between 9 to 15 inches dia with length of 1,004 km to provide sewerage facilities to the people in Multan City.

14.2.2 Lift and Disposal Stations

The sewage disposal system comprises of mobile dewatering sets, lifting pumps, intermediate pumping stations, and the five main disposal works with a total capacity of 360 cusecs. Some of the disposal stations are located within the residential areas and are needed to be shifted. In addition to the main disposal works, there are two intermediate lift stations connected with main disposal stations. Table 14.2 shows detailed description of existing disposal and lift stations.

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Table 14.2: Existing Disposal / Lift Stations in Project Area

Sr. No. Existing Disposal Stations Capacity

(Cusecs)

1 Suraj Miani 109

2 Old Shujabad Road 80

3 Vehari Road 143

4 New Multan 20

5 Samijabad 8

Total Pumping Capacity 360

Existing Lift Stations

1 Chungi No.9 112

2 Kirri Jamandan 36

Total 148

14.2.2.1 Proposed New Disposal Stations In order to cater for the new extended areas as well as balancing the discharge load on the exiting lift stations, following new disposal stations with related area sewers are under construction in the city under Southern Punjab Basic Urban Services Project (SPBUSP) Programme by MWASA, the detail of proposed new disposal stations is given in Table 14.3.

Table 14.3: Proposed New Disposal Stations Maximum Lifting Sr. No. Disposal Stations Capacity (Cusecs) 1 Bosan Road 175

2 Samejabad 100

Total 275

14.2.2.2 Upgradation / Augmentation of Existing Disposal Stations The extension / addition of structures, pumping machinery and diesel generator sets at following existing disposal station has been applied to cater for the increase in discharge reaching at the stations, as the original disposal stations were constructed about 30 years back, which have rendered their ultimate service. These disposal stations are functioning satisfactorily. Table 14.4 shows detail of upgradation of existing disposal stations in Project area.

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Table 14.4: Upgradation of Existing Disposal Stations

Sr. No. Disposal Stations Maximum Lifting

Capacity (Cusecs)

1 Chungi No.9 52

2 Kiiri Jamandan 60

Total 112

14.2.3 Wastewater Treatment

The existing sewerage system of Multan City does not has a proper arrangement for ultimate treatment and disposal of sewage. At present, the raw sewage I wastewater is being pumped into the Chenab River/ Nobahar Canal without treatment thus endangering the river life and the downstream users. The deteriorated water quality in the Chenab River/ other recipient water bodies is harmful not only to their aquatic life but also is a potential public hazard due to the use of contaminated water for irrigation purposes.

Wastewater from Vehari Road being Disposed off in Nobahar Canal

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14.3 SEWERAGE TARIFF

The tariff system for sewerage currently applied by MWASA comprises different categories, which are based on the size of plots connected. The tariff adoption in the past was irregular and present tariffs are not sufficient to cover the cost of operations of sewerage services. Table 14.5 shows present tariff system in the Multan City.

Table 14.5: Domestic Sewerage Tariff

Sr. No. Type of Sewerage Tariff Rate per Month (Rs.) 1 Upto 3 Marlas 21 2 3 to 5 Marlas 34 3 5 to 10 Marlas 56 4 10 to 20 Marlas 100 5 Above 20 Marlas 170

The above table indicates that tariff currently applied for the sewerage system is inadequate. As a part of the strategy to improve MWASA's financial performance, revision of tariff is required which initially is to achieve full cost recovery of O&M costs from self generated revenues and at a later stage, also to cover the capital cost. However, the tariffs to be levied on consumers shall have to reflect the true costs of providing the respective services. The condition is that the Public will be serviced at an affordable cost.

14.4 MAJOR PROBLEMS AND ISSUES

The major problems and issues facing the city in the sewerage sector can be summarized as follows:

 Crown failure of trunk sewers in the reaches near the disposal stations and intermediate lift stations (up and downstream) causing serious maintenance problems  During rainstorms, the undersized sewerage system, which is hardly capable of handling the dry weather discharge, overflows and creates unhealthy environmental conditions  The existing sewerage network in many areas is over 50 years old and need replacement  Inadequate pump operations due to inadequate maintenance  Due to urban expansion, MWASA’s disposal stations are engulfed by developed areas and where ever possible, these should be shifted to suitable locations

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 Ponding problems in low lying areas during rainy season are evident. This problem can be handled by developing new lift stations in the depression areas and joining with main sewerage system  The discharge from the Cantonment area is not considered by MWASA while designing the treatment works, while at many locations, the wastewater from the cantonments also discharges into the MWASA's sewerage system  Untreated sewage discharge into river/canal and in open fields used for down stream irrigation may cause unhygienic conditions and potential health hazards

14.5 SHORT TERM PLAN (2013-2015)

The short term plan (2008-2013) includes Prime Minister Package and Consultant's recommendations regarding improvement of existing sewerage system in the Project area. The details of the short term plan is as follows:

14.5.1 Prime Minister Package (PM Package)

The Prime Minister's Southern Punjab Development Package for Sewerage System of Multan was implemented in two phases. It covers different areas for new sewerage and rehabilitation or improvements in the existing ones. The important development under PM Package is the construction of sullage carrier starting enroute i.e. Sameejabad, Vehari Road, covered drain sewerage from Kirri Jamandan and old Shujabad Road. A sewage treatment plant is proposed to be constructed near Chenab River to treat the domestic sewage generated from south zone for agriculture purpose and disposal of surplus discharge into the river. Figure 14.2 shows area coverage under Prime Minister Package. The detail of the PM Packages is as follows:

A) Prime Minister Package (Phase-I)

Under the first phase of PM Package, Sewerage System along New Shah Shams, Sameejabad, South Zone, North Zone, Bosan Road, Jakhar Pur, Qasim Bela, Muhammad Pur Ghota, Garden Town and provision for Generators sets for existing Disposal Stations were covered, with total cost of Rs. 2,489 millions. The detail of these schemes is given in the Table 14.6.

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Table 14.6: Prime Minister's Southern Punjab Development Package for Sewerage System of Multan (Phase-I)

Sr. No. Name of Cost Areas Served / Relieved Major Scope of Work Scheme (Million Rs.) 1 Sewerage 881  Gulshan-e-Faiz Colony, Construction of Disposal Station 185 cusec System New Muneer Town Land Acquisition 05 acre Shah  Basti Ram Kali Pumping Sets of 20,15,10&5 cusecs 14 Nos. Shamas  Basti Shorkot Gen-Set 635 kVA 02 Nos.  Hazari Town, Jamal Trunk Sewer 24” to 72” i/d 17 km Town Lateral Sewer 12” to 21” i/d 40 km  Karimabad, Dera Muhammadi  Mustafa Town, Jaffar Colony, Lasani Colony  Alaabad, Ghousabad, New Shah Shams 2 Sewerage 256  Sameejabad No.1&2 Sewers 12” to 42” i/d 53 km Scheme  Rehman, Sharif, Din & along Hussain Pura Sameejabad  Javed Nagar, Bilal Pura, Piran Ghaib  Lal Shahbaz Colony, Gulshane Multan 3 Sewerage 335  Chah Lomri Wala, Chah Sewers 9” to 72” i/d 70 km Scheme Sadiq Wala (South Zone)  Khawaja Gharib Nawaz, Chah Jat Wala  Haider Pura Mehmood abad, Alqaim Town  Gharibabad Islam pur, Saeed Colony  Metla Town, Pir Colony No.1,2 & 3, Sultan Pura  Madina Town, Sirajabad, Gausabad  Chah Gehneywala, New latifabad  Faisala Colony, Chah Qadri Wala  Sui Gas Road, Rangeel Pur, Sami Town  Sadiqabad, Rehman Colony 4 Sewerage 337  Northern Bypass, Durana Sewers 27” to 72” i/d 19 km Scheme Langana, Basti Labar (North Zone)  Basti Shore Kot, Matital Road  Bahadar Pur, Bosan

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Sr. No. Name of Cost Areas Served / Relieved Major Scope of Work Scheme (Million Rs.) Road 5 Sewerage 247  Zakariyya Town, Sewers 12” to 24” i/d 57 km Scheme Nasheman Colony, Wazir along Bosan Town Road  Shalimar Colony, Toyata Showroom  Ali Stree, Mauza Neel Kot, Makka Town 6 Sewerage 59  Saeed Colony, Gulshane Construction of Disposal Station 15 cusecs Scheme Shujaat Pumping Sets 10 & 5 cusec 02 Nos. Jakhar Pur  Munawarabad, Bhatti Gen-Set 365 kVA 01 No. Wala Sewers 12” to 18” i/d 06 km  Gausia Colony, Saddiq- e-Akbar Road  Gulistan Cinema, Sher Shah Road 7 Sewerage 90  Muhammad Pur Ghota Construction of Disposal Station 15 cusecs Scheme  Basti Shore Kot, Arjawain Pumping Sets 10 & 5 cusec 02 Nos. Qasim Bela, Sharif Gen-Set 365 kVA 01 No. Muhammad  Qasim Bela, Basti Sher Sewers 12” to 18” i/d 10 km Pur Ghota Shah  Gulshan-e-Iqbal, Chah Hafiz Wala 8 Sewerage 99  Garden Town, Extension Construction of Disposal Station 30 cusecs Scheme Garden Town Pumping Sets 10 & 5 cusec 04 Nos. (Garden  Gulshn-e-Khalaq, Basti Gen-Set 365 kVA 01 No. Town) Ahmed Pur Sewers 12” to 18” i/d 12 km  Zarina Street, Qartaba Mosque  Korai Street, Al-Hamza Mosque 9 Provision for 320.208 Project will regularize the Generator sets 630, 500, 300, 100 12 Nos. Generators power supply at disposal Generator sets 50 kVA 02 Nos. sets for works in full capacity during Const. of Generator sets Rooms 12 Nos. existing power shutdown/failure of Const. of Generator sets Rooms 12 Nos. Disposal electricity Land acquisition for Vehari Road 160 Stations marlas D/S

B) Prime Minister Package (Phase-II) In second phase of PM Package, provision of machinery for over loaded Disposal stations of MWASA Multan, Sewerage Scheme for Middle Zone (Kirri Jamandan), Sewerage Scheme for Areas Adjacent to Inner Bypass (Northern Zone), Construction of sullage carrier starting from Sameejabad Disposal Station to Chenab River including wastewater treatment plant was covered, with total cost of Rs. 13,052.76 millions. The detail of these schemes is given in the Table 14.7.

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Table 14.7: Prime Minister's Southern Punjab Development Package for Sewerage System of Multan (Phase-II)

Sr. Name of Cost Areas Served / Relieved Major Scope of Work No. Scheme (Million Rs.) 1 Provision of 366.125 Rehabilitating of existing  Rehabilitation of Old Shujabad Pumping Machinery for Disposal Stations of WASA Station over Loaded Multan and enhancement of  Rehabilitation of Underpass Pumping Disposal their pumping capacity for Station near Bus Stand Stations of catering the increased load.  Rehabilitation of Vehari Road Pumping WSA Multan Station  Rehabilitation of Sewage Lift Station Purana Burf Khana 2 Sewerage 72.410 Improvement of existing Laying of sewer 9” to 18” i/d 06 km Scheme for sewerage system by Const. of Additional manhole on Middle Zone replacing the outlived sewer existing sewer lines 178 Nos. (Kirri lines to improve problematic Providing grating on open drains 200 Nos. Jamandan), conditions of the area Construction of drain 210 meters Multan 3 Sewerage 411.155 Improvement of existing  Laying of sewer 12” to 54” i/d (19.416 km) scheme for sewerage system by  Construction of pumping station areas providing new liens and  Construction of building, staff quarters adjacent of constructing a sewage  Construction of force main inner bypass disposal station for providing (Northern sewerage facilities to the Zone), unserved area Multan 4 Construction 12203.07 Ultimate disposal of sewerage Land acquisition of pumped from following five 1. Wastewater channel 150 acre wastewater number disposal stations of 2. Wastewater treatment plant 500 acre channel Multan city. Total: 650 acre starting from i. Sameejabad disposal Sameejabad station Construction of wastewater channel 31 km (90 disposal ii. Vehari road disposal to 590 cusec discharge) station to station Chenab iii. Kirri Jamandan disposal Construction of sewage treatment plant (75 River station MGD) incuding iv. Shah Shams through wastewater force main treatment v. Old Shujabad through plant force main

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14.5.1.1 Wastewater Collection and Treatment System

At present, two wastewater treatment plants, one at Suraj Miani under SPBUSP to serve the population in northern zone of the city and second at village Buch & Mirza Pur under PM package to cater the sewage flow of Vehari Road, old Shujabad Road and south zone have been proposed. The proposed treatment plants have been based on the concept of "Waste Stabilization Ponds" with the advantage of adaptability to the local climate, economy of construction and ease of operation and maintenance. The effluent from proposed wastewater treatment plants is designed to comply with the National Environmental Quality Standard (NEQS). The detail of above proposed wastewater treatment plants is as under:

A) Proposed Wastewater Treatment Plant in North Zone (Suraj Miani):

Suraj Miani STP is proposed for North Zone which covers almost 45% of the total population. Most of the wastewater generated is of domestic type. The projected population for STP in northern zone is about 1.53 million (year 2017) with an estimated quantity of 71 MGD wastewater expected to be generated. The sewage treatment plant will cater for sewage coming from Suraj Miani disposal station, Bosan road disposal station and Chungi No.9 pumping station. In order to carry sewage from these disposal/pumping stations, a raised Sullage carrier is also proposed to be constructed from Khan village road to Suraj Miani sewage treatment facility. The raised sullage carrier will start from Bosan road pumping station to be constructed at intersection of Khan village road and northern by-pass. At intersection of Nishat Collage road, sewage from Chungi NO.9 pumping station will be added into it through a sewage drain. This Sullage carrier will carry the sewage upto treatment facility without any further pumping.

Depending upon the nature of the wastewater, following parameters are expected in the domestic wastewater:

 Biodegradable Organics (BOD and COD)  Suspended Solids (SS)  Nitrogen and Phosphorus (N & P)  Oil and Floating materials  Pathogens

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The treated effluent will be ultimately disposed off in the Chenab River for the reuse irrigation purpose in the downstream areas. Figure 14.4 show layout of waste stabilization ponds in north zone.

280m 1207m

(5m x 2m)

SULLAGE CARRIER BY PASS INLET DRAIN

(2.5mx2mm) 35 45 DRAIN (5mx2m) 91 87m

35 5 5

67m 604m 181m

26 67m 16 181m

TO RIVER 102 CHANAB 12 3 18

Figure 14.4: Waste Stabilization Ponds (Proposed Layout in North Zone)

B) Proposed Wastewater Channel/Sullage Carrier in South Zone Due to direct disposal of south zone pumping stations (5 Nos.) into canals or agriculture fields causing in sanitary conditions to the Public as well as major cause of spread of communicable diseases, a wastewater channel from Sameejabad disposal station to Chenab River including sewage treatment plant (STP) has been proposed under PM package. The wastewater channel is designed to serve a projected population of 3.67 million upto year 2030 in southern zone of city with capacity of 786 cusecs. The wastewater channel will cater for the sewage from the following pumping stations:

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Master Plan Report Ch # 14: Waste water System

- Proposed Jahangirabad pumping station through force main - Under construction Sameejabad pumping station through force main - Existing Vehari road pumping station through force main - Existing Kirri Jamandan pumping station through gravity - Under construction Shah Shamas pumping station through force main - Existing Farooq pura pumping station through gravity - Existing old Shujabad pumping station through force main - Proposed Muzaffarabad pumping station through gravity.

The length of the wastewater channel is 30.2 km with a rectangular X- Section. It is constructed in brick masonry with a hydraulic size of 4.30m x 1.32m to 12.20m x 2.04m. The total depth of the carrier is 2.41 m-5.8m. A road width of 4.5m will be maintained along waste water channel. There will be 70 road crossings along the channel, with one crossing at Shujabad Canal(Syphon), 115 Water courses crossings, 02 Railway Crossings and 02 Sui Gas line crossings. Figure 14.5 shows wastewater channel/sullage carrier in south zone.

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SAMEEJABAD D/S (90 CUSEC) KIRRI JAMANDA D/S 0+000 RAILWAY LINE (71 CUSEC)

FAROOQ PURA P/S (4.3m x 3.2m) (13 CUSEC) MUZAFFARABAD D/S 2+613 VEHARI ROAD D/S (100 CUSEC) 5+213 (144 CUSEC) 5+013 (6.0m x 1.71m) OLD SHUJABAD D/S (7.40m x 1.71m) SHAH SHAMASH (116 CUSEC) COLONY D/S 9+913 10+513 (156 CUSEC) (10.40m x 1.71m) (10.60m x 1.71m)

CHENAB RIVER

(10.60m x 1.96m)

BUND

PROTECTION SHUJABAD

CANAL

RAILWAY LINE

21+330

(786 CUSEC) SYPHON 24+954 28+870

(12.20m x 2.04m) (11.80m x 1.97m) PROPOSED SITE FOR

30+254 WASTE WATER TREATMENT PLANT

Figure 14.5: Wastewater Channel/Slullage Carrier in South Zone

C) Proposed Wastewater Treatment Plant in South Zone In order to treat the raw domestic sewage in south zone, a wastewater treatment plant has been proposed at village Buch & Mirza Pur near Chenab River. The major objective of construction of this STP is to improve the environmental conditions in the city and its surroundings, therefore, the implementation of the proposed project would pose an overall positive impact on the residents of Multan and downstream population living along Chenab River.

The wastewater treatment plant is designed for a population of 2.74 million having a Design Flow of 117 MGD with a design period of 10 years (upto 2020). The design flows of all the pumping stations in south zone are given in Table 14.8. The components of STP will include collection chamber, screening and grit chamber and waste stabilization ponds. WSP will consist of a series of anaerobic, facultative and maturation ponds. There are 80 anaerobic ponds of size 87m x 48m and 40 facultative ponds with size of 397m x 103m proposed in the system. The total area required for the treatment plant is 626 acres. The plant is designed to treat the domestic sewage as

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per effluent quality requirements i.e. NEQS. Figure 14.6 shows layout plan of STP in south zone.

Table 14.8: Design Flows into the Sullage Carriers upto Sewage Treatment Plant (Year 2020)

Sr. No. Pumping Station Area (Acres) Population Average Domestic (Persons) Sewage Flow (MGD) 1 Jahangirabad 3,016 337,616 8 2 Sameejabad 2,655 297,265 12 3 Pak Arab Fertilizer - - 3 4 Vehari Road 4,527 506,751 20 5 Kirri Jamandan 2,236 250,297 10 6 Shahshams Colony 4,900 548,505 22 7 Farooqpura 351 39,311 2 8 Old Shujabad 3,649 408,468 16 9 Muzaffarabad 3,150 352,610 14 Total: 24,484 2,740,823 117

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Master Plan Report Ch # 14: Wastewater System

BOUNDRY WALL

WIDTH=12.2m WASTE WATER CHANNEL CHANNEL WATER WASTE FACULATIVE PONDS

ANAEROBIC PONDS

FACULATIVE PONDS

WIDTH 12.2m WIDTH BY PASS DRAIN DRAIN PASS BY

PROPOSED PROTECTION BUND

LEGEND: WASTE WATER CHANNEL WIDTH 12.2m C H E N A B R I V E R BY PASS DRAIN WIDTH 12.2m INLET DRAIN D1 WIDTH 12.2m OUTLET DRAIN D2 WIDTH 3.5m

OUTLET DRAIN D3 WIDTH 5.5m TORIVER CHENAB

Figure 14.6: Layout Plan of STP in South Zone

14.5.2 Consultant’s Recommendations

Following are the recommendations of Consultant for short term plan:

 Up-gradation of existing sewerage system for the improvement of environmental conditions & hence reducing the direct health hazards within the residential areas  Revise sewerage tariff on periodic basis after every two years  Conduct periodic water quality monitoring of Chenab River and canals for urban/industrial pollution on bi-annual basis  Institutional strengthening, training and capacity building of operating and maintenance sewerage staff/technical managers of MWASA, PHED, TMAs and union administration to implement the projects on fast track

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basis.  Establish central sewage testing lab.  An awareness campaign should be launched to provide information to all stakeholders on pollution levels, health hazards and ecosystem degradation. The campaign should include an advocacy component to help build support for pollution control measures.

14.5.3 Development Projects for Master Plan Period Short Term (2013-2015) The short term plan will be upto year 2013-2015, which will include PM Package and other projects as described below in Table 14.9.

Table 14.9 Summary Cost Estimate of Sewerage Projects (2013-2015)

Sr. No. Items Cost Rs. Million (2013-2015) 1 Rehabilitation / Replacement of outlived sewer 450 (north zone) 2 Rehabilitation / Replacement of outlived sewer 300 (south zone) 3 Rehabilitation / Replacement of outlived sewer 300 (central zone) 4 Consumer survey and upgradation of billing system 50 including preparation of rational tariff for self sustainability of WASA Multan 5 Construction of sewerage system incuding disposal 2000 station for areas along southern by pass road, Multan 6 Completion of on going sewerage projects under 15,541.76 PM Package Phase I & II 7 Design of Management Information System (MIS) 40 and training of staff 8 Improvement / upgrading pumping station 500 9 Water quality monitoring of Chenab River 20 10 Provision of lab for sewage testing 50 11 Awareness campaign regarding pollution levels and 20 hazards due to untreated waste water Total: 19,271.76

14.6 LONG TERM PLAN (2016-2028) 14.6.1 Proposed Sewerage System In long term plan (2016-2028), sewerage system has been proposed in unserved areas remaining after the implementation of PM package and SPBUSP and will provide 100% coverage of sewerage facilities to the population upto the planning horizon. The Project area is divided into six zones, two zones in north, two in middle and two in south. These six zones are further divided into sub zones A, B, C, D, E, F & G. For these sub-zones,

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sewerage system has been proposed considering the land use (residential, commercial and industrial). The proposed sewerage system comprises sewage collection (sewerage network), disposal and its treatment. The collection system will consist of laterals, sub-main and trunk sewers and sewage lift and pumps stations. The sewage generated will be disposed off in PM Package sullage carrier in south zone and in SPBUSP channel in north zone. It is pertinent to mention here that capacities of sullage carrier under PM Package and SPBUSP channel are inadequate to cater the flow generated from proposed zones, thereby, there is need to remodel these sullage carriers to cater the flow of Master Plan proposed zones. Further, wastewater treatment plant capacities at Suraj Miani and at Buch & Mirza Pur village are not sufficient to accommodate the flow of proposed zones, therefore, above wastewater treatment plants need to enhanced its capacity and for that purpose, redesign of wastewater treatment plants is required. The proposed sewerage system has been discussed in the subsequent sub section.

14.6.1.1 Collection System (Sewerage Network) The topography of the study area indicates that area slope varies from north to south. The areas of Basti Mullanwal, Sharifabad, Chah Bhawala Wala, Wahid Bakhshwala and Basti Chah Maulawi Wal are relatively on higher elevation while the areas of Hussain Wala, Bharki Wala Khu and Aftab Town are on lower elevation. The average natural slope is quite adequate to lay the gravity sewers at natural available slope. The proposed sewerage system is covering an area of 30,158 acres and will serve about 1.2 million people by the year 2028. The estimated sewage flow comes out to be about 306 cusecs. The flow rate from residential areas is based upon the respective total water supply demands of the area. The quantity of the return flow has been assumed to be 80% of the total water demand. An infiltration rate of about 5% of average daily sewage flow has been applied for sewerage system. The system has been designed to accommodate controlled amounts of storm water and a storm allowance of 33% of Peak Sewage Flow has been considered. The proposed wastewater system is designed to handle peak flows equal to the average daily flow multiplied by a peak flow factor. The domestic sewage generated from proposed zones will be treated through already proposed wastewater treatment plants at Suraj Miani and Buch & Mirza Pur village. The wastewater after treatment will be reused for irrigation of crops or ultimate disposal into Chenab River. Figure 14.7 shows proposed sewerage system in Project area. The detail of proposed sub zones (A, B, C, D, E, F & G) is as under:

I) Zones A, B, C, D (North)

Main areas included in this zone are Sharifwala, Basti Ratta, Basti

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Nihalywala, Iqbal Nagar, Ahmad Pur, Dil Khuchal wala etc. The salient features of proposed sewerage system for Zones A, B, C, D are as follows:

 Area served 12,812 acres  Design population (2028) 564,591  Design flow 133 cusecs  Sewer lines 40 km  Diameter range 15” – 72”  Lift stations 01  Capacity of lift station 84 cusecs  Disposal Stations 02  Capacity of Disposal Stations 133 cusecs  RCC Channel 9’ x 3.5’ Deep (10.9 km) 5’ x 2’ Deep (5.87 km) II) Zones E, F, G (South) Main areas included in this zone are Piranwala, Shehbazwala, Chah Bahawala, Basti Hazar Shah etc. The salient features of proposed sewerage system for Zones E, F, G are as follows:

 Area served 17,346 acres  Design Population (2028) 683,101  Design flow 173 cusecs  Sewer lines 43 km  Diameter range 27” – 48”  Lift stations 01  Disposal station 02  Capacity of disposal stations 173 cusecs  RCC channel 6’ x 3’ Deep (3.6 km) 6’ x 5’ Deep (3.1 km) 6’ x 7’ Deep (5.7 km) 6’ x 8’ Deep (1.9 km) 8’ x 8’ Deep (3.9 km)

14.7 CONSULTANT'S RECOMMENDATIONS FOR LONG TERM PLAN The Consultant’s recommendations for the improvement of sewerage system for long term plan are as under:

 Laying of proposed trunk sewers & development of disposal stations in five (05) years (2016-2020)  Laying of laterals & development of wastewater treatment plant in five (05) years (2023-2028)

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 Periodically revise sewerage tariff preferably after every two years  Conduct periodic water quality monitoring of Chenab River and canals for urban / industrial pollution on bi-annual basis  Institutional strengthening, training and capacity building of O&M sewerage staff / technical managers of MWASA, PHED, TMAs.

14.8 DEVELOPMENT PROJECTS FOR MASTER PLAN PERIOD Long Term (2016 – 2028)

The sewerage projects for long term (2016-2028) are given in Tables 14.10-14.12.

Table 14.10: Sewerage (Long Term Plan 2016-2020) (Cost in million Rs.) Sr. Name of Project North Zone Central Zone South Zone Total No. Qty Cost Qty Cost Qty Cost Qty Cost 1 Rehabilitation of existing 5 145 20 580 5 145 30 870 sewerage system/replacement of life expired sewers (km) 2 Extension of sewerage system 13 377 10 290 15 435 38 1102 for unserved areas (km) 3 Construction of new disposal 1 425 0 - - - 1 425 stations

Table 14.11: Sewerage (Long Term Plan 2020-2025) (Cost in million Rs.) Sr. Name of Project North Zone Central Zone South Zone Total No. Qty Cost Qty Cost Qty Cost Qty Cost 1 Rehabilitation of existing 5 230 20 920 5 230 30 1380 sewerage system/replacement of life expired sewers (km) 2 Extension of sewerage system 15 690 15 690 17 782 47 2162 for unserved areas (km) 3 Construction of new disposal 1 432 - - 1 306 2 738 stations 4 Replacement of machinery at 3 405 3 405 4 540 7 1350 disposal stations (15 cusecs capacity)

Table 14.12: Sewerage (Long Term Plan 2025-2028) (Cost in million Rs.) Sr. Name of Project North Zone Central Zone South Zone Total No. Qty Cost Qty Cost Qty Cost Qty Cost 1 Rehabilitation of existing 5 200 20 800 5 200 30 1200 sewerage system/replacement of life expired sewers 2 Extension of sewerage system 11 440 14 560 13 520 38 1520 for unserved areas (km) 3 Construction of new disposal - - - - 1 1384 1 1384 stations 4 Replacement of machinery at 2 240 3 360 4 480 6 1080 disposal stations (15 cusecs capacity)

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Master Plan Report Ch # 15 : Solid Waste Management

CHAPTER: 15

SOLID WASTE MANAGEMENT

15.1 GENERAL

The master planning of Solid Waste Management (SWM) sector envisages the improvement in Multan City through capacity enhancement of the City District Govt. Multan. This will help improve the quality of life by minimizing health hazards and improving the overall environment.

There have been continuous efforts in the past to improve the situation. The efforts made by PMDFC, EPD and ADB’s project named SPBUSP are of special mention in this regard. A short account of these efforts alongwith the existing system with upto date facilities provided and an account of the projects in pipeline is presented in the following sections. And based on this information master plan is prepared with short term and long-term measures.

After preparing the cost estimate for the requirements of the plan period, PC-1 has been prepared. Detailed account of this sector appears separately in Action Study.

15.2 QUANTITIES AND CHARACTERISTICS OF SOLID WASTES

To evaluate the present SWM system and to propose appropriate technology and management measures, it is necessary to know the daily generation rate, physical composition and density of solid wastes.

The present population in the year 2010 served by CDG Multan is 1,858,286. This includes both the Multan City and part of Cantonment area and some adjoining inhabitations administered by MDA. This figure is obtained by extrapolating the population in the year 1998 (The details are shown in Chapter 2). Taking an average generation rate 0.5 kg /capita /day the total generation per day is 929 tons presently.

A study conducted by NESPAK in the report on “Model landfill site for Multan” (1) prepared in year 2007 for determining the physical composition shows that wastes reaching the disposal site contain 44% putrescibles 56% non-putrescibles including polyethylene bags and other plastics 6% and inert material 40% .

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15.2.1 Density Density of solid waste varies will degree of compaction, moisture content and composition of wastes throughout at storage, collection and disposal stages. The average values obtained at the various stages are shown in Table 15.1.

Table 15.1 Density of Solid Waste at Various Stages

Stage Collection Density Kg/m3 Range Average Hand Carts 150 – 250 200 Donkey Carts 250 – 350 300 Tractor-Trolleys 400 – 500 450 Hoist trucks 500 – 600 550 Dumpers 550 – 650 600 Disposal (Open dumps 1000 – 1300 1200 after natural compaction) Source: Southern Punjab Basic Urban Services Project.[2]

15.3. EXISTING SOLID WASTE MANAGEMENT SYSTEM

15.3.1 Storage and Collection of Municipal Wastes

At present there are approx. 20 filth depots. These are mostly open places used through years long practice. Besides that a number of 7-m3 steel containers have been recently added under SPBUSP. Apart from these filth depots and containers many unauthorized street side heaps are made. Different types of collection vehicles like hoist trucks haul the loaded steel containers to disposal site, while tractor trolleys, dumper trucks are deployed with the help of mechanical loaders at the filth depots. Primary collection is partially provided by use of hand carts. The total weight carried by collection vehicles is approx. 630 tons/ day and obtains an efficiency of about 68%.

15.3.2 Street Sweeping

Because of high proportion of domestic and commercial waste thrown in the streets, the sweepers have enormous work. They create small heaps later to be taken to the filth depots and steel containers by hand carts and bullock carts,

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15.3.3 Recycling

The recovery and recycling of materials like glass, paper, plastics and materials takes place at all stages of the waste management system encompassing premises, road side heaps, filth depots and finally at disposal sites. This is being performed by scavengers.

15.3.4 Disposal

Disposal of solid waste is carried out in the form of open dumping along the roads, in low lying areas, vacant plots and fields haphazardly. A large low lying area within Shah Rukn-e-Alam Colony K-Block has been filled recently and now the waste is being dumped at various small depressions around the city haphazardly. The major sites being used are:-

i) Shah Qadri area along Old Shujabad road and ii) Boa Pur near Pak Arab Fertilizer.

A large area has been acquired under SPBUSP project at two different locations, one at Habiba Sayal along Vehari road and another at Laber Morr along Shujabad road. The work of development of a proper landfill site at Habiba Sayal along Vehari road has been completed.

15.3.5 Workshops

City District Govt. (CDG) Multan also maintains a small workshop. This workshop has one motor transport officer one foreman one head mechanic, two carpenters two mechanics and six helpers, facilities for minor repair are provided only. A new site is being prepared for central transport workshop in Shamsabad. The total area being used is of two kanals. Besides that a mobile workshop is also being provided under Prime Minister’s package.

15.3.6 Organization.

The District Officer Solid Waste Management is incharge of solid waste management system in Multan. He is assisted by two sanitation officers, 8 assistant sanitation officers. 16 sanitary inspectors 73 sanitary supervisors, 43 drivers and 1600 sanitary workers, 65 compost beldars and workshop staff.

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15.3.7 PERFORMANCE ANALYSIS OF THE PRESENT SYSTEM

Total waste collected per year = 630 x 365 = 229950 M.Tons (for year 2008-09)

Total expenses per year = 431,554,000 (for year 2009-10)

(i) Cost/ton = 431,554,000 = Rs. 1877 229950 (ii) Cost/ inhabitant/ year = 431,554,000 = Rs. 232 1858286

House hold size = 7.5

(iii) Cost/ household/ month = 232 x 7.5/12 = Rs. 145

(iii) Staff/ 1000 population = (1828/1858286) x 1000 = 0.98

(iv) Collection efficiency = Waste Collected x 100 Waste Generated

= 630 x 100 = 68% 929

These parameters can be arranged in a tabular form as below:

(i) (ii) (iii) (iv) (v) Cost/Ton Cost/Inhabitant/ Collection Cost/ Household/ Staff/1000 Year Efficiency Month (Rs.) Population Rs. 1877 Rs. 232 68% 145 0.98

15.3.8 Community Participation

Community participation needs to be encouraged at every level of SWM. No such efforts have been made in this city uptill now.

15.3.9 Private Sector Involvement

Solid waste collection and disposal had been contracted out for a small portion of the city in the past. This did not however work to the satisfaction and has been discontinued.

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15.4. PROJECTS IN PIPELINE.

15.4.1 SPBUSP Phase II After provision of 80 steel containers 10 hoist trucks four mechanical sweepers, ten mechanical loaders and 144 handcarts during SPBUSP Phase-1 there is quite an improvement in the system. Some of more such vehicles and equipment were due under SPBUSP phase-II. which could not be materialized due to shortage of funds. Only handcarts have been provided in Phase-II.

15.4.2 CDG -3 years plan

The CDG has also submitted its s3 years plan for improvement of SWM in the city. This will be materialized after duly considering the input through SPBUSP Phase-II.

15.4.3 Development of land fill site at Habiba Sayal

Landfill site at Habiba Sayal along Vehari Road has been developed under SPBUSP as already mentioned under section 3.4.

15.5. PROPOSED SOLID WASTE MANAGEMENT SYSTEM

15.5.1 Proposed System Strategy

Solid waste management services should be provided such as to secure maximum benefits at minimum cost and to be compatible with local circumstances using appropriate technology. This requires the most cost effective system for solid waste collection, which mostly should consist of communal containers to which the inhabitants will bring their wastes. However, to be more effective the containers must be located within easy reach of each premise and must have easy access to be loaded even by children.

The system should also (i) be in conformity with hygienic standards; (ii) absorb satisfactory features of the existing system; (iii) be economically sound;(iv) attract public support for successful operation;(v) adopt appropriate technology maintainable locally;(vi) provide for continuous planning activity to maintain the highest level of efficiency and economy and;(vii) be capable of phased introduction.

15.5.2 Need for Phased Introduction

The new system is not envisaged to replace the existing system immediately. Rather, it would be more suitable if the system is introduced gradually, as is being done, so

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that the concept involved can be assimilated and appreciated, and if necessary modified before extending the method to the whole city. This approach will enable. - Satisfactory arrangement for adequate funding of new services. - Estimating the new manpower requirements for adjusting the number of employees - Training of the staff with new concepts. - Adoption of community participation to be obtained - Careful deployment of equipment and vehicles to acquire full benefits of the new scheme. - Assessment of needs for competent workshop personnel and suitable equipment for speedy repair. - Good record for a better planning.

15.5.3 Projections for Solid waste generation rate, quantities stored, collected and disposed

Generation rate has been assumed as 0.5 kg/ capita /day. The figure is quite reasonable for planning purposes as already mentioned in section 2. With the rise in living standard, it is expected to increase in future. Therefore a nominal increase has been assumed after every three years which will bring the expected generation rate to 0.54 kg/ capita/ day in year 2028. With the basic philosophy that all the wastes are never collected under local conditions, it is estimated that to the max. 80% of the total wastes generated will be collected. Out of which 60% will be composted and 30% land filled. The remaining 10% will be recycled in one way or the other. The future projections on these criteria are shown in Table. 15.2 and are summarized below:-

Projections for short term planning period (2008-2013)

Waste generation rate range. 0.5 – 0.54 kg/ capita/day Daily Generation range 911 – 1392 tons Percentage of waste collected 80%

15.5.4 Town Planning Characteristics

According to the town planning characteristics, the city is divided into old settlement areas with narrow streets (1-2 metres), semi-developed areas where population density is high but where wider streets allow placing of communal containers, and modern residential areas where population density is low and house to house collection becomes necessary.

15.5.5 Storage and Collection

The storage and collection of solid wastes in Multan is planned to get rid of the littering habit of the people and manual loading of large collection vehicles. The plan is presented in a flow diagram shown in Table 15.3. It is split in two stages i.e. primary and secondary. In the primary stage, storage will be in the form of makeshift

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TABLE 15.2 SOLID WASTE GENERATION, STORAGE COLLECTION, DISPOSAL RATES PROJECTIONS FOR THE CITY OF MULTAN.

Generation Collection rate 2 Composting Sanitary Land filling rate 3

Year Population (kg/ Daily Daily Yearly Tons/ day Yearly 4 Yearly 5 Cumulative 1 capita (Tons) (Tons) (Tons) (Tons) (m3) (m3) day)

2009 1821820 0.5 911 729 265986 437 79796 66496 66496 2010 1858286 0.5 929 743 271310 446 81393 67827 134323 2011 1895484 0.5 948 758 276740 455 83022 69185 203508 2012 1933426 0.5 966 773 282280 464 84684 70570 274078 2013 1972128 0.51 1005 804 293690 482 88106 73422 347500 2014 2009519 0.51 1025 820 299257 492 89777 74814 422314 2015 2047620 0.51 1044 835 304932 501 91479 76232 498547 2016 2086443 0.51 1064 851 310713 511 93214 77678 576225 2017 2126002 0.52 1105 884 322812 531 96844 80703 656928 2018 2166309 0.52 1126 901 328932 541 98680 82233 739161 2019 2205338 0.52 1147 917 334858 550 100458 86714 822875 2020 2245070 0.52 1167 934 340891 560 102267 85223 908098 2021 2285517 0.53 1211 969 353707 581 106112 88427 996525 2022 2326694 0.53 1233 986 360079 591 108023 90020 1086547 2023 2368613 0.53 1255 1004 366566 602 109970 91642 1178187 2024 2409278 0.53 1277 1021 372860 613 111858 93215 1271402 2025 2450641 0.54 1323 1059 386417 635 115925 96604 1368006 2026 2492715 0.54 1346 1077 393051 646 117915 98263 1466269 2027 2535510 0.54 1369 1095 399800 657 119940 99950 1566219 2028 2579041 0.54 1392 1114 406663 668 121999 101666 1667884

Notes: 1. Annual growth rate as per Table 2.2. 2. Collection rate is 80% of Generation rates 3. 60% of Collected wastes will be composted. 4. 30% of Collected wastes will be land filled. 5. Density of wastes in the Land fill is assumed as 1.2 tons/m3

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Table No. 15.3 Proposed Solid Waste Management System for Multan

Types Primary Storage and Collection Secondary Storage Transfer and Disposal and Collection Transport Areas of Storage at Collection Storge on Collection Sources Premises/ form Premises/ road side from road Street sides Street sides sides

Residences/ Make shift type Manually/ 7 m 3 Hoist 20m 3 Composting/ shops container/ small Hand carts/ Containers Trucks container, Sanitary open heaps Auto rick-shaws arm-roll Land filling Narrow Street vehicles Areas

Street Small open Hand carts 7 m 3 Hoist 20m3 Composting/ Sweeping heaps/ Containers Trucks container, arm- Sanitary Litter bins roll vehicles Land filling

Residences/ Make shift type Manually 7 m3 Hoist 20m3 Composting/ shops container/ small Hand carts Containers Trucks container, arm- Sanitary open heaps Auto rick-shaws roll vehicles Land filling Wide Street Areas Manual Street Small open Hand carts 7 m 3 Hoist 20m 3 Composting/ Sweeping heaps Containers Trucks container, arm- Sanitary Litter bins roll vehicles Land filling

Mechanical Street 7 m 3 Hoist 20m 3 Composting/ Trucks sweeping Containers Container, arm- Sanitary roll vehicles Land filling

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type containers used in the individual premises and waste collected from there manually or through hand carts and auto-rickshaws will be transferred to the communal storage containers on the roadsides. The auto-rickshaws are supposed to replace handcarts partially in the long run. To introduce these vehicles only 73 auto- rickshaws are included in the short term plan.

In the secondary stage communal storage containers will be served by motor vehicles and the wastes shifted to transfer stations or directly to disposal sites.

Three different options available in the market were considered at secondary stage

a) Option -1 (Storage in 5m3 containers, collection by arm-roll vehicles) b) Option -2 (Storage in 5m3 containers, collection by tractor-container-carrier) c) Option -3 (Storage in 7m3 containers, collection by hoist trucks)

15.5.6. Selected Option

The capital and recurring cost was calculated for each option, and option-3 as already being employed in the city was found to have lowest annualized cost. The size of the container has been adjusted according to the requirements of CDG to reduce transportation cost. But there is also a need to change the design of the containers. These containers are not filled to the capacity due to their opening on one side upto the bottom for unloading the handcarts directly in the containers. Fixed cover provided partially at the top of these containers is another reason for this. The new design is without cover and allows the waste to be loaded throughout from the top. Cover will be provided by a net during transportation.

15.5.7 Street Waste Management

There is need to increase the efficiency of sweepers by providing them with suitable contrivances i.e, long handled brooms, lifting pans or synthetic sheets and hand carts and where possible mechanical sweepers should replace manual sweeping. According to the local conditions 6 mechanical sweepers are proposed to be used upto year 2013.

Besides that to decrease load on street sweepers small litter bins will be provided for pedestrians’ use. The owners of animal carts will be directed to provide suitable dung containment bags at the animals’ backs. Passenger vehicles owners will be directed to maintain suitable bags/ containers for use by the passengers.

15.5.8 Litter Bins

For pedestrians’ convenience 20-30 litre capacity litter bins should be provided at appropriate locations throughout the city. This will help in keeping the streets clean and litter free.

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15.5.9 Vehicles and Equipment Requirements for Street Waste Management

As mentioned above litter bins need to be provided for pedestrians, brooms and pans with hand carts to sweepers for manual sweeping 5 water sprinklers to keep the dust down and 6 mechanical sweepers for sweeping carpeted roads.

15.5.10 Arrangements for Complaint Cells

At times there are complaints against timely collection service. The CDG also holds Juma Bazars, Sunday Bazars etc. for public convenience. In such situations there is a need for establishment of a complaint cell with additional facilities. The CDG is already maintaining 5 suzuki pickup dampers for this purpose. For more elaborate arrangement 10 suzuki pickup dumpers will be required upto year 2013.

15.5.11 Resource Recovery

The present practice of recovery of recyclable materials at source and through scavengers may be allowed to continue, as it decreases the loads and provides chances of reutilization of resources and creates self employment. The resource recovery can be made more efficient by educating the public to adopt 3 Bin System at the premises. One bin for putrescibles (wet waste) second for recyclables (dry waste) and third for polyethylene bags exclusively.

15.5.12 Transfer Stations

Transfer stations are needed, when the disposal sites are at long distances, and it becomes un-economical for the normal collection vehicles to reach there. Two transfer stations, one each on the way to the two landfill sites, are to be provided in Multan. The size of the transfer container is kept as 20m3 and arm roll type vehicles will be used to carry the containers to disposal sites.

The tentative locations for the purpose include: i) near Water Works ii) near Bridge across railway track on old Shujabad road. iii) near Vehari Chowk. iv) at the Corner of Aam Khas Bagh

15.5.13 Disposal

There are three alternatives to deal with the disposal of solid wastes in scientific manner. 1. Compositing 2. Incineration 3. Sanitary land filling.

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Sanitary land filling is the cheapest of all if suitable land is available at reasonable distance and cost as well. This is used almost in 80% of the cases throughout the modern world. A suitable site named Habiba Sayal is available at appropriate distance along vehari road . The work has already been started on this site while the acquisition of land at Labar Morr along Shujabad road has not been accomplished. Both the sites collectively will meet the demand upto year 2025 as envisaged in the study conducted under the sponsorship of EPD (1). For additional (requirement after the year 2025 more land is needed to be acquired.

Composting is another viable alternative which provides recycling of the putrescible content. But costs of a modern plant are prohibitive under local conditions. Windrow composting may be tried on pilot scale if non-putrescible waste can be segregated easily. It will be more useful when sewage can be added by siting the composting plant near sewage disposal stations and this was done in case of Multan by the sponsorship of Global Environmental Facility (GEF) but the effort has failed. Under the new plan the newly selected sanitary landfill sites are partially to be used for establishing semi-mechanized composting plants as proposed by NESPAK in their study on disposal of solid waste (1).

Incineration is an extremely expensive alternative. The calorific value of local solid wastes is very low to make the combustion process self-sustainable. This option is only feasible for medical waste disposal. An incinerator has been provided in Nishtar hospital for the purpose. But its use has not been made to the required extent. An expert’s services are to be acquired to solve the problem.

15.5.14 Selected Disposal Option and Physical Requirements

Sanitary land filling alongwith composting will be the most suitable method for Multan and is therefore recommended as already proposed by NESPAK. .

On the basis of physical composition it is estimated that 60% of the waste including putrescible and some non-putrescible fines will be composted 30% land filled and 10% recycled. Accordingly total amount of solid waste generated, collected, and reaching the composting plant and landfill sites have been estimated in table 15.2.

Using an average density of 1.2 tons/ m3 , and average depth of 5 meters, this requires an area of 82 acres for land filling. The composting plant will be accomodated in the same place which is allocated for sanitary landfill.

15.5.15 Proposed Sites for Sanitary landfills and Composting

As already mentioned above, one site near Habiba Sayal is being developed, while the process of acquisition of site near Labar Morr is in progress.. These sites will be Integrated Master Plan for Multan (2008-2028) Page 15- 11 NESPAK – May 2012 Master Plan Report Ch # 15 : Solid Waste Management

enough to cater the needs for the city upto year 2020 as envisaged by the study conducted by NESPAK(1). However for additional requirement after the year 2020 more land needs to be acquired.

15.5.16 Reduction of Land fill area Requirements

As the solid wastes of the city contain almost 44% putrescible content, if regular composting process is not applied, sanitary land-filling operation may be performed semi-aerobically which will also produce compost by natural decomposition over a longer period, say two to three years. Farmers being conversant with the use of manure, can use it as land conditioner. And alternately it can be used as cover material for sanitary land fill operation. In this way the available sites for sanitary land fills will be used for longer period and there will be no need for additional land for the plan period.

15.5.17 Biogas Production

As Multan receives very scarce rainfalls, it would not be economical to do gas extraction and so no recovery systems are proposed. Never the less system for gas release has to be provided as already done to take care of any possible releases.

15.5.18 Leachate Collection and Treatment System

To minimize leachate generation storm water run off from adjacent land has been arranged to be diverted by providing drainage channels around the land-fills. To minimize the seepage from the top, proper covers are provided. And in addition to that 0.3 metter thick clay lining is provided at the bottom. If produced, the leachate recovery has been provided through a pipe network at the bottom and its recirculation through the pump. Bores should be installed around the sites for monitoring groundwater quality.

15.5.19 Hospital Waste Management

Nishtar hospital is the largest hospital in the City. Total number of beds in it are 1100. There are two other government hospital and large number of private clinics and small hospitals.

Proper hospital waste management practices require segregation of infectious and non-infectious components at source. Then infectious component needs to be transported to a central facility, which may be an incinerator or autoclave. After processing in it, residue can be disposed off alongwith municipal wastes in the sanitary land fill. Non-infectious component will be collected and transported to composting plant or land fill laongiwth other municipal wastes.

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15.5.20 Sludge and Grit

Due to lot of sewer and drain blockages taking place in the city, cleaning squads are deployed by Water and Sanitation Agency (WASA) Multan for the purpose. In the narrow streets the open drains are cleaned almost daily. The responsibility of lifting the sludge and grit lies with the CDG, which is being done with the help of bull carts at present. These bullcarts need to be replaced by donkey carts in the narrow street areas, while tractor trolleys will be employed in wide street areas, with front-end mechanical loaders.

15.6 SHORT TERM AND LONG TERM PLANS

With 20 years as the plan period physical requirement in terms of land, staff, vehicles, equipment training and technical assistance need to be worked out giving due consideration to the future trends, and their costs are to be worked out. The whole project period also needs to be divided into short term and long term plans.

15.6.1Short Term Plan and Cost Estimates

As technological advances and social and cultural changes may require different treatment measures for storage and collection of solid wastes in later part of the project period (2014-2028) the requirements of vehicles and equipment have been only worked out for short term plan i.e upto year 2013 and details are given in table 15.4

And accordingly the total number of staff required is determined by the population served, number of persons / household, level of service required, extent of mechanization of the system and town planning characteristics for the year 2013. Keeping these considerations in view, the staff required and the cost is worked out and briefed in Table 15.5.

Vehicles equipment and staff costs have been worked out at the rates of year 2008 for the purpose of comparison with the present system. The capital cost for additional requirements is Rs.371,429,000/- and annualized cost for the whole system operational in year 2013 will be Rs. 377,121,000/- which include depreciation, operation maintance and staff costs.

The additional requirement will further decrease if the demand already submitted vide Prime Minister’s package gets materialized. This aspect is further elaborated in table 15.6. The capital cost of residual requirement is the Rs.222,140,000/-.

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Table 15.4 Vehicles Equipment and Land Costs for year 2013 (2010 prices)

Sr. Vehicle Equipment Land Capacity Total Already Additional Capital Cost of Annualized Cost Requirement present requirements Additional requirement No. Number/ Number/ Number/ Unit Total Unit Total of Total for Quantity Quantity Quantity Additional Overall Primary Collection and Street Sweeping 1 Hand Carts 300 litre 1094 800 294 11,000 3,234,000 4,000 1,176,000 4,376,000 2 Tri-wheelers (Rickshaw) 0.5 m3 73 - 73 300,000 21,900,000 225,000 16,425,000 16,425,000 3 Mechanical Sweepers - 6 3 3 2,800,000 8,400,000 1,069,000 3,207,000 6,414,000 4 Water Sprinklers 5m3 5 2 3 2,250,000 6,750,000 1,101,000 3,303,000 5,505,000 5 Litter Bins 200 - 200 800 160,000 300 60,,000 60,000 Sub-Total 40,444,000 17,997,000 Secondary Storage and Collection 1 Hoist Trucks 7 m3 45 16 29 2,875,000 83,375,000 1,107,000 32,103,000 49,815,000 2 7m3 containers 7 m3 271 80 191 170,000 32,470,000 39,000 7,449,000 10,569,000 3 Dumpers 10 ton 5 4 1 4,500,000 4,500,000 1,404,000 1,404,000 1,404,000 4 Mech. Loaders - 5 9 - 170,000 - 760,000 - 3,800,000 Sludge and Grit Removal 5 Tractor Trolleys 3 ton 10 30 - 900,000 - 1,002,000 - 10,020,000 Complaint Cell 6 Suzuki Dumpers 1m3 10 5 5 700,000 3,500,000 361,000 1,805,000 3,610,000 Sub-Total 123,845,000 79,218,000

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Transfer Stations 1 Transfer Station 400 Tons/day 2 - 2 4,000,000 8,000,000 600,000 1,200,000 1,200,000 2 Transfer Vehicle 20m3 12 - 12 9,500,000 114,000,000 2,037,000 24,444,000 24,444,000 3 Transfer Container 20 m3 12 - 12 460,000 5,120,000 119,600 1,435,200 1,435,200 Sub-Total 127,120,000 27,079,200 Disposal 1 Chai`n Bulldozer 100 HP 2 - 2 15,000,000 30,000,000 2,734,000 5,468,000 5,468,000

2 Tractor with front end loader 60HP 2 - 2 1,730,000 3,460,000 704,000 1,408,000 1,408,000 3 Infrastructures for Landfills - 2 1 1 40,000,000 40,000,000 2,000,000 2,000,000 4,000,000 Sub-Total 73,460,000 10,876,000 Workshops 1 Mobile Workshop - 1 - 1 3,600,000 3,600,000 956,000 956,000 956,000 Administration 2 Jeep (Suzuki Carry) 650 cc 4 - 4 560,000 2,240,000 342,000 1,368,000 1,368,000 3 Motor Bikes 70cc 12 - 12 60,000 720,000 31,000 372,000 372,000 Sub-Total 6,560,000 2,696,000 Total: 371,429,000 152,649,20 0

Annualized cost of vehicles and Equipment in year 2013 = Rs. 152,649,000 Staff Costs in year 2013 = Rs. 224,472,000 (From Table 5.8) Say: 152,649,000 Total annualized cost in year 2013 = Rs. 377,121,000

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Table 15.5

Proposed Staff and Cost Estimate (2010 prices) for year 2013

Sr. Vacancy Number Grade Monthly Total No. Pay Amount (Rs.)

EDO Office

1 Executive Distt. Officer SWM 1 19 70,000/- 840,000/- 2 P.A. to E.D.O 1 12 18,000/- 216,000/- 3 Distt. Officer SWM 1 18 35,000/- 420,000/- 4 P.A. to D.O. 1 5 11,000/- 132,000/- 5 D.D.O. (Planning & Enforcement) 1 17 30,000/- 360,000/- 6 D.D.Os (Sanitation) 2 17 30,000/- 720,000/- 7 D.D.O. (W/S, Transp) 1 17 30,000/- 360,000/- 8 D.D.O (Landfill, T.S’s) 1 17 30,000/- 360,000/- 9 Office Superintendent 1 16 25,000/- 300,000/- 10 Senior Clerks 2 9 14,000/- 360,000/- 11 Junior Clerks 4 7 12,000/- 576,000/- 12 Drivers 6 8 13,000/- 936,000/- 13 Naib Qasids 6 2 10,000/- 720,000/-

Primary Collection /Sanitation Section 14 Sanitation Officers 4 16 30,000/- 1,440,000/- 15 Asstt. Sanitation Officers 8 11 22,000/- 2,112,000/- 16 Sanitary Inspectors 16 10 13,000/- 2,496,000/- 17 Sanitary Supervisors 75 5 12,000/- 10,800,000/- 18 Sanitary Workers 1620 2 10,000/- 194,400,000/- 19 Telephone Attendant 1 5 10,000/- 120,000/-

Workshop Section 20 Sub Engineer 1 11 22,000/- 264,000/- 21 Head Mechanic/ Foreman 1 11 22,000/- 264,000/- 22 Skilled Workers/ Mechanics 10 5 12,000/- 1,440,000/- 23 Helpers 14 2 10,000/- 1,680,000/- 24 Chowkidars 1 2 10,000/- 120,000/- Contd..

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Table 15.5 (Continued)

Sr. Vacancy Number Grade Monthly Total No. Pay Amount (Rs.)

Secondary Collection/ Transport Section 25 Transport Officers 1 17 35,000/- 420,000/- 26 Juniors clerks 2 7 12,000/- 288,000/- 27 Supervisors 2 5 12,000/- 288,000/- 28 Drivers 30 8 13,000/- Included in Vehicles 29 Cleaners 30 2 10,000/- annualized cost 30 Naib Qasids 1 2 10,000/- 120,000/- 31 Chowkidars 2 2 10,000/- 240,000/- Transfer Station Staff 32 Drivers 8 8 13,000/- Included in Vehicles 33 Helpers 8 2 10,000/- annualized cost 34 Sanitary Inspectors 2 10 14,000/- 336,000/- 35 Sanitary Workers 2 2 10,000/- 240,000/- 36 Chowkidars 2 2 10,000/- 240,000/- Sanitary Landfill Staff 37 Sanitary Inspectors 2 10 14,000/- 336,000/- 38 Bulldozer Drivers 2 8 14,000/- Included in Vehicles 39 Tractor Drivers 2 8 13,000/- annualized cost 40 Helpers 4 2 10 ,000/- -do- 41 Labourers 4 2 10,000/- 480,000/- Total 1861 224,472,000/-

15.6.2Long Term Plan Requirements

Vehicles and Equipment requirement is worked out only for short term plan. Only land requirement is to be assessed for the complete period of Master Plan for 20 years. Estimated land requirements for different uses such as composting plants, sanitary landfill sites, transfer stations, garage and workshop are given in Table 5.10. The total area requirement is 82.6 acres for all the uses.

15.6.3Comparison with the Present System

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in cost/ton of waste collected, 15% in cost/ capita/ year and cost/ household/ month and 8% in Staff to population ratio besides environmental protection, obtained through good management practices.

15.6.4 Comparison with the Present System

For comparison with the present system, unit costs need to be worked out. For this purpose the total requirement for vehicles, equipment and staff and their cost in the year 2013 are required. These are worked as per details below and their comparison with the present system is depicted in table 5.11. It clearly shows the savings of 31% in cost/ton of waste collected, 17-18% in cost/ capita/ year and cost/ household/ month and 4% in Staff to population ratio besides environmental protection, obtained through good management practices.

Unit costs of Proposed Short Term Plan Collection Efficiency = Waste Collected/day÷Waste generated/day = 743 ÷ 923 = 80 % Annualized cost for year 2013 = Rs. 375,957,000 Waste collected / year = 293690 tons Cost/ ton = 377,121,000/ 293690 = Rs. 1284 Population in years 2013 = 1,972,128 Cost/ capita / year = 377,121,000/1972128 = Rs. 191 Cost/ household/ month = 191 x 7.5/12 = Rs. 119 Staff / population ratio = 1861 x 1000/1972128 ~ 0.94 Table 15.6 Comparison of Present and Proposed Systems System Cost/ton (Rs.) Cost/ Cost/household/ Staff / 1000 capita/year month persons (Rs.) (Rs.) Present 1877 232 145 0.98 (68% coverage)

Proposed 1284 191 119 0.94 (80% coverage)

Savings 31% 17% 18% 4%

15.6.5Long Term Plan and Cost Estimates

Vehicles and Euipment requirement is worked out only for short – term plan. Only land requirement is to be assessed for the complete period of Master Plan for 20 years. Estimated land requirements for different uses such as composting plants, sanitary

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landfill sites, transfer stations, garage and workshop are given in Table 15.4. The total area requirement is 82.6 acres for all the uses.

15.7 COMMUNITY PARTICPATION

It is a fact that no Solid Waste Management plan can succeed without the participation of the community. To obtain an effective community participation following steps need to be taken: i) Hold community meetings at the level of wards and streets. ii) Register the volunteers from the community meetings for training. iii) Demonstrate to the participants the use of three-bin-system which will; a) reimburse their management cost in form of sale of recyclables. b) provide better opportunity to convert garbage into compost. iv) Involve community in selection of the location of the communal containers and their maintenance to avoid; - accidental fires - theft etc. v) Entrust the community the job of supervision of the waste collectors-cum- sweepers of the area.

The volunteers should be trained to pass the instructions to the community members for better use of the facilities. Their activities may include; i. Teaching the kids not to throw the wrappers of the sweets/edibles in the street/drains but to put into containers/litter bins. ii. Watching the timely service of the communal containers.

15.8 PRIVATE SECTOR INVOLVEMENT

Solid waste management services may be rendered by municipal agencies, by private contractor under contract to a municipality or by private companies individually engaged by home owners or a combination of these arrangements. In Multan, CDG directly performs this function through its stall and partly through contractors. The experience in Lahore for partial contracting seems to be quite good. The cost analysis indicates that the private contractors are able to collect and transport the waste more economically than public facilities, and operate their equipment more efficiently. Also a more recent study conducted at Columbia University calculated that the private sector is substantially more cost-effective. It recommended greater use of the contract mechanism to secure greater economics in providing services.

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Only the proper contract mechanism, complete with all respects offers the assurance municipality needs when relinquishing this vital public service to private sector. It is important that effective contract documents and a basic understanding between contractor and a community (authority) is developed. These steps can assure proper service to the community and also provide the appropriate conditions under which the contractor may realize a profit from his investment. Well planned, sophisticated and equitable contract documents must be designed in order to protect the mutual interests of stakeholders.

15.9 IMPLEMENTATION STRATEGY AND SCHEDULE

15.9.1 Implementation Strategy

- Door to door collection is to be introduced gradually to decrease littering habits. - The solid waste collection efficiency is to be icreased upto 80%. - The manually loaded vehicles are to be replaced by mechanically loaded vechiles gradually. - Privatization of primary collection secondary collection and final disposal of solid waste is to be encouraged - The concept of use of transfer stations, to decrease the fuel cost is essential. - Haphazard open dumping of solid waste is to be stopped. Sanitary land filling and composting need to be promoted for purpose. - Mixing of infectious component of hospital waste with normal city refuse it to be stopped. For this purpose segregation of infectious componets from hospital waste should be introduced and from all the hospitals it is to be brought to a central incineration/ autoclave facility for treatment and disposal.

15.9.2 Implementation Schedule

- By increasing the number of handcarts and introducing 3 wheelers, door to door collection will be started. This will decrease the littering habits and the effort of street sweeping. - The second step is the addition of new collection vehicles to improve the collection efficiency. - The third step is the early development of landfill site at Habiba Sayal, which is in progress. This will help in doing away with haphazard insanitary disposal. - The next step will be the design and construction of transfer station on way to Habiba Sayal landfill site to save the transportation cost. - Policies to introduce community participation and private sector involvement at different levels can be taken in hand. - The phased introduction of the above steps is accordingly shown in Table. 15.7 and Table. 15.8

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TABLE 15.7 IMPLEMENTATION SCHEDULE -1 Phased Introduction of Vehicles, Equipment and Land Requirements of Proposed System

Particulars Total Already Additional Requirement Require- Present Total To be obtained in ments 2010 2011 2012 2013 Primary Collection & Street Sweeping Hand Carts 1094 800 294 100 100 94 - Triwheelers 73 - 73 20 20 20 13 Mechanical Sweepers 6 3 3 1 1 1 - Water Sprinklers 5 2 3 - 1 1 1 Suzuki Dumpers 10 5 5 1 1 1 2 Secondary Storage and Collection 7m3 Containers 270 80 190 50 50 45 45 Hoist Trucks 45 16 29 15 - 14 - WORKSHOP Land 0.2 0.2 - - - - - Automobile workshop 1 - 1 1 - - - Transfer Stations Transfer Stations 2 - 2 - - - 1 20 m3 containers 12 - 12 6 - - 6 Transfer Vehicles to 12 - 12 6 - - 6 serve 20 m3 containers Land for transfer station 0.4 - 0.4 0.2 - - 0.2 (hectares) Disposal Bulldozers 2 - 2 1 - - 1 Land (Acres) 82 13 69 - - - 69 Administration Jeep 4 1 3 1 - - 2 Motorbikes 12 - 12 6 - 6 -

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Table 15.8 Vehicles Equipment and Infrastructure Costs for year 2013 (2010 prices) Sr. Vehicle Equipment Land Total Already Additional Requirement Provision in Rest of Requirement No. Requiremen present P.M’s t Package Number/ Number/ Number/ Cost Number Number Cost Quantity Quantity Quantity Primary Collection and Street Sweeping 1 Hand Carts 1094 800 294 3,234,000 1,000 - - 2 Tri-wheelers (Rickshaw) 73 - 73 21,900,000 - 73 21,900,000 3 Mechanical Sweepers 6 3 3 8,400,000 5 - - 4 Water Sprinklers 5 2 3 6,750,000 4 - - 5. Litter Bins 200 - 200 160,000 - 200 160,000

Secondary Storage and Collection 6 Hoist Trucks 45 16 29 83,375,000 5 24 * 7 7m3 containers 271 80 191 32,470,000 50 141 * 8 Dumpers 5 4 1 4,500,000 10 - - 9 Mech. Loaders 5 9 - - 2 - - 10 Container Lifter for 10 m3 - - - - 10* - - Containers 11 10 m3 Containers - - - - 100* - - 12 Tractor with Container - - - - 10* - - Carrier for 5 m3 13 5 m3 Containers - - - - 100* - - Sludge and Grit Removal 14 Tractor Trolleys 10 30 - - 10 - - Complaint Cell 15 Suzuki Dumpers 10 5 5 3,500,000 20 - -

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Transfer Stations 17 Transfer Station 2 - 2 8,000,000 - 2 8,000,000 18 Transfer Vehicle 12 - 12 114,400,00 - 12 114,000,000 0 19 Transfer Container 12 - 12 5,120,000 - 12 5,120,000

Disposal 20 Chain Bulldozer 2 - 2 30,000,000 - 2 30,000,000 21 Tractor with front end loader 2 - 2 3,460,000 - 2 - 22 Heavy Loader - - - - 1 - - 23 Excavator - - - - 1 - - 24 Infrastructures for Landfills 2 1 1 40,000,000 - 1 40,000,000

Workshops 25 Mobile Workshop 1 - 1 3,600,000 1 - -

Administration 26 Jeep 4 - 4 2,240,000 - 4 2,240,000 27 Motor Bikes 12 - 12 720,000 - 12 720,000

Total: 371,429,00 222,140,000 0

* With implementation of the P.M’s package the requirement at serial no. 7, 8 and 21 will be met with provision of vehicles and containers at serial no. 11, 12, 13, 14, 22 and 23.

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FIG. 15.8 IMPLEMENTATION SCHEDULE Improvement of SWM System in Multan

Sr. Activities Years No. 1 2 3 4 5 6 1 Purchase of Hand Carts and Auto Tri wheelers. 2 Purchase of 7m3 containers and Hoist Trucks 3 Acquisition of land for sanitary land fill at Labar Morr and Transfer Station 4 Acquisition of land for Transfer Station 5 Design and Construction of Transfer Station 1 6 Purchase of Transfer Containers and Transport Vehicles 7 Community participation and private sector involvement

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References:

1. NESPAK, “Construction of Model Landfill Facility for Disposal of Municipal Solid Waste (Multan)”. Environmental Protection Deptt. Govt. of Punjab, June 2007.

2. IAC, “Southern Punjab Basic Urban Services Project – Solid Waste Management Component” Local Govt. and Rural Development Deptt. Govt. of Punjab, 2005 – 08.

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CHAPTER: 16

ENVIRONMENT

16.1 INTRODUCTION

The state of the environment in a city is best described by the water and air quality prevailing in that city. Other possible indicators include the presence (or absence) of proper solid waste management, traffic planning/management, recreational parks and green areas, stormwater drainage etc.

Multan has gone through a rapid deterioration of its environmental conditions due to a number of reasons which are presented in this section, along with a brief review of the existing environmental conditions in the city and a review of the data available with the Environment Protection Department, Punjab (EPD).

16.1.1 Main Functions and Responsibilities of EPD, Punjab

The main functions and responsibilities of EPD include, inter alia, the implementation of National Environmental Quality Standards (NEQS), which have been promulgated through the “Pakistan Environmental Protection Act.1997”.

The charter of EPD’s responsibilities also includes surveillance and monitoring of air and water quality in various parts of the Province of Punjab. EPD has its own testing laboratory to carry out water and wastewater analysis. It also has the services of a Mobile Air Laboratory available to monitor air quality in various cities of Punjab. EPD’s main focus of activities in the recent past has mostly been aimed at the urban sector.

16.2 REVIEW OF EXISTING ENVIRONMENTAL SITUATION OF MULTAN CITY AREAS

A brief on existing environmental situation of Project Area (MDA) is given below.

Generally the area is flat and slopes towards south and south-west. The soil is alluvial and sandy in nature. Climate is dry hot in summer and cold in winter. Normal rainfall is 186 millimeters (mm) per year. Wind storms are very common in summer. Due to absence of linear plantations storms severely affects the city dwellers.

16.2.1 Water

The potable water supply coverage is only 60% of the Project Area and remaining 40% population depends on shallow ground water pumping. The age of the pipelines

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varies and some are more than 30 years old and have outlived their usable life. Nearly 40% of the existing tube-wells are out of order and total water losses are estimated to be more than 50%.

Water supply pipelines are laid mostly along the open drains or sewer lines, causing infiltration of waste water in the water pipes and resulting in a major health hazard. Another important issue is the excessive extraction or pumping of ground water, resulting in depletion of ground water. The quality of potable water has deteriorated and crossed the limits of WHO guidelines. No proper surveillance or impact monitoring system is under practice.

16.2.3 Wastewater

Domestic, Industrial and commercial generation of wastewater during summer is nearly 51 million gallons per day (mgd), whereas it is reduced to 40 mgd during winter season. The generated wastewater is being disposed off through five (5) main disposal stations, having total capacity of 294 cusecs. The wastewater is finally thrown into the existing water channels without any treatment, thereby directly affecting the water quality of canals and river Chenab. Most of the sewer network is in dilapidated condition, having inadequate capacity to cater the current flow of wastewater. During rainy season roads and streets get inundated with wastewater causing spread of diseases like Cholera, typhoid, etc.

Under PM package two wastewater treatment plants has been included comprising one treatment plant at Suraj Miani to cater the needs of North Zone and one treatment plant at Shujaabad Road for South Zone.

16.2.4 Industrial Pollution

In Multan City, a variety of small (Cottage) medium, and large industrial units are operating including cotton, woolen, textile, beverages, fertilizer, pharmaceutical, tannery units etc. The wastewater without prior treatment from these industries finally enters into open channels, canals and river Chenab, resulting in deterioration of surface water quality, which is a great health hazard to human and aquatic life. Power loom industry in densely populated areas of the city is causing severe noise pollution. Pak-Arab Fertilizer factory is another source from where the wastewater is disposed of into Nau-Bahar canal without any treatment.

Multan Industrial Estate (MIE) Phase I, comprises of 180 units, mostly paper, textile and leather and pesticide industries. Presently the effluents from these units are collected in a combined drain and finally discharged into river Chenab causing pollution in the river water and hazards to aquatic life.

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16.2.5 Noise Pollution

Major causes of the noise pollution in Multan, are the excessive traffic on the city roads, frequent traffic jams and unnecessary and unchecked use of horns, including the pressure horn. Power Looms, set up in the residential areas have further aggravated the situation. Noise pollution level in Multan city has crossed the permissible limits in most of the areas, which has made the life miserable for its citizens.

An investigation report, prepared by final year students of N.F.C. Institute of Engineering and Technology Multan, indicates that at five of the six points selected for noise level monitoring, the calculated Leq levels were found higher than the permissible maximum limits fixed by the EPA(Pakistan) i.e. 85 dBA. The noise level at Chowk Kumharan was recorded as 91dBA, which is a source of nuisance not only to general public but also to the staff of nearby offices of the provincial Ombudsman and Rescue 1122. The noise level at Chowk Ghanta Ghar was found as 86 dBA, which is a very busy and congested place at most of the time.

Higher noise levels were also recorded at Chungi No. 9 and at Chowk Shsh Abbass. In areas such as Ittefaq Pura,Chungi No.14, Delhi Gate, Sharif Pura, Ahmadabad and Keeri Daud, power looms, set up in the residential areas are a major source of noise pollution.

16.2.6 Recreational Parks/Green Areas

Multan is unfortunately deficient in Recreational Parks/Green Areas. Out of 94587 acres of total area of MDA and Cantonment, only 485 acres of the area consists of green areas or parks and 50% of the 485 acres falls within the Cantonment area. These green areas are mostly concentrated north of Railway line, whereas the southern part is deprived of these facilities.

Shah Shams park is the largest park with an area of 48.50 acres, whereas the other parks such as Bagh-e-Aam Khas, Qila Qasim Bagh, Langeh Khan Bagh, Jinnah Park, Allama Iqbal Park and various other parks are of smaller size. These parks are not properly maintained and some are in dilapidated condition.

Ecological Environment of the Multan City due to unplanned development is not much attractive and has not made any significant contribution to aesthetics of the city.

Another field, where improvement is required is the plantation along main roads and vacant areas. All major roads passing through the city, show absence of tree lines, which can act as a barrier against air and noise pollution.

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16.3 SHORT TERM PLAN (2008-2013)

The short term plan includes urgently required projects and schemes to solve the most pressing problems of the communities based on feedback received from the stakeholders.

Projects which will be undertaken during the short term plan (2008-2013) are given below:

16.3.1 Shifting of Tanneries

Approximately 46 units of Tanneries exist in various localities of Multan under MDA jurisdiction such as Rehmat Colony, Old and New Nawab pur Road areas, Dawan Da Bagh, Scheme Mor, Gulgasht Mor, Gulgasht Colony, Basti Dharbian, Pul Wasil and Suraj Miani. These units are causing health hazards to the nearby residents.

In the process of leather manufacturing, water with various chemicals is utilized and the same is disposed off after 8 to 10 days in the open fields. This practice may have contaminated the ground water of the area. The contaminated and polluted ground water is now causing various diseases to the local residents, especially the children.

Plots to tanners have been allotted in Multan Industrial Estate (MIE). Grant has also been given to Tanners through Board of Management M.I.E Multan. However, as the case is pending in Environmental Tribunal, they are likely to start shifting after decision from this court.

16.3.2 Sound Proofing of Hand Loom Industries

These industries are established mostly within the residential premises and are a major source of noise pollution. Four to six looms in one house, on average are in operation in areas such as Ittefaq Pura, Chungi No 14, Delhi Gate, Sharif Pura, Ahmadabad and Keeri Dand.

These Handloom industries on account of noise are causing problems for the residents of the area. However, keeping in view the difficulties and economic condition of their owners, these will be allowed to remain at their existing places with the condition of making the premises fully sound proof.

16.3.3 Switching of the Petrol Rickshaws to CNG

Currently the rickshaws using gasoline as fuel in the Multan city are about 6,600. They are the major source of air pollution in the Multan city. Due to the inefficient combustion of the fuel, these are emitting toxic gases including Carbon Monoxide

(CO), Nitrogen oxides (NOx) and VOC (Volatile Organic Compounds) causing

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diseases to city population. It is recommended that these rickshaws must be replaced with CNG rickshaws. CNG rickshaws are available at a cost of 0.4 million per rickshaw. The tentative total cost for replacement of all rickshaws will be around Rs. 2,600 million. Furthermore, addition of any new petrol engine rickshaw should also be strictly banned through legislation.

16.3.4 Replacement of Existing Diesel Buses with CNG Buses

In Multan over a million of the people use public transport including buses and

wagons operating on diesel fuel. These buses are emitting CO and NOx and causing negative impacts on environment and spreading diseases. It is suggested that the bus system should be switched to CNG buses. These new CNG buses could reduce the smog and air pollution in Multan city. The new CNG buses will run on compressed natural gas and provide comfort with improved air quality. These buses have already been introduced on trial basis in metropolitan cities like Karachi and Lahore and contributing positively for offsetting carbon footprints. The cost of one new CNG bus is around Rs 5.0 million. The entire scheme will cost around Rs 15,180 million for replacing the existing 3,036 buses in Multan. Considering the huge cost implications, this project can be executed in short as well as in long term plan period.

16.3.5 Development of Parks, Play Grounds and their Landscaping

Parks and Playgounds in M.D.A area are in a dilapidated condition and need drastic improvements. The central area of the city is better served as compared to the other urbanized area. Many parks and recreational facilities date back to Mughal era, now taken over by Auqaf Department and some by M.D.A itself.

The major recreational facilities include Shamsabad Park near Mazar-e-Shah Tabrez, Jinnah Park, Qasim Bagh, Bagh-e-Aam Khaas, Bagh Langey Khan and Allama Iqbal Park.

For active recreation, the worth mentioning playgrounds are Qasim Bagh Cricket Stadium, Sports Ground near Kalma Chowk and the Multan Cricket Stadium towards southeast of the city, which is mainly accessed through Vehari Road.

The largest Park developed by M.D.A is Shah Shams Park, spread over an area of 48.5 Acres, followed by Qasim Bagh Park/Stadium (18.5 Acres). The details of the main parks of the city are as follows.

16.3.5.1 Parks

There are many small parks located within the M.D.A boundary; however the main parks of the city are presented in table 16.1.

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Table 16.1: Main Parks of the City

S. No Name of Park Area in Acres 1. Qila Qasim Bagh 18.50 2. Bagh-e-Aam Khas 7.80 3. Bagh Lange Khan 6.30 4. Jinnah Park 30.00 Acres 5. Allama Iqbal 1.80 Acres 6. Shah Shams Park 48.50 Acres Total 112.9 Acre or say 113 Acres

All the parks are in a poor condition and need drastic improvements such as replacement/addition of equipments like benches, swings, umbrellas etc. Plantation of additional ornamental/ flowery trees and bushes, removal of ugly and deformed trees and their replacement. Development of large grassy lawns is also need of the time as they provide recreation and soothing effect to the eyes of visitors.

The above mentioned six main parks of Multan City, having a total area of 113 acres need improvement, as their existing state of affairs can be at best termed as unsatisfactory.

Development/improvement of these parks is to be undertaken during short and long term plan (2008-28).

Following development works are to be started in these parks:

1. Development of grassy lawns over an area of 60 acres or 53 percent of the total area.

Cost for development of grassy lawns in these parks totaling 60 acres comes to Rs. 12 millions @ Rs. 200,000/- per acre. It includes ploughing, leveling, manuring, grassing, watering/irrigation of the plots and purchase of necessary equipment and maintenance charges for five years will be nearly 5 millions.

2. Provision and fixing of benches, children’s play items, swings, joy rides etc. in all the six parks. The area enclosed for children will be nearly 10 acres in rough estimate cost for provision and fixing of these articles will be Rs. 2 million.

3. Raising of Ornamental/Flowery trees, shrubs and climbers in these parks, including trees grooves, flowery beds etc. over an area of 25 acres. Rough estimated cost for development of 25 acre of ornamental/flowery grooves and flower beds will come to nearly Rs. 2 millions including cost of plants, flower seeds and manures etc.

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4. Tracks and jogging paths will cover approximately an area of 5 acres. Development/construction of these tracks and paths will cost nearly Rs. 60 per sq. ft or say Rs. one million.

5. Development of lakes, water features, fountains and rockeries will be undertaken in all the six parks. The cost of these developmental works is estimated as 5 millions.

6. Erection of new lights and repair of existing lights will be undertaken during short term plan period and it is expected to cost nearly 5 million.

16.3.5.2 Raising of Plantation along City Roads during Short Term Plan Period

All the major or secondary roads of the city have scanty plantation, along their sides or in the median. All these roads need to be planted up with shady/ornamental trees, which will not only create a healthy atmosphere, but these lines of trees will act as a barriers against storms and strong winds.

Following major and secondary roads will be taken up for plantation during the Short Term Plan period (Table 16.2 and 16.3):

Table 16.2: Major Roads

Sr. No. Name of Road Length 1. LMQ Road 33 km 2. Bosan Road 7.4 km 3. Vehari Road 9.11 km 4. Multan Bypass 24 km 5. Nawabpur Road 1.33 km 6. Shujabad Road 8 km 7. Katchery Road 2.2 km 8. Hazoori Bagh Road 1.20 km 9. Humayun Road 0.75 km 10. Nishtar Medical College Road 1.5 km 11. Jinnah Chowk to Larri Adda Road 3.25 km 12. Northern Bypass Road 9.3 km 13. Bahawalpur Road 5.5 km Total 106.54 km

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Table 16.3: Secondary Roads

Sr. No. Name of Road Length 1. Hafiz Jamal Road 1.65 km 2. Piran Ghaib Road 3.75 km 3. Makhdoom Rashid Road 2.41 km 4. Hussain Agahi Road 1.2 km 5. Water Works Road 1.55 km 6. Pir Khurshid Colony Road 0.70 km 7. Langey Khan Bagh Road 1.07 km 8. Alung Road 0.5 km 9. Abdali Road 2.75 km 10. Tughlag Road 1.3 km Sub Total 16.88 km Grand Total: 123.42 km or say 125 km

Major portion of all the above mentioned roads, except Multan Bypass road and Northern Bypass road, pass through the built up area of the city, where hardly any space for planting is available. Keeping in view the above fact, it has been estimated that only 150 Avenue kms length of roads can be planted up during the short term plan period (2008-2013). Cost of raising this 150 Avenue km length of plantation, along the roads including cost of maintenance for 5 years is estimated as Rs. 31 millions.

16.3.5.3 Trees to be planted along Main and Secondary Roads

Preferably ornamental, shady trees with medium height will be raised along roads of Multan City. Selection may be made from the kinds of trees presented in table 16.4. Table 16.4: Type of Trees to be Planted

Sr. No. Common Name Scientific Name 1. Jacaranda Jacaranda mimosifolia 2. Silk Oak Grevillea robusta 3. Sukhchain Pongamia glabra 4. Nim Azadirachta indica 5. Sirris Albizzia lebbek 6. Kachnar Bauhinia variegate 7. Amaltas Cassia fistula 8. Jaman Syzygium cuminii 9. Mango Mangifera indica 10. Bahera Terminalia belerica 11. Gul Mohar Poinciana regia 12. Shisham Dalbergia sissoo 13. Alstonia Alstonia scholaris 14. Bottle Brush Callistemon viminalis 15. Toot Morus alba

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16.3.6 Treatment Plants

Shujaabad Treatment Plant’s construction is under process and should be completed under short term plan.

Suraj Miani Treatment Plant is part of the plans of WASA to cater for the wastewater from the two disposal stations located in the northern zone. Suraj Miani stabilization ponds will treat the wastewater generated by 1.536 million persons i.e. 59 MGD thus it will have sufficient capacity to treat wastewater from the northern zone till 2017. This treatment plant is under construction and has been included in the Short Term Plan period.

16.3.7 Replacement and Improvement of Sewers and Disposal Stations under PM and CM Packages

Inadequate sanitation is a major cause of environmental degradation in any urban setup and therefore needs urgent attention for programs that would enhance its adequacy and sustainable system operation. WASA has already planned under PM and CM packages some sanitation projects. Consultants propose that most of the projects proposed under above packages should be included in the short term plan (refer water supply and sanitation section).

16.3.8 WWT Plant For Multan Industrial Estate

Multan industrial estate is located in the south of the MDA area spread over 705 acres. It comprises of a variety of industrial units such as paper, textiles, leather processing and pesticides, which generate about 21,500 m3 per day of industrial effluents. At present the effluent from the entire area is collected in a drain and finally discharged into River Chenab. The effluent carries trace elements, microbiological, organic and inorganic pollution, which would directly effect the aquatic life of the River.

A treatment plant for this industrial area is a need of the day and it should be operational as soon as possible. Therefore this proposal has been included in short term plan.

16.3.9 WWT Plant for Pak Arab Fertilizer Factory

Pak Arab Fertilizer factory is located along Khanewal road over an area of nearly 302 acres. The effluents discharged from the factory are finally disposed off into Nau Bahar canal without any treatment. It is proposed that a treatment plant should be planned and implemented on urgent basis under the Short Term Plan.

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16.3.10 Development of a Landfill Site at Habiba Sayal

A Landfill site is available along Vehari Road at Habiba Sayal.Site and development works are already underway on this site under SPBUSP and should be completed within the short term plan. A second Landfill site at Labar Morr will be constructed in the Long Term Plan, however, it is proposed that land acquisition to be done within the Short Term Plan.

16.3.11 Construction of Transfer Station 1

Transfer stations.1 is to be constructed during the Short Term Plan Period. Transfer station 2 for the second Landfill site at Labar Morr will be constructed during the Long Term Plan but the process for its land acquisition should be completed during the Short Term Plan.

16.3.12 Installation of Incinerators for Hospitals

During Short Term Plan Period incinerators will be installed at the three major hospitals namely Nishtar Hospital (Located in UC 42), Civil Hospital (UC 39) and Red Crescent Hospital (UC 2). In Nishtar Hospital incinerator has already been installed but it is not working to its full capacity and needs repair on urgent basis.

16.3.13 Other Short Term Projects

 Enforcement of Vehicle Fitness Certificates in District Multan (Short-term)  Industrial Monitoring & Environmental Audit in District Multan (Short-term)  Setting up Monitoring Stations in Multan for Continuous Monitoring of Pollution Levels in Ambient Air (Short-term)  Promotion of Waste Minimization & Pollution Control Technologies in Industries (Short-term)  Excessive noise has become a nuisance in the life of city residents in MDA. The creation of silence zone near hospitals & educational institutes is urgently required. There is also a need to discourage unnecessary blow of horns through public education via electronic and print media.

16.4 LONG TERM PLAN

Strategic Long Term Planning aims at solving problems which the city is facing or is likely to face in the near future such as increased population, reduced agricultural land, decreased resources. Long Term Planning is more flexible, proactive and based on anticipated changes over a period of time. Projects which will be undertaken during Long Term (2013 to 2028) are summarized below:

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16.4.1 Provision of Recreational Facilities to the Citizens

i) Regional Park/ Riverside Amusement Park To cater for the recreational needs of the city and its catchment area, the existing forest reserve and orchards, located north-west of the city starting from Suraj Miani Head upto Head Nawabpur is recommended to be developed/ preserved as a Regional Park. Covering an area of over 4000 acres, the park would comprise of zoological and botanical gardens, an outdoor theatre, picnic areas and restaurants as well as arts & crafts village etc. Play fields for active recreation can also be developed here, without disturbing the existing flora and fauna of the ara.

ii) Town Parks Three zones for town level parks have been proposed in future growth areas with site area in the range of 100-120 acres each. Further, the Govt. land available on Matital Road adjacent to Women University measuring about 80 acres is also proposed to be utilized for a city level park as Multan is severly deficient in parks & open spaces.

It is recommended that land should be acquired during the short term plan and its development in long term plan.

16.4.2 Construction of WWT Plants

In the long Term Plan period various new sewerage schemes will be started so as to cover 100 % population of Multan City, It is recommended that more Wastewater Treatment Plants should be set up in the Long Term Plan period to cater for the requirements of the City.

Two options have been proposed for the third treatment plant that either it should be separately setup near Shujaabad Road Treatment Plant or the existing capacity of the Shujaabad Treatment Plant must be increased to cater the wastewater treatment needs of the city covering the other three disposal stations.

16.4.3 Installation of Incinerators For Hospitals

During the Long Term Plan, it is recommended that all the hospitals either private or government owned to install incinerators located in Multan district.

16.4.4 Construction of Landfill site at Labar Morr

A landfill site will be constructed at Labar Morr during the Long Term Plan period. The two sites, one at Habiba Sayal provided in the Short Term Plan and the other at

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Labar Morr will meet the demand for Multan city up-to year 2025. However, the land for this site at Labar Morr will be acquired during the Short Term Plan period.

16.4.5 Construction of Transfer Station 2

Transfer Station-2 will be constructed during the Long Term Plan, in view of the long distance up-to the Landfill site at Labar Morr and the convenience of the staff.

16.5 ECOMMENDATIONS AND SUGGESTIONS FOR ENVIRONMENTAL IMPROVEMENTS The following suggestions/recommendations are made to improve the overall environmental conditions in the City. 1. Master Plan needs to be implemented with strict land use/ development control to ensure coordinated urban growth.

2. Encroachments on the rights of way of roadways should be discouraged and removed by resettlement of the occupiers to safer places.

3. Multan needs a proper stormwater drainage and solid waste management plan with strict implementation. The City District Government should develop proper sanitary landfill sites, away from major roads/built up areas.

4. The tree line/greenery must be protected by all means. Citizens should be involved in a drive to plant more trees in their houses/surrounding areas. There should be a target-oriented campaign each year to preserve and enhance the greenery of the City. If for any reason (road widening etc.) cutting of trees is unavoidable, the Environment Impact Assessment Study (EIA) should ensure that at least an equal or preferably greater number of trees should be planted in the close vicinity of project area.

5. All major construction activities should be carried out with proper environmental considerations and be confined within false boundary walls to protect the environment from dust pollution and other hazards.

6. Housing schemes which do not have arrangements for proper disposal of their wastewater may not be issued necessary clearance. Similarly individual buildings/houses should also not be issued the NOC, if these do not provide for proper disposal system for sewage as well as runoff from driveways.

7. Greater coordination is required among WASA, EPD Punjab, Health Department for the water quality monitoring of the City. It is recommended that joint teams of WASA and EPD may collect water samples from various areas of

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the City. This would increase inter-agency spirit of co-operation and also provide a chance of verification of the analytical lab results and coordinated action.

8. A plan for flushing the drinking water pipelines/overhead reservoirs on a regular basis by both WASA and private housing societies should be prepared and strictly implemented. Long term plans be prepared for replacement of corroded/ rusted water/sewerage pipelines.

9. For all efforts related to environmental preservation, community involvement is a critical factor which needs to be always kept in view. All public service/civic agencies therefore need to create "Community Liaison Units/ Cells" to achieve that goal, which should work in close contact with the citizens and involve them in various stages of policy formulation and implementation of decisions related to environmental preservation.

10. The height of buildings and land sub-divisions should be allowed keeping in view their possible impact on the existing infrastructure (water supply, sewerage etc.) and the surrounding environment. The approval of building plans besides provision of adequate parking space should also ensure provision of proper safety arrangements like fire fighting equipment, elevators/stairs etc.

11. All major development projects, which are likely to cause an adverse environmental impact, should get their clearance from EPD, Punjab which is mandatory under Section 12 of Pakistan Environmental Protection Act, 1997.

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CHAPTER: 17

ZONING

REGULATIONS

17.1 GENERAL

Rapid growth coupled with the absence of coordinated institutional set up and lack of enforcement of whatever meager regulatory measures available to the civic bodies has led to the creation of a highly undefined land use pattern in the city. Excepting few areas characterizing more or less defined land uses, intermixture of compatible and incompatible establishments is a common phenomenon adversely affecting the quality of urban life in Multan. In the civilized and developed countries of the world the enforcement of zoning regulations is considered necessary to promote public safety, health, convenience and general welfare of the community. These regulations generally aim at:-

i. Zoning of all the land, vacant and built up with a view to enhance their value through land use control.

ii. Protection of residential, business and industrial areas and uses alike from encroachment by incompatible and harmful uses.

iii. Developing sound relationship and interaction between various land uses to co-exist in harmony.

iv. Regulating height and bulk of buildings and spaces around the buildings in the specified use zones.

v. Gradual shifting or elimination of existing non-conforming uses as may be specified in the regulations though such uses may have been lawfully established before the promulgation of the regulations.

Zoning regulations being a prospective planning device normally refer to individual substandard structures and as such these cannot provide an immediate remedy for correcting existing bad conditions all at one time. The application and enforcement of nuisance abatement laws for the correction of particular set of bad conditions is therefore very important. Equally important is the realization of the need to use available devices in a coordinated manner with a view to accomplish plans for the betterment of community at large.

It has been observed that nuisance abatement laws are acted upon very occasionally and that too after the actual occurrence of emergencies such as fire accidents,

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17.2 MDA BUILDING AND ZONING REGULATIONS, 2007

City District Multan, as already stated, comprises six Towns, with a total of 129 union councils. About half of these UCs (57) are urban (including those in urban area of MDA limits and in smaller urban settlements in the District) while a similar number of UCs (58) are rural. There are 14 UCs in MDA area, which are peri-urban or non- urban, as these fall in the outer area of MDA limits, away from the core city area. Shujaabad Town and Jalalpur Pirwala Town are mostly rural while the other four Towns are mixed in terms of urban and rural UCs.

With such a diverse variety and characteristics of different parts of the City Districts, it is difficult to apply a single set of building and zoning regulations. MDA Building and Zoning Regulations, 2007, are understandably urban biased. These cannot be strictly applied in rural areas of the City District; not even in the outer UCs falling in MDA area, because of their nature and characteristics. The costs involved and standards of buildings for which the above regulations have been formulated are high, which are not affordable by most rural households. To make the regulations realistic for rural areas, the procedures and standards must be cut down. As the affordability and awareness among the rural people improves, so will the standards, and accordingly the building regulations can be varied with changing requirements.

The rural areas have distinctly different built environment than in the urban areas, and therefore the same set of building regulations is not applicable to urban as well as rural areas. The contrast between urban areas and rural areas in the interior of the City District is even more striking.

Stringent building control in rural areas, at current level of socio-economic development is not desirable. In fact, strict control may hinder the developmental activities. Nevertheless, there have to be some guiding principles to rationalize and reasonably exercise control over buildings (particularly along the major roads), and for rural expansion in general.

The building control in rural areas should focus on improving accessibility, encouraging indigenous building technology and materials, and simplifying the approval procedure of plans. Thus, all applications for approval of building plans in rural areas may be submitted to the local union council on plain paper. Gradually, the capacity building of UCs would also be carried out, so that the plans of small houses/simple buildings can be approved locally.

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17.3 BUILDING AND ZONING REGULATIONS OF TMAs

While MDA Building and Zoning Regulations 2007 are applicable in MDA area, remaining areas of the City District are governed by Building and Zoning Regulations of each TMA.

The regulations are highly urban-biased. The entire Town being a single municipal entity, it is important that rural areas should also have spatial planning regulations specific to their needs. At present there is little provision for physical development and planning control of rural areas.

There can be no uniform set of planning regulations for the entire province. Each Town and sub-entities within towns are unique. The planning regulations therefore, need to be customized and town-specific.

Ineffective building and zoning regulations, and supporting legislation is another factor creating multi facet problems. In Towns of Multan, due to lack of land use planning and zoning, rapid growth, degrading natural and physical environment, and public amenities has been increasing at an alarming rate, resulting into decline in quality of life.

It is therefore imperative that proper land use planning and zoning practices be developed and supporting legislation should be framed and implemented in order to streamline the growth of the cities and built up areas in a planned manner to preserve the prime agricultural land and use of natural resources in sustainable way. Moreover, this unregulated and non guided land development and usage pattern not only resulting unhealthy settlement pattern but also responsible for the increased level of pollution of our major river systems.

In order to make the regulations implementable, there is need to develop awareness and start training programmes for the TO (P&C) and his staff, so as to economize land consumption, allocating land to its proper uses and according to its capability classification, gathering data on and minimizing encroachments, encouraging multiple-use of land, and adaptation and regulation of our construction, transport, and other projects.

Of particular concern should be the conversion of good quality agricultural land to other uses, jeopardizing food security environment a situation of growing population and limited resources

Large parts of Multan Towns are rural in character. Hence the landuse and building regulations for these have to be adapted keeping in view both, urban as well as rural areas falling within it.

Building control in TMA is a relatively simple task, and involves straightforward policing task to ensure that the Town property (land or buildings) are only being used

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17.4 PROPOSED LANDUSE ZONES AND THEIR REGULATIONS

In Chapter 4, Section 4.5, Multan is proposed to be divided into different planning zones. For each of the proposed zones, it is important to have zoning and landuse regulations in order to facilitate effective planning control.

The agricultural area and orchards should be preserved in a manner that its character as a green belt is protected to maximum possible extent. In the existing built-up areas, there should be a gradual shifting of non-conforming uses from a particular zone so as to cause minimum hardship to the owners of non-conforming uses. The obnoxious industries such as tanneries may for example be assigned high priority for shifting, depending on the nuisance of the industries. In most TMAs of Multan, non-conforming and incompatible uses exist side by side which is not desirable. The safety and quality of life is therefore at stake. It is high time that stringent steps are taken to adopt a clear cut policy based on identification and gradual elimination of non-conforming uses located in various zones.

To safeguard the hormony and to achieve the compatability, some activities are made permitted some are made permissible on appeal to the competent authority for the approval with or without condition on the recommendation of planning agency and some uses are made strictly prohibited in landuse/ zoning regulations. For the purpose of environmental control and to achieve consistency in landuse zoning, the proposal is made for three categories in each zone for the purpose of their permission.

Permitted Uses

Permitted landuses are those, which MDA/TMA may allow in a particular zone.

Permissible Uses

Permissible uses are those which are not directly part of landuse zone but its provision has to be made according to the requirements/ necessity in the area. For such uses, on the recommendation of planning office, appeal has to be made to the competent authority, which may accept or reject the appeal with or without any condition.

Landuses that can be ‘permitted on appeal’ should be carefully scrutinized by the planning agency and decided upon on case-to-case basis. Changes or alteration in the said listing should be made only where the occurrence of certain landuses (ordinarily not permissible in various zones) is frequent in a particular TMA.

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Prohibited Uses

Uses not specifically provided in a particular zone are prohibited and should not be permitted. If such uses are already existed before plan formulation and are contrary to the proposed use, its extension, renovation or reconstruction is strictly prohibited. An action programme will also be prepared for their shifting or elimination in due course of time.

Keeping in view the zoning regulations provided in 1987 Master Plan as well as Punjab Landuse Rules 2009, zone-wise regulations are suggested hereunder for various proposed zones:

17.4.1 Residential

(i) Low Density Residential

Permitted Uses  Detached / semi detached dwellings,  Mosques,

 Local Shopping Areas/Retail Shops,

 Offices of Professionals with adequate parking facilities,

 Neighborhood level Parks and Playgrounds,

 Local Recreational Uses,

 Non-commercial vegetable gardens and horticulture nurseries,

 Taxi and rickshaw stands.

 Standardized housing schemes / land-subdivisions owned by public or private sector with all its public facilities and other ancillary uses clearly incidental to residential uses, which must be free from nuisance and hazard.

Permissible Uses  Commercial Offices (restricted size),  Service Shops,

 Primary / Secondary Schools,

 Clinics & Dispensaries,

 Library

 Non-commercial poultry provided the birds are properly segregated from the habitable parts of the house,

 Pertrol pump and gas filling stations.

Integrated Master Plan for Multan (2008-2028) Page 17 - 5 NESPAK – May 2012 Master Plan Report Ch # 17: Zoning Regulations Prohibited Uses

All uses which are neither permitted nor permissible herein.

(ii) Medium & High Density Residential

Permitted Uses  Apartment Buildings / Multi-family dwellings,  Hostels,

 Guest Houses,

 Offices of TMAs/ other tiers of Local Govt.

 Public Utilities and Buildings,

 Recreational Uses,

 Taxi and Rickshaw Stands

 All uses permitted in low density residential zones subject to density limitations specified for the sub-zone. Permissible Uses  All uses permissible on appeal in low-density residential zone.

 Restaurants,

 Hotels,

 Colleges and Research Institutions,

 Hospitals not treating contagious diseases and mental patients

 Petrol, Gas filling station should be on sites located along roads with minimum 60 Ft R.O.W and at least 100 Ft away from a crossing of two primary roads or a roundabout. Prohibited Uses

All uses which are neither permitted nor permissible herein.

17.4.2 New Trade Zone

Permitted Uses  Wholesale / retail commercial markets and establishments,  Restaurants/Hotels,  Business and professional offices,  Clinics / Dispensary  Transportation Terminals,  Recreational Uses,  Public utilities buildings,  Service industries which are not creating nuisance,

Integrated Master Plan for Multan (2008-2028) Page 17 - 6 NESPAK – May 2012 Master Plan Report Ch # 17: Zoning Regulations  standardized parking facilities.  Loading & unloading facilities  Warehouse & storage facilities

Permissible Uses  Petrol and gas filling stations  Auto workshops  Police station, post office, fire station & banks

Prohibited Uses  All uses which are neither permitted nor permissible herein.

17.4.3 Industrial Zone

(i) Light Industries

Permitted Uses  Light industries which would not be obnoxious and injurious to health and environment and would not cause vibration, smoke, gas, odor, effluent and other objectionable conditions and also employ not more than 50 workers.  warehouses and storage,  workers residences  public utilities buildings,  small shops and workshops,  loading and unloading facilities,  offices of industrial entrepreneur,  cottage industries,  dwellings for labor and watch and ward staff,  services industries and utility services governed by building and space regulations.

Permissible Uses  Medium industries which comes under the definition of its employees but not according to their performance for creating hazards,  bus and truck terminals,  railway passengers and freight terminals,  petrol and gas filling stations,  service stations and auto workshops  recreational facilities for employees,  industrial/ trade training institutions and other uses incidental to the main uses governed by building and space regulations,  Police station, post office, fire station & banks

Integrated Master Plan for Multan (2008-2028) Page 17 - 7 NESPAK – May 2012 Master Plan Report Ch # 17: Zoning Regulations Prohibited Uses  All uses which are neither permitted nor permissible herein.

(iii) Medium and Heavy Industries

Permitted Uses  All categories permitted in the light industrial zone and the industries which come under the definition of medium and heavy industries.  Warehousing, storage depots (only non-perishable and non-inflammable commodities) and incidental uses,  approved parking,  loading and unloading provisions and  dwellings for labor and watch and ward staff.

Permissible Uses  All categories permissible in light industrial zone.  Warehousing of perishable and inflammable commodities.

Prohibited Uses  All uses which are neither permitted nor permissible herein.

17.4.4 Institutional (Educational, Health & Administrative Zone)

Permitted Use  Educational, health and research institutions,  offices of social and cultural organizations,  religious institutions ,  parks, memorials and monuments ,  recreational uses,  public utilities and buildings,  community facilities, arts councils, auditoriums, museums, library  federal, provincial or local government offices,  taxi stand, bus halts,  approved parking provisions  Police station, post office, fire station & banks  Court, tribunal or judicial complexes

Permissible Uses  Offices of commercial and financial institutions,  Hotels, restaurants and clubs,  Commercial, recreational uses like theater, auditoriums, and cinemas,  Petrol and gas filling stations,  limited retail shopping,

Integrated Master Plan for Multan (2008-2028) Page 17 - 8 NESPAK – May 2012 Master Plan Report Ch # 17: Zoning Regulations  residential and other uses incidental to main permitted uses.  Indoor sports facilities  Prison / correctional facilities

Prohibited Uses  All uses which are neither permitted nor permissible herein.

17.4.5 Metropolitan/ Sub-Metropolitan Centers (Commercial Zones)

Permitted Uses  market, shopping mall, departmental store  commercial cum apartment buildings;  plaza;  residential flat on upper floor;  multi storey building for multi-purpose use;  business facility;  private office;  financial institution;  hotel up to three star;  motel having not more than twenty rooms;  showroom and shop;  boutique;  restaurant;  parking plaza;  taxi stand and bus halt;  police station, post office, fire station; and  place of worship or prayer:  service industries and

Permissible Uses  educational institution;  research institution with a minimum plot size of four kanal;  marriage or banquet hall with a minimum plot size of four kanal;  cinema;  theater, auditorium, concert hall or exhibition hall with a minimum plot size of four kanal;  seasonal commercial fare site;  stadium or play land;  petrol pump or gas station;  bus or truck terminal;  loading and unloading requirements of all uses;  weighbridge;  private hospital;  hotel four star or above;

Integrated Master Plan for Multan (2008-2028) Page 17 - 9 NESPAK – May 2012 Master Plan Report Ch # 17: Zoning Regulations  television or other studio;  auto workshop;  whole sale storage place;  printing press;  athletic club, gymnasium, fitness centre or indoor sport facility;  receiver station or communication tower  hostel & guest houses,  government or semi-government office;  court or tribunal;  cultural institution such as park, memorial and monument  social welfare institution such as community centre, art gallery & museum

Prohibited Uses  All uses which are neither permitted nor permissible herein.

17.4.6 Public Parks/ Metropolitan Park/ Sports Complex/ Recreational Areas

Permitted Uses  Recreational areas including parks, play grounds, gardens, nurseries, botanical and zoological gardens,  restaurants and hotels essential for the users,  fishing and boating lake,  landscape monuments,  water bodies and related uses,  taxi and rickshaw stands,  bus halts and car parking areas,  dwellings for watch and ward staff,  public utilities and municipal facilities.

Permissible Uses  Essential utility services,  specialized hospitals and schools which require an environment of open spaces and parks and fun lands operating with electric power,  incidental recreational uses,  youth hostels,  clubs,  petrol / gas filling stations only on main roads of not less than 100 feet right of way.

Prohibited Uses  All uses which are neither permitted nor permissible herein

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17.4.7 Regional Level Recreational Zone

Permissible Uses  Essential utility services,  specialized hospitals and schools which require an environment of open spaces and parks and fun lands operating with electric power,  incidental residential uses,  Golf course & community clubs,  amphitheatre and cinema.  Indoor sports, gymnasium, swimming pools

Prohibited Uses  All uses which are neither permitted nor permissible herein

17.4.8 Peri-Urban Zones

Permitted use: the Authority shall permit land uses in the peri-urban areas in accordance with the approved peri-urban structure plan:

Permissible use: the Authority, may grant any of the permissible uses in accordance with the approved peri-urban structure plan:

Prohibited use: the Authority shall not allow a person to use a property in a peri-urban area for a purpose which is neither permitted nor permissible in the approved peri-urban structure plan

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17.4.9 Agriculture / Orchard Zone

Permitted Uses  Crop, orchard, pasture land, forest,  livestock such as dairy or poultry farm  tube well and development of irrigation system,  rural settlement or village,  servicing / repair of farm equipments and machinery.  nursery or a green house,  place of worship or prayer,  place of burial or cremation  corner shops / small commercial centres.

Permissible Uses  Storage, processing and sale of agriculture / farm products in the zone where produced,  sale of agriculture supplies,  public or private parks and recreational uses, playground & play fields  retail and service uses.  Agriculture research institutions and laboratories and other uses incidental to rural settlements.  Agricultural machinery workshop,  brick kiln,  basic health unit,  animal husbandry clinic,  country club,  farm houses,  zoo or wildlife park,  golf course,  primary education / day care centres,  communication towers,  slaughter houses,  milk chilling and pasteurization centers.

Prohibited Uses  All uses which are neither permitted nor permissible herein.

17.5 SHIFTING OF NON-CONFORMING USES

Previous master planning studies for Multan rightly recommended the gradual shifting for non-conforming uses on the principle of amortization so as to cause minimum amount of hardship to the owners of non-conforming uses. The obnoxious industries should be assigned a higher priority for shifting as compared to other nuisance and non-nuisance industries.

Integrated Master Plan for Multan (2008-2028) Page 17 - 12 NESPAK – May 2012 Master Plan Report Ch # 17: Zoning Regulations Nothing concrete has been done except shifting of fruit & vegetable markets and partial relocation of tanneries and non-conforming and incompatible uses continue to exist side by side either with the connivance of the municipal staff or under the cover of not a very well defined licensing system provided in the local Government laws. For these very reasons the safety and quality of urban life has remained at stake. It is high time, that stringent steps are taken to adopt a clear cut policy based on identification and gradual elimination of non-conforming uses located in various use zones.

The obnoxious uses, trades and industries have been categorized and listed below with the recommended action plan for the elimination and shifting of dangerous and highly offensive non-conforming uses on one hand and managing relatively less dangerous and less obnoxious non-conforming activities on the other.

17.5.1 Uses Rated As Obnoxious, Dangerous or Highly Offensive

 Storing, packing, pursing, cleaning, preparing or manufacturing, blasting powder, ammunition, fire works, gun powder, sulpher, mercury, gases, saltpeter, nitro-compounds, nitro-mixtures, phosphorous or dynamite;

 Storing explosives, petrol, oil, lubricants and other inflammable materials including timber, firewood and coal etc. Dealing in chemicals, liquid or otherwise cleaning, dying, preparing or manufacturing of cloth or yarn in indigo and other colours;

 Storing, processing, cleaning, crushing, melting, preparing or manufacturing or dealing in bones, tallow, offal, fat blood, soap, raw or dry hides and skins; Washing or drying wool or hair;

 Casting of heavy metals; Preparation of aerated water; Electroplating; Welding; Marble cutting and polishing; Manufacturing of cement and hume pipes; Burning or grinding of lime or metal stone; Keeping animals likely to create nuisance; Operating and running tin factories and power loomes; Manufacture of safes and boxes; Operating and running bake houses; Any other use which may be declared by the District Government to be dangerous or likely to cause nuisance to public health and life.

17.5.2 Recommended Action Plan

i. Highly offensive and dangerous non-conforming uses posing threat to human life must be given highest priority. Such uses should either cease to operate or be shifted and relocated in the conforming use zone within a maximum period of one year from service of a notice by the City District Government/MDA.

ii. A cut off date may be fixed, which may range from three to five years depending upon the extent of nuisance and obnoxiousness associated with a non-conforming use for the owners to shift such uses to the conforming use zones.

Integrated Master Plan for Multan (2008-2028) Page 17 - 13 NESPAK – May 2012 Master Plan Report Ch # 17: Zoning Regulations iii. During the period specified in (i) and (ii) above a non-conforming use tax must be imposed. The amount of tax to be substantially increased, if a non- conforming use is allowed to stay and that too only once with permission from the competent authority for an additional period of maximum six months and two years for highly offensive and relatively less offensive or non-nuisance uses respectively.

iv. No addition and alteration in the structure for supplementation and extension of facilities in the premises being used for non-conforming uses will be allowed.

v. Areas extensively affected by non-conforming uses should be taken up for urban renewal and redevelopment of the locality.

17.6 LANDUSE CONTROL IN EXISTING BUILT-UP AREAS

Distribution of existing built-up areas into different zones is attempted to regulate and promote a systematic relationship and interaction between various land uses/activities in respect of their approach and accessibility. Non-conforming uses in existing built-up areas developed either lawfully or unlawfully have been discouraged with the aim of their gradual elimination from different areas. The zoning regulations proposed herein are a broader spectrum and are kept flexible in giving permission to auxiliary activities in all predominant zones. Use zones are primarily established for the use of land or buildings, intensification of use, and space utilization in individual or grouped cases. The existing built up area of Multan has been divided into various use zones as described in the following tables:-

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17.6.1 Zoning Regulations for Existing Residential Areas

Zoning regulations for existing residential areas are presented in table 17.1 hereunder:

Table 17.1: Zoning Regulation for Existing Residential Areas

Residential Areas in Multan Permitted Permissible Prohibited Areas

 Detached / semi detached dwellings,  Office of restricted size, All uses which are Established Old inner city / historic / unplanned areas of the neither permitted nor Built Up Areas Multan such as areas inside circular road permissible (walled city area),  Mosques,  recreational places like neighbourhood clubs, herein.  Local Shopping Areas/Retail Shops,  commerce and trade offices, Approved All MDA schemes, private housing schemes and  Offices of Professionals with adequate parking Schemes land subdivisions facilities,  hospitals not treating contagious diseases or mental patients,  Neighborhood level Parks and Playgrounds,  libraries,  Local Recreational Uses,  gas and petrol filling stations on  Non-commercial vegetable gardens and main roads Predominantly Residential developments in the periphery of the horticulture nurseries, open areas exiting built up areas mostly falling in south-east  research institutions of the southern bypass, south of old bypass  taxi and rickshaw stands.  bakeries,  ancillary uses clearly incidental to residential uses, which must be free from nuisance and  service industry and storage of non- hazard pungent materials.

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17.6.2 Zoning Regulations for Existing Industrial Areas

Zoning regulations for existing industrial areas are presented in table 17.2 hereunder:

Table 17.2 : Zoning Regulation for Existing Industrial Areas---Contd

Residential Areas in Multan Permitted Permissible Prohibited Areas

 cottage or light industry;  medium industry;  storing, packing, pursing, cleaning, preparing, Established Old inner city / unplanned areas of the Multan and manufacturing of blasting powder, Built Up Areas such as areas inside & outside circular road  construction equipment; ammunition, fire works, gun powder, sulphur, and industrial (walled city area),  petrol pump or gas station; mercury, gases, nitro-compounds, corridor  warehouse, storage or Areas along Makhdoom Rashid Road, distribution centre;  (essential residential, commercial phosphorous, dynamite; or educational facility for laborers Vehari Road upto Southern Bypass,  building material store;  storing explosives, petrol, oil, lubricants, and or employees; and other inflammable materials including coal, Bahawalpur Road upto M4 interchange  fire station; and chemicals, liquids or otherwise cleaning dying,  police station, post office Multan Bypass (Bahawalpur Chowk to Sher  loading and unloading place preparing and manufacturing of cloth or yarn in Shah Interchange) indigo or other colour;

 storing, processing, cleaning, crushing, melting, preparing or manufacturing and

dealing in bombs, tallow, offal, fat blood, soap, raw or dry hide or skin, washing or dying wool or hair; and  casting of heavy metals, electro plating, welding, marble cutting and polishing, manufacturing of cement or pipes, burning or grinding of lime stone, metal or use of any other obnoxious or hazardous material.

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Table 17.2 : Zoning Regulation for Existing Industrial Areas

Residential Areas in Multan Permitted Permissible Prohibited Areas

 The permitted, permissible and prohibited land uses shall be in accordance with the approved scheme / layout / master Approved plan of the industrial area / estate; Industrial Area Multan Industrial Estate

 light, medium or heavy industry  storing, packing, pursing, cleaning, preparing, All uses which are This means industrial corridor with size including manufacturing, production, and manufacturing of blasting powder, neither permitted nor of plots being more than two kanal Industrial processing, cleaning, servicing and ammunition, fire works, gun powder, sulphur, permissible located along the provincial high ways Corridor (IC-1) repair of materials, goods or products; mercury, gases, nitro-compounds, herein. outside the peri-urban areas; such as phosphorous, dynamite; Khanewal Road beyond start of  ancillary office or place for industry; Qadirpur Ran Bypass,  storing explosives, petrol, oil, lubricants, and  petrol pump or gas station; other inflammable materials including coal, Bahawalpur Road beyond M4  essential residential, commercial or chemicals, liquids or otherwise cleaning dying, interchange educational facility for employees; preparing and manufacturing of cloth or yarn in indigo or other colour;  police station, post office or fire station;  storing, processing, cleaning, crushing,  loading and unloading place; melting, preparing or manufacturing and  construction equipments; dealing in bombs, tallow, offal, fat blood, soap, raw or dry hide or skin, washing or dying wool  warehouse, storage or distribution or hair; and center; and  casting of heavy metals, electro plating,  building material store welding, marble cutting and polishing, manufacturing of cement or pipes, burning or grinding of lime stone, metal or use of any other obnoxious or hazardous material

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17.6.3 Zoning Regulations for Central Business District Delineation of CBD Area The area encircled by Inner Ring Road has been delineated as proposed Central Business District of Multan. The Inner Ring Road of Multan is being developed as main transport corridor of the inner city providing improved connectivity of the walled city with all other parts through numerous flyovers constructed recently.

The area to be declared as New CBD of Multan would exclude planned / approved housing schemes such as Mumtazabad, New Multan, Shah Rukne Alam Town, Wahdat Colony,Shamsabad Colony, MEPCO Staff Colony, Railway Colony and Railways officers Bungalow, Tughlaq Town etc.

This CBD area is a blend of emerging commercial & business hub like Abdali Road, Nusrat Road and Old Bahawalpur Road (Qaswar Gardezi Road), traditional whole sale establishments like grain market, timber market and iron market, the inner city linear bazaars and the oldest Multan Fort and Qila Kuhna Qasim Bagh areas.

It is the area characterized by:-

 High land values,

 High density

 Concentration of non residential activities

 Mixed landuses (residential-commercial-service /cottage industry) all in single premises.

 Highest ranked facilities such as:- o Administrative offices like Commissioner office, DCO office o Financial institutions like head offices of National Bank, State Bank, Allied Bank o Public buildings including historic shrines of Multan o Wholesale & retail business o Hotels, restaurants & cafes like Ramadah,

 Geographical centre of the urban fabric

 Historic core of the ancient city including Walled City, Multan Fort and Qila Kuhna Qasim Bagh

 Main Public Transport Terminals (Rail & Road)

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Zoning Regulations:- As CBD area of Multan mainly consists of old city which continuously experience regeneration and revitalization, therefore Reclassification of the whole CBD area is imperative to achieve optimum utilization of the land while simultaneously enhancing historical significance of the area. Reclassification would be on the criteria and procedure as laid down in the Punjab Landuse Rules 2009. However, apparently following landuse zones presently prevails within CBD Area:- 1. Historically Significant areas as about 50 out of 53 listed monuments are located in CBD Area. 2. Approved Housing Schemes. 3. Established Built Up Residential Areas 4. Established Built Up Mixed Use Areas (Residential-commercial-industry) 5. Established Built Up Industrial Areas 6. Urban Renewal / Redevelopment Areas such as Old Bus stand site near Dera Adda, sites to be vacated after proposed shifting of grain market, timber market, iron market etc according to Reclassification scheme to be prepared as per Punjab Landuse Rules 2009. 7. Roads permitted for landuse conversion / Commercial use (MDA Controlled Roads and District / Town Roads) as per List A according to Rule 62 (5) of Punjab Landuse Rules 2009. 8. Established Public Buildings / Parks / Play grounds/ public & goods transport terminals, places of worship, places of burial, public sector institutions etc.

Except at Serial No. 1 & 2, zoning regulations of the whole CBD area would be according to the approved Reclassification Schemes/ Redevelopment Plan/ Notified Roads (List A & List B) to be prepared by MDA / CDG as per Punjab Landuse Rules 2009. MDA/ CDG should immediately initiate preparation of Landuse Classification / Reclassification Schemes/ Redevelopment Plans particularly for CBD Area. However under the prevailing circumstances, except for zones mentioned at serial no. 1, 2 and 7, existing MDA building regulations of CBD area would be applicable but with following additional conditions:-

i. No more than one (1 No ) CNG fuelling station would be allowed along each side of the road within 1 Km length. ii. Total number of CNG stations in the CBD area excluding Inner Ring Road should not exceed Twenty Five (25 Nos) i.e. approximately One station per Sq Km.

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iii. Petrol Stations / CNG Stations should only be allowed on roads with minimum 50 Ft R.O.W. and on a plot not less than 2 kanal area subject to fulfillment of all other requirements of concerned departments. iv. Schools upto primary level should only be allowed on roads with minimum 50 Ft R.O.W. and on a plot not less than 2 kanal area. v. No landuse conversions would be allowed on roads with R.O.W. less than 40 Feet. vi. No multi-storey building (more than three) would be allowed on roads with R.O.W. less than 40 Feet. vii. No basement would be allowed on plots of less than 10 marlas. viii. Maximum building height would be 45 feet except as specified for MDA / CDG roads permitted for landuse conversion or sites reserved for public buildings / institutional buildings having area more than 4 kanals. ix. Unless otherwise specified, minimum building line / front setback for any landuse conversion on all roads meant for vehicular purposes (ROW 20 ft & above) would be 10 feet irrespective of size of the plot. x. No residential or commercial plot, land or building would further be allowed for any kind of medium or heavy industry. xi. Shops selling hazardous materials such as fire crackers etc would not be allowed

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17.6.4 Zoning Regulations For Notified Commercial Roads under Punjab Landuse (Classification, Reclassification and Redevelopment ) Rules 2009

Table 17.3: Zoning Regulations for Notified Roads (District / Town Roads)

Road Name Road Segment Restrictions Imposed Permitted Permissible Prohibited

District Govt./ Town All Roads / Road Segments  No multi-storey (more than 3 storey)  Shopping plazas  Petrol filling / CNG All uses specifically Roads Notified by City District building shall be allowed on roads  Wholesale and Retail shops stations not permitted or Government with R.O.W less than 40 Feet permissible  Business and professional,  Whole sale markets herein. offices  Social and welfare  No Petrol filling / gas stations should institutions be allowed on roads with R.O.W  Restaurants less than 60 Feet  Clinics  Service garages  meat and fruit markets  Traffic and transportation Roads in MDA The commercialization in housing  Recreational uses Housing Schemes / schemes should be discouraged. terminals.  Public offices Other Approved Govt.  educational institution Housing Schemes However, in the absence of  Service industries not with a minimum plot proper/appropriate commercial areas employing more than 10 size of two kanal; persons (and are not creating available in the adjoining unplanned  marriage or banquet nuisance); with standardized housing schemes, commercial activities hall with a minimum parking FAR and MDA building on roads with ROW 60 Ft and above may plot size of four kanal be continued on roads which have regulations will be followed. already been declared for land use  No development will take place conversion. beyond the established building line / setback line on main Minimum set back shall be 20 feet and roads where such use zone is multi story building shall not be allowed. earmarked.

Maximum height of any commercial / public facility building within approved housing schemes would be 38 Ft.

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Table 17.4: Zoning Regulations for Notified Roads (MDA Controlled Roads)

1. Name of Road / Segment of Road:- LMQ Road (300 Ft From the Center of the Road) 2. Start Point:- Pak Arab/ Matital Chowk 3. End Point:- MDA Limits towards Khanewal 4. Average Width:- 80 – 110 ft. 5. Size of Plot & Development SETBACK SETBACK (Ft.) MAXIMUM MAXIMUM Parameters FAR FRONT GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE Less than 10 marlas 1:1.5 45 ft. 30 5 65% 10 marla to 1 kanal 1:2 70 ft. 30 7 5 on one side 65% Above 1 Kanal to 2 Kanal 1:4 70 ft. 30 10 5 65% Above 2 Kanals 1:6 120 ft. 30 13 13 50% 6. Type of Commercial Activity All types of Commercial Activities would be allowed except the following:-  No landuse conversion would be allowed beyond Northern Bypass Chowk except according to permitted, permissible and prohibited landuses of the Proposed Master Plan Zones.  No more than two (2 Nos ) petrol stations / Gas stations would be allowed along each side of the roads within 1 Km length.  Schools upto secondary level and training/coaching centers of any kind.  Any kind of marble / stone cutting/ storage units  Automobile or motorcycle impounds  Junkyards and recyclers.  All kind of workshops / manufacturing units, repair shops and machine shops.  Shops selling hazardous materials such as fire crackers etc.  Any activity deemed inappropriate by the city authorities. 7. Additional Restriction(s) Imposed:-

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1. Name of Road / Segment of Road:- LMQ Road (300 Ft From the Center of the Road) 2. Start Point:- Pak Arab/ Matital Chowk 3. End Point:- Aziz Hotel Chowk 4. Average Width:- 45 – 85 Ft. Except Inner Ring Road - Inner Ring Road Widened upto Minimum 80 Ft. 5. Size of Plot & Development SETBACK (Ft.) MAXIMUM SETBACK FRONT MAXIMUM Parameters FAR GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE

Less than 10 marlas 1:1.5 45 ft. 30 5 65% 10 marla to 1 kanal 1:2 70 ft. 30 7 5 on one side 65% Above 1 Kanal to 2 Kanal 1:4 70 ft. 30 10 5 65% Above 2 Kanals 1:6 120 ft. 30 13 13 50% 6. Type of Commercial Activity All types of Commercial Activities would be allowed except the following:-

 No more than two (2 Nos ) petrol stations / Gas stations would be allowed along each side of the road in 1 Km length.  Auto related industry shops including auto service stations, car washes, lube shops, tire and rim shops, showrooms, spare parts shops.  Educational institutions and training/coaching centers of any kind.  Banquet / marriage halls  All kind of workshops / manufacturing units, repair shops and machine shops excluding, tailors or embroiderers.  Warehouses on ground, lower-ground and first floors. Warehouses only for adjacent markets are allowed.  Shops selling hazardous materials such as fire crackers etc.  Automobile or motorcycle impounds, junkyards and recyclers.  Any kind of butchers and/ or raw meat selling or processing area, however a hyper-mart of no less than 5,000 sq.ft. can have packaged raw meat selling area.  Any activity deemed inappropriate by the city authorities. 7. Additional Restriction(s) Imposed:-

* Note: Where Road is already been / being widened by obtaining min 10 – 15 Ft. from abutting properties on both sides, only 10 Ft. Setback is suggested for plots of upto 1 kanal which would be applicable after widening of the road. However for plots of more than 1 kanal, minimum 20 Ft. setback is suggested.

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1. Name of Road / Segment of Road:- LMQ Road (300 Ft From the Center of the Road) 2. Start Point:- Aziz Hotel Chowk 3. End Point:- Muzaffarabad (Shujaabad Canal) Excluding Cantonment Area) 4. Average Width:- 50 – 75 Ft. Excluding Cantonment Area 5. Size of Plot & Development SETBACK SETBACK (Ft.) MAXIMUM MAXIMUM Parameters FAR FRONT GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE Less than 10 marlas 1:1.5 45 ft. 30 5 65% 10 marla to 1 kanal 1:2 70 ft. 30 7 5 on one side 65% Above 1 Kanal to 2 Kanal 1:4 70 ft. 30 10 5 65% Above 2 Kanals 1:4 70 ft. 30 13 13 50% 6. Type of Commercial Activity All types of Commercial Activities would be allowed except the following:-

 No more than two (2 Nos ) petrol stations / Gas stations would be allowed along each side of the road in 1 Km length.  Schools upto secondary level and training/coaching centers of any kind.  Shops selling hazardous materials such as fire crackers etc.  Any activity deemed inappropriate by the city authorities.

7. Additional Restriction(s) Imposed:-

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1. Name of Road / Segment of Road:- LMQ Road (300 Ft From the Center of the Road) 2. Start Point:- Muzaffarabad (Shujaabad Canal) 3. End Point:- Sher Shah Bypass MDA Limits 4. Average Width:- 65 – 75 Ft. 5. Size of Plot & Development SETBACK SETBACK (Ft.) MAXIMUM MAXIMUM Parameters FAR FRONT GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE Less than 10 marlas 1:1.5 45 ft. 30 5 - 65% 10 marla to 1 kanal 1:2 70 ft. 30 7 5 on one side 65% Above 1 Kanal to 2 Kanal 1:4 70 ft. 30 10 5 65% Above 2 Kanals 1:4 70 ft. 30 13 13 50% 6. Type of Commercial Activity All types of Commercial Activities would be allowed except the following:-  No more than two (2 Nos ) petrol stations / Gas stations would be allowed along each side of the road in 1 Km length.  Schools upto secondary level and training/coaching centers of any kind.  Shops selling hazardous materials such as fire crackers etc.  Any activity deemed inappropriate by the city authorities

7. Additional Restriction(s) Imposed:-

Integrated Master Plan for Multan (2008-2028) Page 17 - 25 NESPAK - May 2012 Master Plan Report Ch # 17: Zoning Regulations

1. Name of Road / Segment of Road:- Vehari Road (300 Ft From the Center of the Road) 2. Start Point:- Double Phaatak 3. End Point:- Vehari Chowk 4. Average Width:- 45 – 60 Ft. (BCG to Vehari Chowk – 100 – 120 Ft) 5. Size of Plot & Development SETBACK (Ft.) MAXIMUM SETBACK FRONT MAXIMUM Parameters FAR GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE

 No more than two (2 Nos ) petrol stations / Gas stations would be allowed along each side of the road in 1 Km length.  Auto related industry shops including auto service stations, car washes, lube shops, tire and rim shops, showrooms, spare parts shops.  Schools upto secondary level and training/coaching centers of any kind.  All kind of workshops / manufacturing units, repair shops and machine shops.  Warehouses on ground, lower-ground and first floors. Warehouses only for adjacent markets are allowed.  Shops selling hazardous materials such as fire crackers etc.  Any kind of butchers and/ or raw meat selling or processing area, however a hyper-mart of no less than 5,000 sq.ft. can have packaged raw meat selling area.  Any activity deemed inappropriate by the city authorities. 7. Additional Restriction(s) Imposed:-

Integrated Master Plan for Multan (2008-2028) Page 17 - 26 NESPAK - May 2012 Master Plan Report Ch # 17: Zoning Regulations

1. Name of Road / Segment of Road:- Vehari Road (300 Ft From the Center of the Road) 2. Start Point:- Vehari Chowk 3. End Point:- Southern Bypass 4. Average Width:- 120 Ft. 5. Size of Plot & Development SETBACK (Ft.) MAXIMUM SETBACK FRONT MAXIMUM Parameters FAR GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE

7. Additional Restriction(s) Imposed:-  One tree should be planted in each 15 ft width of the plot front

Integrated Master Plan for Multan (2008-2028) Page 17 - 27 NESPAK - May 2012 Master Plan Report Ch # 17: Zoning Regulations

1. Name of Road / Segment of Road:- Vehari Road (300 Ft From the Center of the Road) 2. Start Point:- Southern Bypass 3. End Point:- MDA Limits 4. Average Width:- 100 – 120 Ft. 5. Size of Plot & Development SETBACK (Ft.) MAXIMUM SETBACK FRONT MAXIMUM Parameters FAR GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE

Less than 10 marlas 1:1.5 45 ft. 30 5 - 65% 10 marla to 1 kanal 1:2 70 ft. 30 7 5 on one side 65% Above 1 Kanal to 2 Kanal 1:4 70 ft. 30 10 5 65% Above 2 Kanals 1:4 70 ft. 30 13 13 50% 6. Type of Commercial Activity All types of Commercial Activities would be allowed except the following:-  No more than two (2 Nos ) petrol stations / Gas stations would be allowed along each side of the road within 1 Km length.  Schools upto secondary level and training/coaching centers of any kind.  Shops selling hazardous materials such as fire crackers etc.  Any activity deemed inappropriate by the city authorities.

7. Additional Restriction(s) Imposed:-

Integrated Master Plan for Multan (2008-2028) Page 17 - 28 NESPAK - May 2012 Master Plan Report Ch # 17: Zoning Regulations

1. Name of Road / Segment of Road:- Multan Bypass (Part of Inner Ring road) 2. Start Point:- Jinnah Chowk 3. End Point:- General Bus Stand (Vehari Chowk) 4. Average Width:- 150 – 200 Ft. 5. Size of Plot & Development SETBACK (Ft.) MAXIMUM SETBACK FRONT MAXIMUM GROUND Parameters FAR HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE

Less than 10 marlas 1:1.5 45 ft. 20 5 - 65% 10 marla to 1 kanal 1:2 70 ft. 20 7 5 on one side 65% Above 1 Kanal to 2 Kanal 1:4 70 ft. 20 10 5 65% Above 2 Kanals 1:4 70 ft. 20 13 13 65% 6. Type of Commercial Activity  Commercial Activity would only be allowed in the following sections:- i) From Jinnah Chowk to Home Economic College (both side of road) ii) Underpass to Vehari Chowk  All types of Commercial Activities would be allowed except the following:-  No more than two (2 Nos ) petrol stations / Gas stations would be allowed along each side of the road within in 1 Km length.  Auto related industry shops including auto service stations, car washes, lube shops, tire and rim shops, showrooms, spare parts shops.  Schools upto secondary level and training/coaching centers of any kind.  All kind of workshops / manufacturing units, repair shops and machine shops.  All kind of marble / stone cutting/ storage units  Automobile or motorcycle impounds, junkyards and recyclers  Warehouses on ground, lower-ground and first floors. Warehouses only for adjacent markets are allowed.  Shops selling hazardous materials such as fire crackers etc.  Any activity deemed inappropriate by the city authorities. 7. Additional Restriction(s) Imposed:-

Integrated Master Plan for Multan (2008-2028) Page 17 - 29 NESPAK - May 2012 Master Plan Report Ch # 17: Zoning Regulations

1. Name of Road / Segment of Road:- Multan Bypass 2. Start Point:- General Bus Stand (Vehari Chowk) 3. End Point:- Bahawalpur Chowk 4. Average Width:- 100 – 150 Ft. 5. Size of Plot & Development SETBACK (Ft.) MAXIMUM SETBACK FRONT MAXIMUM Parameters FAR GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE

 No more than two (2 Nos ) petrol stations / Gas stations would be allowed along each side of the road within 1 Km length.  Schools upto secondary level and training/coaching centers of any kind.  Shops selling hazardous materials such as fire crackers etc.  Any activity deemed inappropriate by the city authorities.

7. Additional Restriction(s) Imposed:-

Integrated Master Plan for Multan (2008-2028) Page 17 - 30 NESPAK - May 2012 Master Plan Report Ch # 17: Zoning Regulations

1. Name of Road / Segment of Road:- Multan Bypass 2. Start Point:- Bahawalpur Chowk This Road Segment may be allowed for Mixed use (Service / light Industry + Commercial + Public 3. End Point:- Beyond Sher Shah Interchange upto MDA Limits Buildings) 4. Average Width:- 150 Ft. 5. Size of Plot & Development SETBACK (Ft.) MAXIMUM SETBACK FRONT MAXIMUM Parameters FAR GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE

Less than 10 marlas 1:1.5 45 ft. 30 5 - 65% 10 marla to 1 kanal 1:2 70 ft. 30 7 5 on one side 65% Above 1 Kanal to 2 Kanal 1:4 70 ft. 30 10 5 65% Above 2 Kanals 1:4 70 ft. 30 13 13 50% 6. Type of Commercial Activity All types of Service Industry, Commercial, Public Buildings Activities would be allowed except the following:-  No more than two (2 Nos ) petrol stations / Gas stations would be allowed along each side of the road within 1 Km length.  Schools upto secondary level and training/coaching centers of any kind.  All kind of marble / stone cutting/ storage units  Shops selling hazardous materials such as fire crackers etc.  Any activity deemed inappropriate by the city authorities.

7. Additional Restriction(s) Imposed:-

Integrated Master Plan for Multan (2008-2028) Page 17 - 31 NESPAK - May 2012 Master Plan Report Ch # 17: Zoning Regulations

1. Name of Road / Segment of Road:- Northern Bypass (300 Ft. from Centre of the Road) 2. Start Point:- LMQ Road 3. End Point:- Bosan Road 4. Average Width:- 150 Ft. 5. Size of Plot & Development SETBACK (Ft.) MAXIMUM SETBACK FRONT MAXIMUM Parameters FAR GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE

Less than 10 marlas No Commercial Activity would be allowed on plots of less than 1 kanal except on designated commercial plots 10 marla to 1 kanal

Above 1 Kanal to 2 Kanal 1:2.5 45 Ft. 50 10 5 65% Above 2 Kanals 1:2.5 45 Ft. 50 13 13 50% 6. Type of Commercial Activity Only following commercial activity would be allowed:-

 Educational Institutions (Maximum to Primary Education) (On minimum 2 Kanal Plot)  Dispensary / Clinic  Public Buildings like Banquet Halls, Community Club, Gymnasium (Indoor games) on minimum 4 kanal area.  Commercial cum Apartment building on sites of four (4) kanal and above.

7. Additional Restriction(s) Imposed:-  No Building would be constructed within 300 Ft. from edge of road crossings of Primary Roads.

Integrated Master Plan for Multan (2008-2028) Page 17 - 32 NESPAK - May 2012 Master Plan Report Ch # 17: Zoning Regulations

1. Name of Road / Segment of Road:- Southern Bypass 2. Start Point:- LMQ Road 3. End Point:- Bahawalpur Chowk (Old Bypass) 4. Average Width:- 150 Ft. 5. Size of Plot & Development SETBACK (Ft.) MAXIMUM SETBACK FRONT MAXIMUM Parameters FAR GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE

From 2 Kanal upto 4 Kanal 1:2.5 70 50 13 13 50% Above 4 Kanals 1:2.5 70 50 20 20 50% 6. Type of Commercial Activity

 No Commercial Activity would be allowed on plots of less than 2 kanal except in the Proposed Commercial zone abutting on Southern Bypass/ Budhla Road. 

7. Additional Restriction(s) Imposed:-  No Building would be constructed within 300 Ft. from edge of road at crossing of Primary Roads.  All land subdivisions / housing schemes should have their internal service roads beyond 150 Ft R.O.W of bypass.

Integrated Master Plan for Multan (2008-2028) Page 17 - 33 NESPAK - May 2012 Master Plan Report Ch # 17: Zoning Regulations

1. Name of Road / Segment of Road:- Bahawalpur Lodhran Road 2. Start Point:- BCG Chowk 3. End Point:- Bahawalpur Chowk (Old Bypass) 4. Average Width:- 50 – 120 Ft. 5. Size of Plot & Development SETBACK (Ft.) MAXIMUM SETBACK FRONT MAXIMUM Parameters FAR GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE

Less than 10 marlas 1:1.5 45 ft. 30 5 - 65% 10 marla to 1 kanal 1:2 70 ft. 30 7 5 on one side 65% Above 1 Kanal to 2 Kanal 1:4 70 ft. 30 10 5 65% Above 2 Kanals 1:6 120 ft. 30 13 13 50 % 6. Type of Commercial Activity All types of Commercial Activities would be allowed except the following:-  No more than two (2 Nos ) petrol stations / Gas stations would be allowed along each side of the road in 1 Km length.  Auto related industry shops including auto service stations, car washes, lube shops, tire and rim shops, showrooms, spare parts shops.  Schools upto secondary level and training/coaching centers of any kind.  All kind of workshops / manufacturing units, repair shops and machine shops.  Any kind of marble / stone cutting/ storage units  Automobile or motorcycle impounds, junkyards and recyclers  Warehouses on ground, lower-ground and first floors. Warehouses only for adjacent markets are allowed.  Shops selling hazardous materials such as fire crackers etc.  Any kind of butchers and/ or raw meat selling or processing area, however a hyper-mart of no less than 5,000 sq.ft. can have packaged raw meat selling area.  Any activity deemed inappropriate by the city authorities. 7. Additional Restriction(s) Imposed:-

Integrated Master Plan for Multan (2008-2028) Page 17 - 34 NESPAK - May 2012 Master Plan Report Ch # 17: Zoning Regulations

1. Name of Road / Segment of Road:- Bahawalpur Lodhran Road 2. Start Point:- Bahawalpur Chowk (Old Bypass) 3. End Point:- M4 Interchange 4. Average Width:- 100 – 120 Ft. 5. Size of Plot & Development SETBACK (Ft.) MAXIMUM SETBACK FRONT MAXIMUM Parameters FAR GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE

Less than 10 marlas 1:1.5 45 ft. 30 5 - 65% 10 marla to 1 kanal 1:2 70 ft. 30 7 5 on one side 65% Above 1 Kanal to 2 Kanal 1:4 70 ft. 30 10 5 65% Above 2 Kanals 1:4 70 ft. 30 13 13 50 % 6. Type of Commercial Activity All types of Commercial Activities would be allowed except the following:-  No more than two (2 Nos ) petrol stations / Gas stations would be allowed along each side of the road within 1 Km length.  Schools upto secondary level and training/coaching centers of any kind.  Shops selling hazardous materials such as fire crackers etc.  Any activity deemed inappropriate by the city authorities. 

7. Additional Restriction(s) Imposed:-  Further industrial units banned on this road.  Service or light industry may be allowed in the peri-urban zone south of Jampur Distributary

Integrated Master Plan for Multan (2008-2028) Page 17 - 35 NESPAK - May 2012 Master Plan Report Ch # 17: Zoning Regulations

1. Name of Road / Segment of Road:- Piran Ghaib Road 2. Start Point:- Jinnah Chowk 3. End Point:- Power House Entrance 4. Average Width:- 80 – 130 Ft. 5. Size of Plot & Development SETBACK (Ft.) MAXIMUM SETBACK FRONT MAXIMUM Parameters FAR GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE

Less than 10 marlas 1:1.5 45 ft. 30 5 - 65% 10 marla to 1 kanal 1:2 70 ft. 30 7 5 on 65% one side Above 1 Kanal to 2 Kanal 1:4 70 ft. 30 10 5 65% Above 2 Kanals 1:4 70 ft. 30 13 13 50 % 6. Type of Commercial Activity All types of Commercial Activities would be allowed except the following:-  No more than two (2 Nos ) petrol stations / Gas stations would be allowed along each side of the road within 1 Km length.  Schools upto secondary level and training/coaching centers of any kind.  All kind of workshops / manufacturing units, repair shops and machine shops.  All kind of marble / stone cutting/ storage units,  Automobile or motorcycle impounds, junkyards and recyclers  Shops selling hazardous materials such as fire crackers etc.  Any activity deemed inappropriate by the city authorities.

7. Additional Restriction(s) Imposed:-

Integrated Master Plan for Multan (2008-2028) Page 17 - 36 NESPAK - May 2012 Master Plan Report Ch # 17: Zoning Regulations

1. Name of Road / Segment of Road:- Abdali Road 2. Start Point:- Ghanta Ghar 3. End Point:- Chowk Nawan Shehar 4. Average Width:- 35 – 60 Ft. 5. Size of Plot & Development SETBACK (Ft.) MAXIMUM SETBACK FRONT MAXIMUM Parameters FAR GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE

Less than 10 marlas 1:1.5 45 ft. 20 5 - 65% 10 marla to 1 kanal 1:2 45 ft. 20 7 5 on one side 65% Above 1 Kanal to 2 Kanal 1:2 45 ft. 20 10 5 65% Above 2 Kanals 1:4 70 ft. 30 13 13 50 % 6. Type of Commercial Activity All types of Commercial Activities would be allowed except the following:-  No more than two (2 Nos ) petrol stations / Gas stations would be allowed along each side of the road within 1 Km length.  Auto related industry shops including auto service stations, car washes, lube shops, tire and rim shops, showrooms, spare parts shops.  Schools upto secondary level and training/coaching centers of any kind.  All kind of workshops / manufacturing units, repair shops and machine shops.  Warehouses on ground, lower-ground and first floors. Warehouses only for adjacent markets are allowed.  Shops selling hazardous materials such as fire crackers etc.  Any activity deemed inappropriate by the city authorities.

7. Additional Restriction(s) Imposed:-

Integrated Master Plan for Multan (2008-2028) Page 17 - 37 NESPAK - May 2012 Master Plan Report Ch # 17: Zoning Regulations

1. Name of Road / Segment of Road:- Abdali Road 2. Start Point:- Chowk Nawan Shehar 3. End Point:- SP Chowk 4. Average Width:- 55 – 65 Ft. 5. Size of Plot & Development SETBACK (Ft.) MAXIMUM SETBACK FRONT MAXIMUM Parameters FAR GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE

Less than 10 marlas  Plots of less than 1 kanal area would not be allowed for commercial use 10 marla to 1 kanal Above 1 Kanal to 2 Kanal 1:4 70 ft. 30 7 5 65% Above 2 Kanals 1:6 120 ft. 30 13 13 50 % 6. Type of Commercial Activity All types of Commercial Activities would be allowed except the following:-  Petrol stations / gas stations and auto related industry shops including but not limited to automobile showrooms, sales areas, workshops spare parts shops, tire and rim stores.  All kinds of workshops.  Any kind of butchers and/or raw meeting selling or processing area, however a hyper-mart of no less than 7,000 sq.ft. can have raw meet selling area.  Retail outlets and showrooms for hardware, sanitary ware, cement, marble, electrical goods, electrical wiring, flooring and bathroom tiles, kitchen wares, pipes and fittings, paints and related industry.  Warehouses, large storage units, junkyards and/or car impound.  Any kind of manufacturing, machine, repair or welding shops.  Marriage and party halls except those providing ample vehicle gathering and parking area within the premises.  Large holding sheds for any kind of machinery, automobiles, power generation units, motor cycles and so forth.  Parking garages on the ground, lower or upper-ground floors, if in full view of the street.  Schools upto secondary level and training/coaching centers of any kind.  Shops selling hazardous materials such as fire crackers etc.  Any kind of butchers and/ or raw meat selling or processing area, however a hyper-mart of no less than 5,000 sq.ft. can have packaged raw meat selling area.  Any activity deemed inappropriate by the city authorities. 7. Additional Restriction(s) Imposed:-

Integrated Master Plan for Multan (2008-2028) Page 17 - 38 NESPAK - May 2012 Master Plan Report Ch # 17: Zoning Regulations

1. Name of Road / Segment of Road:- Old Bahawalpur Road 2. Start Point:- Kalma Chowk 3. End Point:- High Court Chowk 4. Average Width:- 100 Ft. after widening 5. Size of Plot & Development SETBACK SETBACK (Ft.) MAXIMUM MAXIMUM Parameters FAR FRONT GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE Less than 10 marlas 1:1.5 45 30 5 - 65% 10 marla to 1 kanal 1:2 70 30 7 5 on one side 65% Above 1 Kanal to 2 Kanal 1:4 70 30 7 5 65% Above 2 Kanals 1:4 70 30 13 13 50 % 6. Type of Commercial Activity All types of Commercial Activities would be allowed except the following:-

 No more than two (2 Nos ) petrol stations / Gas stations would be allowed along each side of the road within 1 Km length.  Auto related industry shops including auto service stations, car washes, lube shops, tire and rim shops, showrooms, spare parts shops.  Schools upto secondary level and training/coaching centers of any kind.  All kind of workshops / manufacturing units, repair shops and machine shops.  Warehouses on ground, lower-ground and first floors. Warehouses only for adjacent markets are allowed.  Shops selling hazardous materials such as fire crackers etc.  Any kind of butchers and/ or raw meat selling or processing area, however a hyper-mart of no less than 5,000 sq.ft. can have packaged raw meat selling area.  Any activity deemed inappropriate by the city authorities. 7. Additional Restriction(s) Imposed:-

Integrated Master Plan for Multan (2008-2028) Page 17 - 39 NESPAK - May 2012 Master Plan Report Ch # 17: Zoning Regulations

1. Name of Road / Segment of Road:- Multan Public School Road 2. Start Point:- Bosan Road 3. End Point:- Matital Road 4. Average Width:- 60 Ft 5. Size of Plot & Development SETBACK (Ft.) MAXIMUM SETBACK FRONT MAXIMUM Parameters FAR GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE

Less than 10 marlas 10 marla to 1 kanal Above 1 Kanal to 2 Kanal Above 2 Kanals 6. Type of Commercial Activity  No commercial activity should be allowed on this road.  20 feet setback would be provided for all kind of residential developments.  In case of Land Subdivision/ Housing Schemes the developer will have to provide their own service road of minimum 30 feet.

7. Additional Restriction(s) Imposed:-

Integrated Master Plan for Multan (2008-2028) Page 17 - 40 NESPAK - May 2012 Master Plan Report Ch # 17: Zoning Regulations

1. Name of Road / Segment of Road:- Bosan Road (300 Ft From the Center of the Road) 2. Start Point:- Chungi No. 9 3. End Point:- BZU Entrance 4. Average Width:- 70 - 80 Ft. Being Widened upto Minimum 120 Ft. with Service Road on both sides 5. Size of Plot & Development SETBACK SETBACK (Ft.) MAXIMUM MAXIMUM Parameters FAR FRONT GROUND HEIGHT (Ft.) (Ft.) REAR SIDES COVERAGE Less than 10 marlas 1:1.5 45 ft. 10 5 - 75% 10 marla to 1 kanal 1:2 70 ft. 20 7 5 on one side 75% Above 1 Kanal to 2 Kanal 1:4 70 ft. 20 10 5 65% Above 2 Kanals 1:6 120 ft. 30 13 13 50% 6. Type of Commercial Activity All types of Commercial Activities would be allowed except the following:-

 No more than two (2 Nos ) petrol stations / Gas stations would be allowed along each side of the road within 1 Km length.  Auto related industry shops including auto service stations, car washes, lube shops, tire and rim shops, showrooms, spare parts shops.  Further educational institutions and training/ coaching centers of any kind.  All kind of workshops / manufacturing units, repair shops and machine shops excluding, tailors or embroiderers.  Warehouses on ground, lower-ground and first floors. Warehouses only for adjacent markets are allowed.  Shops selling hazardous materials such as fire crackers etc.  Automobile or motorcycle impounds, junkyards and recyclers.  Any kind of butchers and/ or raw meat selling or processing area, however a hyper-mart of no less than 5,000 sq.ft. can have packaged raw meat selling area.  Any activity deemed inappropriate by the city authorities. 7. Additional Restriction(s) Imposed:-

Integrated Master Plan for Multan (2008-2028) Page 17 - 41 NESPAK - May 2012 Master Plan Report Ch # 18: Urban Governance

CHAPTER: 18 URBAN GOVERNANCE

18.1 NEED FOR EFFECTIVE URBAN GOVERNANCE

Effective urban governance is the exercise of political, economic, social and administrative authority in the management of an urban entity. It is the sum of the many ways individuals and institutions, public and private, plan and manage the common affairs of the city. It is a continuing process through which conflicting or diverse interests may be accommodated and cooperative action can be taken. It includes formal institutions as well as informal arrangements and the social capital of citizens. It is characterized by transparent decision making, sound financial management, public accountability, decentralized and equitable resource allocation, and integrity.

Governance comprises of the complex mechanisms, processes and institutions, through which individuals and other interest groups articulate their interests either through formal or informal channels, mediate their differences and exercise their legal rights and obligations. Today more than ever before, urbanization has become a critical part of the affairs of any country in the world. With massive movements of people to urban centers, coupled with unprecedented growth and mushrooming of existing and new urban realities, new challenges on how urban centers are managed are going to rise exponentially.

From a stakeholder approach, governance and urbanization are mutually inclusive. Urbanization cannot be sustained without good governance, and governance cannot be considered effective if it does not sustain urbanization. Therefore good urban governance is an auxiliary in the realization of sustainable urban growth and development. It goes beyond the state apparatus to include the private sector and civil society. All three are critical for sustainable urbanization.

The spirit of effective urban governance therefore requires a constructive and purposeful interaction based on effective participation of all stakeholders, the rule of law, transparency, responsiveness, consensus orientation, equity, efficiency and effectiveness, accountability and a common strategic vision.

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Master Plan Report Ch # 18: Urban Governance

18.2 EXISTING INSTITUTIONAL ANALYSIS

The management of urban development for Multan was fragmented and was under the control of a number of authorities/agencies. Various agencies were involved in the urban management of Multan and among these there was overlapping of functions in various service areas. Linkages amongst a number of agencies on the one hand and with MDA on the other, were weak. There was no cohesive policy framework to guide various agencies involved in urban matters. The institutional limitations of urban management in Multan were:

1. Lack of cohesive policy framework 2. Overlapping of functions 3. Lack of coordination 4. Inadequate finances for development works 5. Misappropriation of funds 6. Weak management 7. Lack of technical/professional staff 8. Deficient accountability/transparency.

The above situation resulted in:

1. Poor resource mobilization and poor connections between service provision and taxation. 2. Weak inter-sectoral coordination of urban services 3. Inadequate cost-effectiveness of local and municipal services. 4. Substandard infrastructure/services operation and maintenance.

Because of the above weaknesses, it was expedient to devolve political power and decentralise administrative and financial authority to accountable local governments for good governance, effective delivery of services and transparent decision making through institutionalised participation of the people at grass root level.

Under Punjab Local Government Ordinance, 2001 (PLGO), District Multan has been declared as a “City District”. Existing city of Multan is being administratively contracted for provision of municipal services, development control and managing future growth by the following three institutions. Each institution has its own area of jurisdiction, powers & functions, to manage and control the city’s growth as well as preparing & implementing future development plans.

i) The City District Govt. Multan established under Local Govt. Ordinance 2001. ii) Multan Development Authority (MDA) established under Punjab Development of Cities Act 1976. ii) Multan Cantonment Board established under Cantonments Act 1924.

Integrated Master Plan for Multan (2008-2028) Page 18 - 2 NESPAK - May 2012

Master Plan Report Ch # 18: Urban Governance

City District Multan has three administrative tiers: the City District Government (CDG), the Town Municipal Administrations (TMAs) and the Union Administrations (UAs). The three tiers are described below:-

18.2.1 City District Government

The Local Government Ordinance 2001 provides for the establishment of a City District Government to respond to the specific needs of the mega cities and large urban districts of Pakistan. Multan is one of such District. In the common districts, spatial planning and municipal services are the exclusive function of the Tehsil Municipal Administration but in the City District some planning and macro-municipal functions are managed by the City District Government, in addition to all the common district functions.

The nature of infrastructure and population densities in urban Multan necessitate city wide planning to achieve economies of scale, rationalization of investments, and the benefits of modern technologies. Multan Development Authority, WASA and other organizations providing municipal services and facilities also operate under management of the City District.

The City District Government in the absence of an elected District Nazim is now headed by the District Coordination Officer (DCO). Each Department of District Government is headed by Executive District Officer (EDO), who report to the DCO. Presently following are the offices of the City District Government Multan established under Part C and Part D of the First Schedule of the Local Government Ordinance 2001(See Figure 18.1).

1. Department of Health. 2. Department of Finance and Planning 3. Department of Agriculture. 4. Department of Education 5. Department of Works and Services 6. Department of Municipal Services

The functions related to spatial planning and commercialization are being exercised under the Department of Municipal Services through DO (Spatial Planning) who directly report to EDO (Municipal Services) (See Figure 18.3).

Responsibilities of DO (Spatial Planning & Commercialization) also includes:-

1. To act as Secretary of Commercialization Committee for City District Government Multan, to deal with all matters for Commercialization of the properties with approval of Commercialization Committee.

Integrated Master Plan for Multan (2008-2028) Page 18 - 3 NESPAK - May 2012

Master Plan Report Ch # 18: Urban Governance

2. Master planning, land use, zoning, classification and reclassification. 3. Urban design and urban renewal programme, promulgation of building rules and planning standards. 4. Landscape, monument, and municipal ornamentation. 5. Urban and housing development, including urban improvement and upgrading, and urban renewal and redevelopment, with care being taken to preserve historical and cultural monument

18.2.2 Town Municipal Administrations

Multan City District has six towns, each administered by a Town Municipal Administration (TMA) which is a corporate body and consists of a Town Nazim, Town Municipal Officer, Town Officers and other officers of the Local Council Service. Presently, Town Municipal Officer (TMO) is head of the Town Municipal Administration (TMA) (See Figure 18.2 & 18.4).

The TMA is responsible for spatial planning (land use planning and zoning), development facilitation/control (site development and building control) and planning, capital investments and operation and maintenance of municipal services (water, sanitation, solid waste, roads and streets, street lights, graveyards, fire fighting, traffic engineering, slaughterhouse, parks and open spaces), but excluding those functions which for technical or other reasons are retained with the City District Government. Responsibilities of various Town Officers are as follows:-

Town Officer (Municipal Regulations) is responsible for licensing, management of municipal lands, estates, properties, facilities and enterprises and enforcement of relevant municipal laws, rules and bye-laws etc.

Town Officer (Infrastructure and Services) is responsible for water, sewerage, drainage, sanitation, roads, other than provincial and district roads, streets and street lighting; fire fighting, park services.

Town Officer (Planning and Coordination) is responsible for spatial planning and land use control; building control; and coordination of development plans and projects with Union Administration, Village Councils and other local governments.

Town Officer (Finance) is responsible for budget, revenue and accounts. The Town Municipal Administration (TMA) is responsible for spatial planning and municipal services, exclusively working closely with the Union Councils, Village/Neighborhood Councils and other civil society and private organizations.

As per "Guidelines for Town Transition Teams and Transition Report on Town Municipal Administration" (June 2001) issued by the National Reconstruction Bureau,

Integrated Master Plan for Multan (2008-2028) Page 18 - 4 NESPAK - May 2012

Master Plan Report Ch # 18: Urban Governance

Chief Officers (CO) were appointed in TMA’s to ensure continued delivery of services in the operation and management of municipal services (water, sewerage, sanitation, roads, streets, surface drains, street lights, parks and playgrounds) in the areas under the territorial jurisdiction of the dissolved Town Committee (TC), Municipal Committee (MC) or Municipal Corporation (MCorp).

18.2.3 Union Administration

There are 129 Union Councils in the whole City District Multan. Each union council is governed by a Union Administration which is a corporate body and consists of Union Nazim, Naib Union Nazim, three Union Secretaries and the members of ancillary staff.

The Union Nazim is the head of Union Administration and the Naib Union Nazim acts as his deputy during his temporary absence. The Union Secretaries coordinate and facilitate in community development, functioning of the Union Committees and delivery of municipal services under the supervision of Union Nazim.

18.2.4 Powers and Functions of the Union Nazim

The Union Nazim exercises the following functions:-  Provides leadership for Union-wide development and preparation of budget and the annual development plan;  Organizes the management of inter-villages municipal infrastructure;  Assists the Tehsil Municipal Administration in spatial planning process;  Constitutes Musalihat Anjuman;  Disposes of the business of Union Administration record & annual performance evaluation reports of Union secretaries; and  Reports to the concerned authorities in respect of: encroachment on State and local government property and violation of land use and building laws, rules and bye-laws, sale and trade of dangerous and offensive articles; environmental and health hazards; adulteration of articles of food; and breach of public watercourses within the area of the union.

18.2.5 Composition of the Union Council

The Union Council in each Union comprises thirteen elected members including general seats, seats reserved for peasants and workers, seat reserved for minority communities; and Union Nazim and Naib Union Nazim elected as joint candidates.

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TABLE 18.1 SUMMARY OF FUNCTIONS OF DIFFERENT TIERS OF LOCAL GOVERNMENT RELATED TO SPATIAL PLANNING AS PER PLGO 2001

Local Officer Immediate Government Responsible for Reporting Tier Spatial Planning Status Planning Related Functions

District Officer Executive  Approve master plans, zoning, land use (Spatial Planning District Officer plans, including classification and District reclassification of land, environmental and (Municipal control, urban design, urban renewal and Government Commercialization) Services) ecological balances;  Review implementation of rules and DO (SP&C) EDO (MS) bylaws governing land use, housing, markets, zoning, environment, roads, traffic, tax, infrastructure and public utilities.  Approve development schemes for beautification of areas along rivers, beaches and sea sides. Town Town Officer Town  Spatial planning, execution and Municipal management of development plan. Government (Planning and Officer Coordination)  Land use, building control, sub-division, TMO TO (P&C) and zoning.  Enforcement of municipal laws/ rules/ bylaws.  Compilation of information provided by union and village councils of prioritized projects.  Coordination of development plans and projects with Union Administrations. Union Union Union Nazim  Collecting and maintaining statistical Councils Secretaries information for socio-economic surveys;  Consolidating ward and neighbourhood development needs and prioritize these into union-wide development proposals.  To identify deficiencies in the delivery of services and make recommendations for improvement thereof to the concerned TMA

18.2.6 Multan Development Authority

Multan Development Authority (MDA) was established on 22nd October 1976 under the Punjab Development of Cites Act 1976. The Authority is a successor body of Multan Improvement Trust (MIT), which was established in 1944 under Punjab Town

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Improvement Act, 1922. Scope of MIT was limited only towards residential and commercial schemes within municipal boundaries, which was then called city area.

Presently, MDA's area of jurisdiction spreads over 362 sq km. Vital responsibility of MDA is to evolve policies and programs for the development of the city and to launch new housing schemes. Under the Director General, the Urban Development Wing of MDA is administered by four Directorates(See Figure 18.5):-

 Directorate of Town Planning;  Directorate of Engineering;  Directorate of Estate & Land Management; and  Directorate of Finance & Administration.  The Directorate of Town Planning is headed by a Director, supported by two Deputy Directors (Town Planning I & II), and a Deputy Director (Urban Planning). The Deputy Directors are assisted by a number of Assistant Directors and ancillary staff.

Functions of Town Planning Directorate are as follows:-

 To sanction building plans, including plans for residential, commercial and industrial buildings, in accordance with the Building Regulations.  To compound violations of approved plans/building regulations in accordance with the instructions, orders and policy enforced, from time to time.  To permit in cases of hardship, for reasons to be stated in writing, the payment of penalty, for building violations, in installments over a period not exceeding six months.  To sanction sub-division of plots, on payment or prescribed fees, in accordance with the instructions orders and policy enforced from time to time.  To exercise the powers vested in the Authority under section 39 of the Punjab Development of Cities Act, 1976.  To lodge complaints to the competent courts as provided in section 34 of Punjab Development of Cities Act, 1976.  To initiate and maintain a continuous process of comprehensive development planning with the object of preparing a Master Plan, for the approval of the Authority.  To periodically suggest revisions in the Master Plan for approval of the Authority.  To evaluate the performance under the Annual Development Programme at the end of each year (Section 6).  To initiate and carry out, or cause to be carried out, with the approval of the Government or the Authority or the Director General, as the case may be,

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studies, surveys, experiments and research works, for the purposes of the Master Plan and its periodic revisions (Section 6).  To prepare for the approval of the Authority prior to its submission to Government, the annual report on the activities of the Authority and its Agencies (Section 36).  To initiate, prepare, maintain and update the development plans.  To prepare, implement and enforce development schemes i.e. housing, commercial, recreational, traffic & transportation etc.  To conduct studies on future planning.  To coordinate/supervise surveys, collect data and carry out technical research in the field of Town Planning/Master Plan.

The Directorate of Engineering is headed by Director (Engg.), assisted by four Executive Engineers (XEN HQ/Design, and XENs I, II and III), who in turn are supported by a number of SDOs/Assistant Engineers.

The Directorate of Estate & Land Management is headed by Director Estate Management, and is assisted by three Deputy Directors, five Assistant Directors and one Tehsildar along with ancillary staff.

The Directorate of Finance and Administration is headed by a Director and assisted by one Deputy Director, one Assistant Director, one special Magistrate, one DSP (Land Control Officer) and Medical Officer along with their ancillary staff.

18.2.7 Water and Sanitation Agency (WASA)

WASA was created in April 1992 as an agency of MDA, and is responsible for bulk water supply, treatment, filtration, and distribution, collection of water tariff, expansion, and installation of additional services, operation and maintenance of the entire system. The sanitation system comprising sewerage network, disposal, wastewater treatment and O&M is also managed by WASA.

WASA is headed by a Managing Director, and has four major wings namely:-

i. Planning & Development ii. Works, iii. Administration & Finance and iv. Recovery.

Each wing is headed by a Director. The Works Directorate has two major sections viz., Sewerage and Water. Currently, the area of operation is much lesser than that of MDA. The water supply and sanitation services in remaining parts of the MDA as well as other rural areas are

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either provided by TMA or PHED Govt of the Punjab. There is a need to make coordinated efforts to provide adequate water supply and sanitation coverage in the entire MDA area.

18.2.8 Parks & Horticulture Agency (PHA)

Recently created wing of MDA, PHA is responsible for development and management of parks, play grounds, green belts etc.

18.2.9 Multan Cantonment Board

Multan Cantonment is very well planned part of Multan city, spreading over an area of about 20 sq.km.

In the Cantonment area all the functions related to provision of municipal services, landuse & building control as well as preparation of development plans are the responsibility of Cantonment Board. Cantonments Board works under the direct administrative control of the Director General, Military Lands and Cantonments, which is an attached department of the Ministry of Defence. The Director General issues various directives on important policy matters from time to time and the Cantonment Board complies with the same.

The Cantonment Board is an organ of the local government and formulates policies for development within the frame work of the Cantonments Act and other Government Regulations.

The Cantonment Executive Officer is the principal executive of Cantonment Board who executes the policies laid down by the Board. He is a permanent Officer and is sufficiently empowered to carry out the policies and decisions and ensure adherence to the various laws and bye-laws.

18.3 OVERLAPPING FUNCTIONS

Currently, the spatial planning and delivery of basic infrastructure related functions in Multan are carried out by multiple institutions such as:

 City District Government (CDG)  Multan Development Authority (MDA)  Water and Sanitation Agency (WASA)  Six Town Municipal Administrations (TMAs)  Multan Cantonment Board

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Table 18.2 :- Inter-Agency Functions Matrix

FUNCTIONS MDA WASA PHA TMAs CDG Cantonment Others

Building and Landuse    Control Launching/Approval    Private of Housing Schemes Sector Environment Control/      NGOs/ Horticulture CSOs Water Supply &    Individuals Sewerage System Sanitation and Solid    Local Waste Collection Arrangem Roads & Streets     Control of    Advertisement

As inferred from the above table, the overlapping functions, being carried out by more than one institution are building & landuse control, launching of housing schemes, environment control, provision/O&M of water supply, sewerage and storm water drainage, development of roads & streets as well as control of advertisement hoardings etc. While WASA is currently responsible for water supply and sewerage for the area under the jurisdiction of the (defunct) Multan Municipal Corporation, TMAs have similar role for rural areas of the Town (previously performed by the defunct Multan District Council).

Multan Development Authority is responsible for building control and spatial planning related functions within the MDA area and along major roads; the TMAs are responsible for similar functions in other (mostly rural) areas of the District under their respective jurisdiction. The current functions of MDA are generally similar to those of TMAs except for different physical areas of jurisdiction. It is also pertinent to mention here that TMAs are institutionally frail to take over the functions mandated under PLGO 2001. Multan Cantonment Board is responsible for building control, development planning, provision of municipal services etc in its area of jurisdiction which is only about 20 Sq Km.

The relevant functions and the overlapping roles and responsibilities of various municipal institutions in Multan are summarized in the matrix given above.

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18.4 INSTITUTIONAL STRENGTHENING

To enable the new decentralization policies implemented under Punjab Local Government Ordinance (PLGO) system more successful & effective, it must include human resource development, infrastructure development and fiscal decentralization policies. Any local government reform process must embrace social and capital investment strategies as part of the reform agenda. City District Government, TMAs and other tiers of local government should have the capacity to manage the new responsibilities. Capacity needs to be defined in a comprehensive sense and go beyond trainings to include staffing, rules, procedures, tools, incentives, promotions and accountability. Capacity growth should also include enabling the local governments to enter into new institutional arrangements with private sector, NGOs and expand physical capital.

18.4.1 Orientation/Training

Historically, lack of capacity at the local level has been caused primarily by the highly centralized institutional system, which has been replaced by the institutions established under the Devolution Plan. However, while these institutions have now been entrusted with substantial autonomy and heavy responsibilities, they (particularly TMAs) lack necessary capacity to carry out the assigned tasks.

An important pre-requisite for strengthening institutions is to enhance their understanding about a plan or project. It is therefore important that all concerned officials as well as elected representatives of different tiers are given a briefing/orientation about Multan Master Plan. This may be done by senior planning officials of the City District / MDA Administration. The orientation will include project background, objectives, master planning methodology and the implementation strategy. The target group would be the senior officials/personnel like EDOs/ Directors who are most relevant for the Master Plan, officials of the City District Government, Town Municipal Officers, Towns Officers and Elected Representatives. The objectives of orientation would be to involve the key players’ right at the start of the Master Plan implementation and to equip them with the overall concept of the Plan.

For the Town Planners of the City District / MDA and TMAs, provision of appropriate and intensive support to facilitate improved planning control, building control, zoning regulations and other tools for Master Planning implementation need to be considered.

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18.4.2 Management Information System (MIS)

An effective & centralized Management Information System (MIS) should be developed at City District Level. This proposed MIS would be a computerized system to manage the planning data, such as socio-economic profile of various union councils, which as per the PLGO, the UCs are to collect and compile land record, complete details about housing schemes and plots and other planning information. MIS is a set of people, hardware, software, databases, telecommunications, and procedures that should be configured to collect, manipulate, store and process data into information.

As regards the architecture of this system, initially a Local Area Network (LAN) should be established for the planning staff of the City District for information processing and sharing. Ultimately LANs may also be established at each of the six TMAs and should be connected to main server machine at City District Office to form a Wide Area Network (WAN). The MIS Section in the City District set up will be under the control of proposed EDO (TP & BC).

18.4.3 Reliance on Lower Tiers

Structures should be created which facilitate dialogue between different levels of government. This is already true in case of Union-Town and Union-City District relationship, as Naib Nazim of Union Council is member of the Town Council and Nazim of Union Council is member of the District Council. However, there appears to be a void between the Town Council and the District Council. For more effective €service providing system, reliance on the Union Administrations should be increased. More Technical / Professional staff should be hired / deployed in various positions at Union & Town levels.

18.4.4 Involvement of NGOs/Private Sector

The functions of different tiers of local government, as given in the PLGO are demanding in terms of skilled and motivated manpower, technical and administrative expertise and resources. Enabling TMAs to co-ordinate and develop communication mechanisms amongst various local organizations for community based integrated programmes and developing long term partnership and culture of collective action among local organizations, NGOs and the CBOs will enhance their organizational capacity for effective contribution towards planning services.

Due to capacity constraints, initially therefore, for provision of public services, public / private mix may be introduced. But even for successful externalization of functions,

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management capacity and regulatory frameworks must be developed as a necessary precondition. New experimentation in the field of public/private mix must be implemented initially with pilot projects. These may for example include joint participation in planning, execution and management of development schemes.

18.4.5 Institutional Networking

Institutional networking through City District Administration, MDA, TMAs and Union Councils can provide a forum for exchange of experiences, ideas, knowledge and information. The network shall serve liaison and voice to articulate the perspectives and concerns of communities about various planning issues. Networking with relevant provincial line departments (which have not been devolved) is also very important. This for example, includes the Revenue Department which is responsible for registering the sale/purchase of land and has a vital role in controlling the illegal land sub-divisions. This Department should process registration of title documents only after obtaining the NOC from the concerned Town Planning Department. This will ensure adherence of these sub-divisions to the Master Plan, Town Planning Scheme or the Zoning Scheme, as the case may be.

18.4.6 Citizens’ Participation

The entire planning process should be open and transparent and all relevant details should be made public and discussed before final decisions are taken. Public seminars, workshops and discussions using all forms of the media should be held to create public interest, awareness and involvement. There has to be accountability and transparency. Thus citizens must have access to relevant information such as policies, plans and all financial matters.

18.5 IMPLEMENTATION FRAMEWORK

18.5.1 Master Plan Implementation and Review Commission

A high level commission for implementation and review of Integrated Master Plan for Multan is proposed with following composition:-

1. Commissioner, Multan Division 2. District Coordination Officer, Multan 3. Director General, Multan Development Authority (MDA) 4. Local Public Representatives (MNA’s / MPA’s) 5. Managing Director, WASA, MDA 6. Managing Director, PHA, MDA 7. EDO (Town Planning & Building Control)

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8. Director Metropolitan Planning, MDA 9. Representative from H & UD Department 10. Representative from LG and CD Department 11. Representative from PHATA 12. XEN Provincial Highway Department 13. Representative Environment Protection Department 14. Representative Finance Department 15. Representatives of other utility agencies like MEPCO, SNGPL, WAPDA, PTCL etc 16. Cantonment Executive Officer, Multan Cantonment 17. Chief Traffic Officer (Traffic Police) 15. Town Nazim/ TMO, Bosan Town 16. Town Nazim/ TMO, Shah Rukne Alam Town 17. Town Nazim/ TMO, Sher Shah Town 18. Town Nazim/ TMO, Musa Pak (Shaheed) Town 19. Town Nazim/ TMO, Shujaabad Town 20. Town Nazim/ TMO, Jalalpur Pirwala Town

The commission should be formed to periodically review and update the plan, suggest changes, and oversee the master planning preparation and implementation process. It should also be empowered to approve amendments in the master plan proposals suggested by any stakeholder. The Commission should also provide long term planning vision for the metropolis.

18.5.2 Implementation Agencies at the City District Level

At the City District Level, following agencies need to coordinate for ensuring effective implementation of the Master Plan and for this matter the DCO may issue a directive to all the concerned agencies/ departments for strict compliance. These may include the following:-

 Multan Development Authority and its associated agencies like WASA, TEPA, and PHA.  EDO (Town Planning & Building Control)  EDO (Municipal Services)  EDO (Works and Services)  EDO (Finance and Planning)  EDO (Agriculture)  EDO (Education)  EDO (Health)  Town Municipal Administrations of Six Towns  Water and Power Development Authority

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 Sui Northern Gas Pipelines Ltd.  Pakistan Telecommunication Corporation Ltd.  Other agencies concerned as and when required.

18.5.3 Preparation/ Revision of Master Plan

At present, MDA is looking after the housing and physical planning functions within its controlled area. At the City District Level, Spatial Planning and Commercialization is a function of EDO (Municipal Services). However, under the present circumstances, MDA where separate Metropolitan Directorate is proposed, is more empowered technically to take up the task of Preparation / Revision of Master Plan as major share of urban development comes under the expanded controlled area of MDA which proposed to be increased upto 566 Sq Km. Therefore, it is proposed that the Metropolitan Planning / Master Planning should continue to be the responsibility of MDA in Urban Multan.

Further, to effectively manage & control the urban development, and to keep pace with the growth of the city as well as changing public sector policies at provincial & regional level, the Master Plan should be reviewed every five years and update the proposed policies & programmes of the Plan.

18.6 ORGANIZATIONAL RESTRUCTURING FOR MASTER PLAN IMPLEMENTATION / DEVELOPMENT CONTROL

Under devolved scenario, the entire City District is a municipal unit and all its administrative entities are under a unified command. City District Multan however is not a contiguously built-up area. In fact large parts of the City District are under agriculture/orchards/rural settlements. In particular, the two southern Towns, i.e. Jalalpur Pirwala and Shujaabad are predominantly rural and have different character than the four northern Towns. Even among northern towns, large areas are rural and only parts of these are urban. Because of such diversity in characteristics, the objective of ‘integrated urban management system’ under a unified City District Government becomes questionable, and calls for review of institutional set-up within the City District. It is important since the problems are aggravated if the institutional set-up is not responsive to the requirements.

There is also a need to streamline the overlapping functions being performed by different agencies, for a more integrated municipal management system. At present, MDA is responsible only for area within its jurisdiction (which is hardly 17% of the total District Area), while the six TMAs look after remaining (mostly rural) parts of the Towns. For the purposes of integrated planning, a district or an urban area cannot be sub-divided on the basis of administrative boundaries. A Town or a part of a Town has strong linkages with another Town, and vice versa. These linkages relate to

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traffic & transportation, landuses, social, economic and technical aspects. There is a strong inter-dependency and thus planning cannot be carried out in isolation.

So far, Multan Development Authority has been concentrating on planning approvals, building control, planning & development of housing schemes, and commercialization. Much more is desired to tackle Multan’s growing problems. What is required is a dynamic and forward-looking institution which would look after not only building control, but is also continuously capable to review, update, plan, monitor and when needed, implement programmes for guiding Multan’s growth and development.

Under the present set-up, where GDG Multan and MDA are playing their roles in their jurisdiction of area, strengthening of both institutions are required for improved management functions related to master planning and development control.

18.6.1 Requirement of EDO (Town Planning & Building Control) in City District Government Set Up

Presently functions of Spatial Planning & Development Control are administered by DO (Spatial Planning & Commercialization) which comes under the purview of EDO (Municipal Services). However, considering the complexity and enormity of planning issues in Multan City District, it is imperative to have a separate EDO for Town Planning and Building Control. This EDO will be assisted by four District Officers namely District Officer (Spatial Planning), District Officer (Enforcement), District Officer (Commercialization) and District Officer (Development Control) (See Figure 18.6)

In the past, after enactment of new uniform building bylaws for the whole Punjab in the year 2007, Govt. of Punjab also decided to create new post of Executive District Officer (Building Control) in the five city district governments in Punjab to enable them to centrally enforce these new model building bylaws in their respective cities. In this regard, LG & CD Department, Government of Punjab, created the offices of Executive District Officer (EDO) Building Control and subsequently the Finance Department, Government of Punjab issued notification and accorded sanction for the creation of posts of EDO Building Control, including DO Building Control, DO Enforcement, DO Spatial Planning on 2nd January, 2008. However the above said posts could not be created in Multan as yet.

According to the functions and roles, the above sanctioned post of EDO should be redesignated as Executive District Officer (Town Planning & Building Control). The central role to be assigned to the EDO (TP & BC) is not only coordinating the development processes within the jurisdictions of the City Districts but also

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translating the provisions of the Master/ Spatial Plans through implementation of their future development plans to achieve planned and controlled growth of cities. The functions to be performed under EDO (Town Planning & Building Control) would be as follows:-

 Preparation, review, updation, and implementation of District Master Plans / Development Plans.  To deal with all matters of landuse control / zoning regulations.  Preparation of Land use classification, reclassification and redevelopment plans as per Provisions of the Punjab Landuse Rules 2009.  Urban design and urban renewal programme  Promulgation of building rules and planning standards.  Urban and housing development, including urban improvement, upgrading and redevelopment  Preservation of historical and cultural monuments

18.6.2 Strengthening of Town Municipal Administrations (TMA) & Union Administrations in City District Government

The Town Governments are understaffed with just one (1 No) Town Planner to carry out a fairly ambitious list of planning tasks as per the PLGO. It is important that TMAs should be strengthened in terms of planning staff with at least three town planners. The existing post of Town Officer (Planning and Coordination) should be supported by two Additional Town Officers (ATO); ATO (spatial planning) and ATO (development control & coordination).

There is also need to strengthen the TMA with the technical staff related to building and landuse control, road construction, infrastructure development etc. TMAs also need to improve their record keeping skills, so that all types of records are properly maintained and are easily traceable.

In most Union Councils, the Secretaries are not appropriately qualified for their jobs. The PLGO provides detailed job descriptions of the Union Council Secretaries. However, the functions given in the Ordinance are too ambitious as against their present qualifications and experience. The PLGO describes in detail the functions and roles of different units/ sections, but the local institutions have not yet equipped enough for their functions. There is an urgent need to do so.

18.6.3 Establishment of Metropolitan Planning Directorate in MDA

City of Multan is growing much faster in recent times owing to various development projects under PM’s Southern Punjab Development Package. Multan’s Social &

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Physical Infrastructure is getting enormous boom with addition of new Universities and Colleges, Hospitals, Public & Private Sector Housing Schemes, Upgradation of Airport to International Standard, Flyovers, Bypasses and Motorway etc. Further limits of MDA Controlled area has been extended from 362 sq. km to about 566 sq. km. Therefore, pressure on MDA Administration regarding Planning, Managing and Controlling rapid growth requires restructuring of its present organizational setup to keep pace with the emerging city management needs. In proposed setup, exclusive functions of Metropolitan Planning, Development Control and Land Development has been separated and strengthened.

Considering the complexity and enormity of planning issues in Multan City District, it is imperative to have a separate Directorate of Metropolitan Planning in MDA which would be responsible for implementation of various proposals under the Master Plan. It is likely to have salutary effects for achievement of the targets.

It is therefore, suggested that following three additional directorates be added in the Short Term Plan(See Figure 18.7):-

a) Metropolitan Planning b) Land Development and c) Legal, Recovery and Enforcement.

However, Multan City is growing rapidly and will become a mega city in the years to come. Therefore, considering the long term urban governance requirements of the city, the Multan Development Authority (MDA) need to further expand its set up, it has been proposed that Town Planning Wing headed by Chief Town Planner would have five directorates while Metropolitan Planning Wing headed by Chief Metropolitan Planner would have three directorates. Similarly Engineering Wing headed by Chief Engineer would have five directorates. The proposed organogram of MDA for the long term plan has been shown in Figure 18.8.

Proposed functions to be performed by the Directorates proposed in Short Term Plan have been outlined below:-

18.7 PROPOSED BROAD FUNCTIONS OF MDA DIRECTORATES:-

18.7.1 Directorate of Metropolitan Planning

Functions 1. To initiate and maintain continuous process and comprehensive development planning with the object to prepare Metropolitan development plan/ Master Plan / Structure Plan.

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2. To periodically suggest revision in the Metropolitan Development Plan / Master Plan / Structure Plan. 3. To initiate and carry out, studies, surveys, experiments and research works, for the purposes of the Metropolitan Development Plan/ Master Plan/ Structure Plan and its periodic revisions. 4. To maintain and keep up-to date landuse and cadastral record for the entire Metropolitan area of Multan city; and to maintain an up-to date maps of the city and issue them to various organs of CDG / MDA and other departments as per policy enforce. 5. To prepare action plans, subject plans, local plans and district plans with a view to facilitate the implementation of Structure Plan/ Master Plan/ Metropolitan Development Plan in the interest of planned growth and development. 6. To translate the zoning/ landuse plans on to the revenue khasra plans (vice- versa) to facilitate the development control in the city. 7. To interpret, analyze and synthesize landuse proposals and zoning measures contained in the approved Structure Plan/ Master Plan/ Metropolitan Development Plan documents. 8. To continuously assess development programme in the city, development needs in the city, demand and supply of shelter and urban services and in the light of such assessments to suggest action programmes/ projects for implementation. 9. To process and approve private housing schemes/ site development / land- subdivision schemes and issue planning permission in respect of such schemes. 10. To study, survey and identify traffic and transportation problems in the city and to propose improvement, development and renovation plans for improvement of traffic and transportation planning, engineering and management systems in the city. Also to implement, coordinate and supervise such traffic and transportation improvement works. (This function would be transferred to TEPA after its creation) 11. To list historically/ architecturally important buildings and maintain comprehensive documentation of such buildings, to list important premises and areas for their architectural/ historical value and to maintain detailed information on them. Also to suggest preservation and conservation measures. 12. To prepare up-gradation and improvement projects and ensure their implementation in terms of engineering cum urban planning and socio economic development programme. 13. Rendering advices on periodic improvements/modifications in existing land use plans, zoning and building regulations/polices of the Authority

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14. To perform functions related to landuse classification, reclassification, redevelopment etc. as laid out in Punjab Landuse Rules 2009. 15. To translate, adopt and implement national & provincial level policies related to urban development, urban renewal, upgradation of katchi abadies, housing etc.

18.7.2 Directorate of Town Planning

Functions 1. Approval of building plans of residential, commercial, industrial, institutional and all other public utility sites in MDA schemes, private approved schemes and within the controlled area of MDA. 2. Prepare as well as maintain the demarcation record of each and every plot of MDA schemes 3. To check the violations against the approved building plans/building regulations. 4. Processing of land use conversion according to the policy/rules. 5. To issue completion certificate of all building erected on plots of MDA schemes. 6. Planning & designing of MDA housing schemes, land sub-divisions, public utilities, amenities and facilities. 7. Processing and disposal of queries regarding land use, housing and urban planning situations in the city. 8. Processing and issuance of No Objection Certificates for establishment of different land uses, Petrol pumps, CNG Stations, Mosques in the area, in the light of prevailing policies and other related planning documents. 9. Lodging of complaints to the Competent Courts as per policy enforced from time to time. 10. To sanction the sub-division of plots on payment of prescribed fee in accordance with the instructions/orders and policy enforced from time to time.

18.7.3 Directorate of Estate Management

Functions 1. Sale / auction of vacant residential and commercial plots and constructed units in MDA Schemes.

2. Allotment of plots earmarked for utility sites in MDA Schemes.

3. Allotment of plots to specified groups, laid down in Disposal of Land by Development Authorities (Regulation) Act.1998.

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4. Protection of MDAs immovable properties and removal of encroachments on vacant plots/MDA's unsold constructed units/roads in the schemes of MDA.

5. Delivery of possession of allotted/auctioned/exempted plots, to their rightful owners.

6. To allow transfer of plots.

7. To allow extension in building period of plots.

8. To issue No Objection Certificate (N.O.C) for obtaining loan for house building from House Building Finance Corporation and Banks.

9. To issue N.O.C for obtaining Sui Gas connection.

10. To execute sale deeds of plots.

18.7.4 Directorate of Land Development

Functions 1. To sign agreements for exemption of all types of plots in accordance with the instructions, orders and policy in force, from time to time.

2. To sign exchange deeds in respect of plots in accordance with the instructions, orders and policy in force, from time to time.

3. To grant extensions in building periods, on payment of prescribed surcharge, in accordance with the instructions, orders and policy in force from time to time.

4. To cancel the exemption of any plot for violation of any term or condition of the Agreement in respect of such plot and to forfeit the whole or part of the earnest money in respect thereof.

5. To revive the exemption of any plot in accordance with the instructions, orders and policy in force from time to time.

6. To allow transfers of exempted plots in accordance with the instructions, orders and policy in force, from time to time.

7. To permit extensions in the periods for payments, of the Authority's dues, subject to payment of interest at prescribed rates.

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Master Plan Report Ch # 18: Urban Governance

8. To sanction rebates of development charges in accordance with the instructions, orders and policy in force from time to time.

9. Presently working Land Acquisition and Katchi Abadi Branch will continue functioning under this directorate.

10. To acquire land for various schemes as per requirement.

11. To deal with affairs of Katchi Abadies, as per instruction, received from D.G. Katchi Abadies, Govt. of Punjab.

18.7.5 Directorate of Legal, Enforcement and Recovery

Functions 1. To deal with all the legal matters/ litigations pertaining to MDA.

2. To check and remove un-authorized constructions, encroachments and illegal land use conversions, in MDA jurisdiction, through statutory as well as physical measures under MDA Act 1975.

3. Recovery of cost/price of sold and allotted plots.

4. Present Judicial Court Branch and Land Control Branch is proposed to function under this Directorate.

5. Removal of all kinds of encroachments/ demolition of illegal construction.

6. Take action against illegal/ unapproved land subdivisions/ housing schemes.

7. To recover MDA’s dues.

18.7.6 Directorate of Administration & Finance

Functions 1. This directorate will continue functioning its responsibilities as per prevailing practices such as one window operation cell, medical branch, computer cell, I & C branch and public relations branch will continue functioning under this directorate.

2. However, present Judicial Court Branch & Land Control Branch is proposed to function under new Directorate of Legal, Enforcement & Recovery.

Integrated Master Plan for Multan (2008-2028) Page 18 - 22 NESPAK - May 2012