Federal PSDP 2019-20 Authorization As on 15-11-2019 (Million Rupees)
Total Page：16
File Type：pdf, Size：1020Kb
Load more
Recommended publications
-
Transport and Communications
Chapter 14 TRANSPORT AND COMMUNICATIONS A well functioning Transport and communication I. TRANSPORT system is a critical pre-requisite for a country’s i. Road Transport development. Investment in the infrastructure directly affects economic growth through many Road transport is the backbone of Pakistan’s changes such as allowing producers to find the transport system, accounting for 90 percent of best markets for their goods, reducing national passenger traffic and 96 percent of freight transportation time and cost and generating movement. Over the past ten years, road traffic – employment opportunity. In addition, efficient both passenger and freight – has grown much transport and communication systems also have faster than the country’s economic growth. The network effects and allow adoption of latest 10,849 km long National Highway and Motorway production techniques such as just-in time network contributes 4.2 percent of the total road manufacturing. network. They carry 90 percent of Pakistan’s total traffic. Infrastructure development has been a priority area for Pakistan as evidenced by a number of Pakistan, with about 156 million people, has a projects completed or in progress. Major reasonably developed transport system. However, infrastructure projects completed during the last when compared with other developed and seven years include: Islamabad-Lahore Motorway developing countries, the road density of Pakistan (M-2), Makran Costal Highway, Nauttal-Sibi is low. This fact is documented in Fig-14.1. A section including Sibi Bypass, Dera Allah Yar- commonly used indicator for development of the Nauttal Section, Khajuri-Bewata Section N-70, road system is road density (total length of road / Kohat Tunnel and Access Roads, Mansehar-Naran total area), which is often used as an index of Section, Karachi Northern Bypass, Qazi Ahmed & prosperity, economic activity and development. -
Public Sector Development Program
2011-12 Public Sector Development Program Planning and Development Department Government of Balochistan Government of Balochistan Planning & Development Department Public Sector Development Programme 2011-12 (Original) June, 2011 PREFACE The PSDP 2010 – 11 has seen its completion in a satisfactory manner. Out of 961 schemes, 405 schemes have successfully been completed at an aggregated expenditure of Rs. Rs.10.180 billion. Resultantly, communications links will get more strengthened in addition to increase in the employment rate in the province. More specifically, 60 schemes of water sector will definitely reinforce other sectors attached to it such as livestock and forestry. The PSDP 2011-12 has a total outlay of Rs.31.35 billion having 1084 schemes. Of this Rs.31.35 billion, 47.4% has been allocated to 590 ongoing schemes. The strategy adopted in preparation of the PSDP 2011-12 focuses chiefly on infrastructural sectors. Education, health and potable safe drinking water have been paid due attention with a view to bring about positive increase in their representation in social indicators. Worth mentioning is the fact that involvement of the Elected Members of the Provincial Assembly has excessively been helpful in identification of schemes in the constituencies having followed a well thought criteria. This has ensured that no sector has remained dormant as far its development and allocation of funds is concerned. Feasibility studies will be undertaken during FY 2011-12, especially for construction of mega dams to utilize 6.00 MAF flood water, which goes unutilized each year. Besides, feasibility studies for exploration and exploitation of viable minerals in the province will also be carried out. -
Gis Survey of Nha Roads Underway Project to Enhance Nha Revenue
NATIONAL HIGHWAY AUTHORITY (Public Relations Directorate) PRESS RELEASE Islamabad: May 10, 2020 GIS SURVEY OF NHA ROADS UNDERWAY LISTING OF COMMERCIAL AMENITIES ON 1819 KM N-5 (PHASE-I) IS COMPLETE PROJECT TO ENHANCE NHA REVENUE In order to enhance revenue National Highway Authority has initiated project of Geographic Information System (GIS) Survey and development of Geo database of its entire network located throughout the country. The project will enable NHA to digitize the complete information regarding utilities and commercial amenities in the Right of Way (ROW) of NHA network. The project was commenced in June 2019, and will be completed in 18-months time period. The GIS Survey of pilot section from Rawalpindi Soan Bridge to Kharian (N-5), has been completed. The project is divided into three phases. Phase-I was completed in November 2019, in phase-I listing of commercial amenities on Karachi-Multan-Lahore-Peshawar National Highway (1819) Km (N-5) is complete and 12500 notices are issued. In Phase-II, verification of commercial amenities at Hassanabdal-Thakot- Khunjerab (N-35), Indus Highway (N-55), Larkana-Naudero-Lakhi Road (N- 105), Larkana-Moenjodaro Road (N-155), Larkana-Kamber-Shahdadkot (N-455) and Ratodero-Naudero-Road (N-655), is in progress. In phase-III, field survey of Makran-Costal Highway, Karachi-Kalat- Quetta-Chaman, Lakpass Taftan Highway (N-40), Sukkur-Sibbi–Quetta Highway (N-65), Multan-DG Khan-Qila Saifullah (N-70), Gharo-Keti Bandar (N- 110), Hyderabad-Khokhrapar (N-120), Larkana-Nasirabad (N-255), Sakrand- Shaheed Benazirabad (N-305) is in progress and will be completed by May 2020. -
National Highway Authority
Terms of Reference Consultancy Services For Feasibility Study & Detailed Design of Construction of Hyderabad Southern Bypass Road Project, Sindh Pakistan 1. INTRODUCTION 1.1. Background The Government of Sindh has received a loan from the Asian Development Bank (ADB) toward the cost of Sindh Provincial Road Improvement Project. Part of the loan will be used for the Feasibility Study and Detailed Design of Construction of Hyderabad Southern Bypass Road Project. The Works and Services Department (WSD) of Sindh will be implementing agency for the Project, and a Project Management Unit (PMU) has been established headed by a Project Director (Client„s representative). Hyderabad is 4th populace city of Pakistan and second in province of Sindh after Karachi. Its estimated population is around 3.555 Million as of year 2011. Hyderabad is located at 25.367 °N latitude and 68.367 °E longitude with an elevation of 13 meters (43 ft), it is situated on the east bank of the Indus River. The city of Hyderabad could be called as Heart of Sindh as it act as the junction of all important town and cities of Sindh and three main Highways also passes from Hyderabad city vicinities i-e The N-5, Karachi-Hyderabad Motorway M-9 and N-55, besides that, so many other small and large road also connects Hyderabad to other cities. Hyderabad is roughly 150 kilometers (93 mi) away from Karachi, the provincial capital. Two of Pakistan's largest highways, the Indus Highway and the National Highway join at Hyderabad. Several towns surrounds the city include Kotri at 6.7 kilometers (4.2 mi), Jamshoro at 8.1 kilometers, Badin at 100 km, Thatta is 102 km, Mirpurkhas at 67 km, Tando Mohammad Khan at 33 km. -
Public Sector Development Programme 2019-20 (Original)
GOVERNMENT OF BALOCHISTAN PLANNING & DEVELOPMENT DEPARTMENT PUBLIC SECTOR DEVELOPMENT PROGRAMME 2019-20 (ORIGINAL) Table of Contents S.No. Sector Page No. 1. Agriculture……………………………………………………………………… 2 2. Livestock………………………………………………………………………… 8 3. Forestry………………………………………………………………………….. 11 4. Fisheries…………………………………………………………………………. 13 5. Food……………………………………………………………………………….. 15 6. Population welfare………………………………………………………….. 16 7. Industries………………………………………………………………………... 18 8. Minerals………………………………………………………………………….. 21 9. Manpower………………………………………………………………………. 23 10. Sports……………………………………………………………………………… 25 11. Culture……………………………………………………………………………. 30 12. Tourism…………………………………………………………………………... 33 13. PP&H………………………………………………………………………………. 36 14. Communication………………………………………………………………. 46 15. Water……………………………………………………………………………… 86 16. Information Technology…………………………………………………... 105 17. Education. ………………………………………………………………………. 107 18. Health……………………………………………………………………………... 133 19. Public Health Engineering……………………………………………….. 144 20. Social Welfare…………………………………………………………………. 183 21. Environment…………………………………………………………………… 188 22. Local Government ………………………………………………………….. 189 23. Women Development……………………………………………………… 198 24. Urban Planning and Development……………………………………. 200 25. Power…………………………………………………………………………….. 206 26. Other Schemes………………………………………………………………… 212 27. List of Schemes to be reassessed for Socio-Economic Viability 2-32 PREFACE Agro-pastoral economy of Balochistan, periodically affected by spells of droughts, has shrunk livelihood opportunities. -
Peshawar Torkham Economic Corridor Project
Peshawar Torkham Economic Corridor Project Public Disclosure Authorized Safeguard Instruments Component I – ESIA and RAP Component II – EMF, RPF and SMF EXECUTIVE SUMMARY Public Disclosure Authorized Public Disclosure Authorized Public Disclosure Authorized January 2018 Safeguard Instumengts of the Peshawar-Torkham Economic Corridor Project Table of Contents 1 Introduction ............................................................................................................ 4 1.1 Background of the Peshawar – Torkham Economic Corridor ........................................ 4 1.2 Components of the Proposed Project ........................................................................... 5 2 Legal and Regulatory Requirements ......................................................................... 6 2.1 Applicable National Regulatory Requirements .............................................................. 6 2.2 The World Bank .............................................................................................................. 8 2.2.1 Category and Triggered Policies .................................................................................... 8 3 Description of the Project ........................................................................................ 9 3.1 Project Area ................................................................................................................... 9 3.2 Component I Peshawar – Torkham Expressway Project Description ............................ 9 3.2.1 Project Design -
Development Coordination
MFF Central Asia Regional Economic Cooperation Corridor Development Investment Program (RRP PAK 48404) DEVELOPMENT COORDINATION A. Institutional Arrangements and Processes for Development Coordination 1. Coordination among development partners in Pakistan is being supported by government- led efforts under the Paris Declaration. Four working groups jointly led by the government and development partners were set up to promote harmonization in (i) sector-wide approaches to development, (ii) capacity development, (iii) procurement, and (iv) monitoring and evaluation. The Asian Development Bank (ADB) is a member of all the groups. Development coordination for the road subsector was carried out in the same coordination framework. B. Major Development Partners: Strategic Foci and Key Activities 2. Pakistan has received substantial assistance from ADB, the Japan International Cooperation Agency (JICA), and the World Bank. Until the early 1990s, the World Bank led external assistance to roads, focusing on national highway improvements. Its involvement in this area shrank in the 1990s and early 2000s as it shifted its focus to trade facilitation. In 2001, the World Bank financed the Trade and Transport Facilitation Project to assist the Ministry of Communications in reviewing, improving, and providing institutional capacity building to all major agencies associated with the logistics chain. Under the project, the government introduced a single administrative document and a goods declaration form, both of which constituted major steps toward trade facilitation. In 2006, the World Bank processed the national trade corridor improvement development policy loan of $200 million in support of the government’s initiative to develop the national trade corridor. It intended to promote an integrated approach to planning, investing, and managing the corridor’s transport logistics system. -
30 32-- 21 G ,--, 4
District Name: 20% Junior 80% Direct Naib Lab: BEMIS Code Promotion Lab: Asstt Driver Cleaner Mali Bahishti Chowkidar Cook Sweeper Clerk Recruitment Qasid Attendent Quota Total Male ---, .____ 30 6 Li( ( -S 5/ r 6 32-- ( Cf Total Female ,--, - __, _ (7 2-7 Z41' c 21 / g 4 ) 2% Disable Male 2% Disable Female I • 5% Minority Male ••••••1, t 5% Minority Female Total Vacant Posts / I p el 5 // 4 47 0 4 District Education er Sig ture OFFICE OF THE DISTRICT EDUCATION OFFICER QUETTA VACANCY STATEMENT OF . NON- .. I. 7 . 0 ,. a t t 7, ,. I. ... 1:-. 0 t.) a cu -0 S.No Name of office/ School/ Institution a 0 2 % a. Zit 47 > °;:g -5.- i- 0 )5 -ii PXT. 0 a a C3 3 i. o 0 a -1 -c j1 i- Z U 1 GBHS BARO ZAI AUGBERG MALE 1 1 2 GBHS CENTRAL HUDA MALE 1 1 3 GBHS COMPREHANSIVE MALE 1 1 4 GBHS HAJI GHAIBI ROAD MALE 2 - 2 5 GBHS HAJI NIAZ.M PASHTOON BAGH MALE 1 1 6 GBHS HANNA URAK MALE 1 1 1 3 7 GBHS HAZARA SOCIETY MALE 1 1 8 GBHS HAZARA TOWN QUETTA MALE 2 2 4 9 GBHS JAN MOHAMMED ROAD QTA MALE 1 1 10 GBHS KAICHI BAIG SARIAB MALE 1 1 11 GBHS KAKAR COLONY MALE 1, 2 1 4 12 GBHS KHAROOTABAD NO.1 MALE 1 1 . 1 3 13 GBHS KILLI GUL MUHAMMED MALE 1- 1 14 GBHS KILLI ISMAIL MALE 1- 1 2 15 GBHS KILLI KHALI MALE 3 3 16 GBHS KOTVVAL QUETTA MALE 1 1 2 17 GBHS MOTI RAM ROAD MALE 1. -
China-Pakistan Economic Corridor
U A Z T m B PEACEWA RKS u E JI Bulunkouxiang Dushanbe[ K [ D K IS ar IS TA TURKMENISTAN ya T N A N Tashkurgan CHINA Khunjerab - - ( ) Ind Gilgit us Sazin R. Raikot aikot l Kabul 1 tro Mansehra 972 Line of Con Herat PeshawarPeshawar Haripur Havelian ( ) Burhan IslamabadIslamabad Rawalpindi AFGHANISTAN ( Gujrat ) Dera Ismail Khan Lahore Kandahar Faisalabad Zhob Qila Saifullah Quetta Multan Dera Ghazi INDIA Khan PAKISTAN . Bahawalpur New Delhi s R du Dera In Surab Allahyar Basima Shahadadkot Shikarpur Existing highway IRAN Nag Rango Khuzdar THESukkur CHINA-PAKISTANOngoing highway project Priority highway project Panjgur ECONOMIC CORRIDORShort-term project Medium and long-term project BARRIERS ANDOther highway IMPACT Hyderabad Gwadar Sonmiani International boundary Bay . R Karachi s Provincial boundary u d n Arif Rafiq I e nal status of Jammu and Kashmir has not been agreed upon Arabian by India and Pakistan. Boundaries Sea and names shown on this map do 0 150 Miles not imply ocial endorsement or 0 200 Kilometers acceptance on the part of the United States Institute of Peace. , ABOUT THE REPORT This report clarifies what the China-Pakistan Economic Corridor actually is, identifies potential barriers to its implementation, and assesses its likely economic, socio- political, and strategic implications. Based on interviews with federal and provincial government officials in Pakistan, subject-matter experts, a diverse spectrum of civil society activists, politicians, and business community leaders, the report is supported by the Asia Center at the United States Institute of Peace (USIP). ABOUT THE AUTHOR Arif Rafiq is president of Vizier Consulting, LLC, a political risk analysis company specializing in the Middle East and South Asia. -
National Highway Development Sector Investment Program
Resettlement Planning Document Resettlement Plan—N50 Subproject, Kuchlak-Zhob Document Stage: Draft Project Number: 37559 July 2005 PAKISTAN: National Highway Development Sector Investment Program Prepared by National Highway Authority, Islamic Republic of Pakistan for the Asian Development Bank (ADB). The resettlement plan is a document of the borrower. The views expressed herein do not necessarily represent those of ADB’s Board of Directors, Management, or staff, and may be preliminary in nature. Table of Contents Executive Summary................................................................................................................... 4 A. Background ....................................................................................................................... 7 B. Resettlement Plan Objectives and Measures to Minimize Impact..................................... 8 C. Project Impacts................................................................................................................ 10 1. Land Acquisition and Resettlement ........................................................................... 10 D. Social-Economic Profile of the Affected Households and Public Consultation................ 13 1. Social-Economic Survey............................................................................................ 13 E. Existing Legal Framework and Project Resettlement Principles ..................................... 15 F. Eligibility and Project Entitlements.................................................................................. -
Lead Inspector General for Operation Freedom's Sentinel April 1, 2021
OFS REPORT TO CONGRESS FRONT MATTER OPERATION FREEDOM’S SENTINEL LEAD INSPECTOR GENERAL REPORT TO THE UNITED STATES CONGRESS APRIL 1, 2021–JUNE 30, 2021 FRONT MATTER ABOUT THIS REPORT A 2013 amendment to the Inspector General Act established the Lead Inspector General (Lead IG) framework for oversight of overseas contingency operations and requires that the Lead IG submit quarterly reports to Congress on each active operation. The Chair of the Council of Inspectors General for Integrity and Efficiency designated the DoD Inspector General (IG) as the Lead IG for Operation Freedom’s Sentinel (OFS). The DoS IG is the Associate IG for the operation. The USAID IG participates in oversight of the operation. The Offices of Inspector General (OIG) of the DoD, the DoS, and USAID are referred to in this report as the Lead IG agencies. Other partner agencies also contribute to oversight of OFS. The Lead IG agencies collectively carry out the Lead IG statutory responsibilities to: • Develop a joint strategic plan to conduct comprehensive oversight of the operation. • Ensure independent and effective oversight of programs and operations of the U.S. Government in support of the operation through either joint or individual audits, inspections, investigations, and evaluations. • Report quarterly to Congress and the public on the operation and activities of the Lead IG agencies. METHODOLOGY To produce this quarterly report, the Lead IG agencies submit requests for information to the DoD, the DoS, USAID, and other Federal agencies about OFS and related programs. The Lead IG agencies also gather data and information from other sources, including official documents, congressional testimony, policy research organizations, press conferences, think tanks, and media reports. -
GCAP and the Geopolinomics of Central Asia's Traditional Indus
Pivotal Pakistan: GCAP and the Geopolinomics of Central Asia’s Traditional Indus Basin Corridor Aftab Kazi, PhD (Pittsburgh) Professor of International and Comparative Politics American University of Central Asia (AUCA), Bishkek, Kyrgyz Republic, Senior Research Fellow, Social Research Center, AUCA and Senior Fellow, Central Asia-Caucasus Institute Paul H. Nitze School of Advanced International Studies (SAIS) Johns Hopkins University , Washington, DC, USA (Paper presented during the International Conference on “ Partnership, Trade, and Development in Greater Central Asia”, Kabul, Afghanistan, April 1 and 2, 2006) Pivotal Pakistan: GCAP and the Geopolinomics of Central Asia’s Traditional Indus Basin Corridor Aftab Kazi I. Background Political orders often shape the processes of socioeconomic and cultural developments often through conquests and migrations or after an economic or military disaster and civil wars or simply by the fall of an existing order caused by specific historical reasons with a major power vacuum. The construction of new political orders can take decades. The power vacuum caused by the collapse of the Union of Soviet Socialist Republics (USSR) has initiated the processes of an emerging political order, which, among other things, has to determine that the landlocked Central Asian countries including Afghanistan and Caucasus are reconnected with the world economy through region’s traditional cost effective transportation routes in Southwest Asia. Commercial Dependence of the landlocked newly independent states solely upon the old Soviet routes and constant civil unrest in Afghanistan caused by the zero-sum game played by regional and international actors continue to hamper efforts toward the creation of a new commercial regime necessary to help revive Central Asia’s long stalled traditional economic and political socialization with its southern neighbors.