Karachi Transportation Improvement Project Final Report

APPENDIX-1 MEETINGS

1. Persons Interviewed

During the Phase 1 study period, which is Transport Master Plan-2030, JICA Study Team (JST) has been visited different organizations and Departments to collect data and also meet the officials. The list of these officials and their department/organization are given below

1.1 CDGK

 Administrator/ DCO, City District Government Karachi

1.1.1 KMTC

 Director General, Karachi Mass Transit Cell, CDGK  Director, (Planning & Coordination) Karachi Mass Transit Cell, CDGK.  Director (T), KMTC, CDGK

1.1.2 Master Plan

 Executive District Officer, Master Plan Group of Offices, CDGK  District Officer, Master Plan Group of Offices, CDGK

1.1.3 Transport & Communication

 Executive District Officer, Transport Department , CDGK  District Officer (Parking & Terminal Management), Transport & Communication Department (TCD), CDGK  District Officer, Policy, Planning & Design, Transport & Communication Dept. CDGK

1.1.4 Education Department

 Executive District Officer, Education(School) , CDGK

1.1.5 Works & Service Department

 Executive District Officer, W&S , CDGK

1.2 DRTA

 Superintendant, District Regional Authority, CDGK

1.3 Town Administration

 Administrator, Town  Administrator,  Administrator,  Administrator, Gulberg Town  Administrator, Town  Administrator,  Administrator,  Administrator, Town  Administrator, Town  Administrator, Town

Appendix 1 - 1 Karachi Transportation Improvement Project Final Report

 Administrator, Town  Administrator,  Administrator,  Administrator, North Town  Administrator,  Administrator,  Administrator, Site Town  Administrator, Town

1.4 Government of

1.4.1 Planning & Development

 Chief Secretary, P&D Dept, GOS  Chief Economist, P&D Dept, GOS  Special Secretary (Tech.), P&D Dept, GOS  SS (D) , P&D Dept, GOS  Chief Foreign Aid Planning & Development Dept  Chief (T&C), P &DD, GOS.  DS (Dev) FD  DG (M&E) CG

1.4.2 Excise and Taxation Department

 Director GOS.

1.4.3 Transport Department

 Project Director, Transport Department, GOS

1.4.4 Directorate of Private School/Institutions Sindh, GOS

 Director, GOS.

1.4.5 Directorate Corporate Service, PPP Unit, GOS

 Director, GOS.

1.4.6 Sindh Board of Investment

 Advisor to Chief Minister, GOS  CEO, SBOI.  Director Project, SBOI.

1.4.7 Zulfikarabad/PDMA

 DG,GOS

1.4.8 Sindh Governor’s Secretariat

 Deputy Secretary

1.4.9 Karachi Urban Transport Corporation (KUTC)

 Managing Director

Appendix 1 - 2 Karachi Transportation Improvement Project Final Report

1.4.10 Karachi Building Control Authority (KBCA)

 Controller of Buildings

1.4.11 SEPA

 DG, SPEA

1.4.12 Traffic Police

 Deputy Inspector General of Police Traffic  SSP Traffic Zone 3,Karachi

1.5 Government of

1.5.1 Population Census Organization

 Deputy Census Commissioner (G)  Assistant Census Commissioner (G)

1.5.2 Pakistan Railway

 Divisional Engineer, Pakistan Railway, Karachi

1.5.3 Security

 SP Foreigner Security Cell, CCP Karachi

1.5.4 Military Land and Board

 Director Military land and operation, Karachi  Defence housing authority, Karachi  Chief Executive Officer, Board  Chief Executive Officer, Board  Chief Executive Officer, Korangi Cantonment Board  Chief Executive Officer, Board  Cantonment Engineer, Board  Chief Executive Officer, Board

1.5.5 Civil Aviation and Ports

 GM Planning and Design, CAA, Karachi  GM, Civil Works & Estate Division, KPT  Executive Engineer, KPT  Director P & D, Port Qasim Authority

1.5.6 National Highway Authority (NHA)

 General Manager

1.5.7 Lyari Express Way

 Project Director

Appendix 1 - 3 Karachi Transportation Improvement Project Final Report

1.6 Others

1.6.1 Urban Planners

 Urban Planning Expert  Chairman, Department of Architecture and Planning, NED University

1.6.2 Applied Economic Research Centre (AERC)

 Senior Research Economist

1.6.3 Karachi Electric Supply Company.

 Director Corporate, KESC  Director New Connections, KESC

1.6.4 DHA

 Additional Director, DHA  Senior Project Director, DHA

1.6.5 DHA City Consultant

 Director, Osmani & Company  GM, Osmani & Company  Director, Osmani & Company

1.6.6 Sustainable Initiatives (Sehari)

 Executive Director

1.6.7 The Agha Khan University

 Director Construction

1.6.8 NED University of Engineering and Technology

 Chairman Department of Urban & Infrastructure

1.6.9 National Industrial Park

 Senior Manager Marketing

1.6.10

 General Manager Technical Operation

1.6.11 SUPARCO

 General Manager

1.6.12 Karachi Transporters Associations

 President, KTI  General Secretary, KTI  President, Large Bus Association

Appendix 1 - 4 Karachi Transportation Improvement Project Final Report

 Chairman, PTF  Vice President, KTI  Member  Member

1.6.13 Sindh Industrial Trading Estate (SITE)

 Deputy Director Land

1.6.14 Association of Builders and Developers of Pakistan (ABAD)

 Chairman

1.6.15 Education City Consultant

 Team Leader, Halcrow  Team Member, arcop

1.6.16 Rail Mass Transit Consultant

 Team Member

1.6.17 Environment Expert

 Expert

Except above, JICA Study Team was conducted their assignment in close coordination and assistance by following KMTC, CDGK, officials:

 Director General, Karachi Mass Transit Cell, CDGK  Director, (Planning & Coordination) Karachi Mass Transit Cell, CDGK.  Director (T), KMTC, CDGK  Traffic Engineer, KMTC, CDGK  Assistant Traffic Engineer, KMTC, CDGK  Research Student Assistant, KMTC, CDGK  Research Officer, KMTC, CDGK.

Appendix 1 - 5 Karachi Transportation Improvement Project Final Report

2. Major Meetings

2.1 Technical Committee

The table below shows the number of Technical Committee (TC) meetings held during the Transport Master Plan preparation period.

Meetings Date Venue Kick-off Meeting 15th April,2010 P&D, GOS 1st Technical Committee 12th May,2010 CDGK 2nd Technical Committee 06th October,2010 CDGK 3rd Technical Committee 02nd February,2011 CDGK 4th Technical Committee 23rd July, 2012 CDGK

The kick-off meeting was held on April 15, 2010; during this meeting the JICA Study Team (JST) introduced the outline and schedule of the Study. The 1st Technical Committee was held on May 12, 2010 on Inception Report. In this meeting JST described the methodology will be adopted for traffic surveys and demand forecast. Participants from various organizations expressed the closed cooperation to the Study

In the 2nd Technical Committee which was held on 6th October, the JST introduced mainly review of policies and studies, present condition analysis, and methodology of Household Interview Survey (HIS). Participants from various organizations appreciated the progress to date made by JST and expressed their full cooperation for the completion of this Study on time.

The third Technical Committee meeting was held on 2nd February, 2011 in which participants of the committee reviewed the Progress Report-2 submitted by the JST. The participants expressed their full satisfaction on progress so far made by JST and no major comments and objections were recorded on Progress Report-2.

The JST submitted the Interim Report-1 on 30th June, 2011. The report was reviewed by KTMC and the comments were given to the JST. After the modification by the JST, the Interim Report-1 was distributed to the members of Technical Committee.

The contents of the Interim Report-1, which includes the results of the master plan, were presented to the members in the 4th Technical Committee held on 23rd July, 2011. The participants expressed various comments on the master plan which was very productive to finalize the master plan. The JST explained that the proposed BRT routes would be studied in the phase-2 stage (Feasibility Study).

2.2 Joint Steering Committee

The table below shows the number of the Joint Steering Committee meetings held during the preparation phase of Transport Master Plan -2030.

Meetings Date Venue 1st Joint Steering Committee 31st May,2010 P&D, GOS 2nd Joint Steering Committee 22nd October,2010 P&D, GOS 3rd Joint Steering Committee 8th February,2011 P&D, GOS 4th Joint Steering Committee 1st August, 2012 P&D, GOS

Appendix 1 - 6 Karachi Transportation Improvement Project Final Report

The first Joint Steering Committee (JSC) was originally scheduled on 26th April in the kick-off meeting, but is was changed to 20th May and finally was held on 31st May. There was no objection about the Inception Report in the Joint Steering Committee.

The JST submitted the 1st Progress Report during the month of October,2010,the 2nd Joint steering committee meeting was held on 22nd October 2010 in which JST informed the participants the Overview of the Progress, Review of Policies & Plans, Present Conditions, UC Boundary Maps, Traffic Survey, Household Interview Survey, etc. They also elaborated the program for HIS surveys and ground conditions faced by JICA Team in Town and UC boundaries. The JST also acknowledged the support of GOS and KMTC for accomplishing the tasks. They also appreciated the cooperation extended by all concerned Depts. of GOS and CDGK besides town administration and head of cantonment boards The participants of JSC expressed their hoped that the study will go a long way in solving the transport & transit issues of Karachi and also thanked the JICA study team for their presence in Karachi to conduct this important study resulted of that they were finalizing different tasks of the study on time. They also assured, the JICA study team, his full of cooperation and assistance at all levels.

The JST submitted 2nd Progress Report during the month of January 2011,the third JSC meeting was held on 8th February,2011 followed by TC meeting held on 2nd February, 2011, on Progress Report-2. The JST explained the Overview of the Progress and progress to date made on Socio-economic Framework, Land Use Plan, Transport Policy, Public Transport Network, Household Interview Survey, Environmental Consideration, etc. The JST acknowledged the support of GOS and KMTC for smooth working on the assignment in hand. JST also reported that all stakeholders had extended full support and cooperation towards the study team. He further informed that about 60% work on Phase I, which included the preparation of Transport Master Plan under 2030 vision, had been completed by JST. After completion of Transport Master Plan, the same would be presented in a Seminar, to have input and support of all stakeholders and community as well. In the second phase, JICA team would prepare a detailed feasibility study on priority corridors.

The 4th JSC meeting was held on 1st August, 2011 for the Interim Report-1. The results of the master plan and the priority project for the feasibility study were explained by the JST. Regarding the master plan, the major discussion was the population projection after 2020. There was an opinion that the projection for 2030 was small comparing the high growth rates of population up to 2020. The JST explained that the growth rate by 2030 was rational considering the trends of world mega cities. The members agreed the proposed BRT routes would be the priority project for the feasibility study in the second phase.

2.3 Others Meetings

2.3.1 Administrators of Towns

A meeting was organized with all 18 Town Administrators on May 14, 2010 in which JST described the purpose and objective of the study besides the study parameters and methodology to the Administrators of Towns. The JST also requested the participants for their support to facilitate the JST with special reference to various types of surveys to be conducted at various locations/towns. The Administrators of all towns assured of their fullest cooperation and support to accomplish the task in hand. They requested for prior information about the visiting team in their respective towns for survey so that administrative arrangements could be made in advance for smooth survey work.

Appendix 1 - 7 Karachi Transportation Improvement Project Final Report

2.3.2 Meetings for Socio-economic Framework

The JICA Study Team held a meeting with CDGK and the following urban transport experts on 17th October 2010, in which important suggestions were given to JICA Study Team.

 Urban Planning Expert  Chairman, Department of Architecture and Planning, NED University

CDGK also held a brain storming session to discuss socio-economic framework on 27th October 2010 in the Conference Room of Civic Centre. There were 23 participants including various departments of CDGK, JICA Study Team (6 members), local consultants (Exponents), NED University, Urban Resource Centre (URC), Shehri (NGO), and Applied Economics Research Centre (AERC). The JICA Study Team made a presentation on socio-economic estimation.

A further discussion for socio-economic framework was also separately held with AERC on 15th November 2010 at AERC Office in which the discussion was made on future population density, growth rate, GDP share of Karachi, and other related topics.

2.3.3 Meetings with Chief Economist, GOS for Socio-economic Framework

Two meetings were held with Chief Economist, GOS at his office on November 25, 2010 and February 21, 2011. During the above stated meetings the JST briefly explained the project progress and sought comments on Demographic and Economic indicators of Karachi and Pakistan besides budgetary trend of GOS and CDGK with respect to transport related development activities and projects. The JST also asked about the international funding from Donor Agencies, fluctuating trend observed during the year 2000-2004 and further funding program from those agencies.

The Chief Economist, (P&D), GOS, expressing his views said that:

 Pakistan GDP growth rate and Karachi Growth rate might be considered as same. He further added that about 99% agriculture activities are outside Karachi. More than 70% small and medium industries are located outside Karachi but more than 70 % service industries are operating in Karachi. Since agriculture and manufacturing contribute 25, 25 percent and service sector 50 %, therefore, it is safe to assume the growth rate of Karachi and growth rate of Pakistan are moving in the same direction and with the same pace.  He suggested that the GDP growth rate of Pakistan might be projected on the basis of average growth rate of last 10 to 15 years.  He, further, informed that due to 9/11 events, the international funding disturbed towards Pakistan but gradually, it was stabilized and then increased, thus the past trend shown some fluctuation. He added that for next 10 years Pakistan could foresee the same trend but for long term, it could not forecast reliably.  He further advised that JICA team might consider average growth rate of last 10 years of international funding and project it, for next 10 years which might be realistic approach.  He informed that “existing population of Karachi is estimated at more than 20 million but JICA team forecast based on past census growth rate seems to be appropriate and future projection based on international trends of similar city like Karachi may also be considered as realistic”.

Appendix 1 - 8 Karachi Transportation Improvement Project Final Report

2.3.4 Meetings for Development Plan

The JICA Study Team was also held a lot of meetings with different organizations to collect information on the future development plan in Karachi, as listed below:

Organization Date Subject Defense Housing Authority 23rd September The development plan of DHA City (DHA) 21st October (along Super Highway) Aga Khan Foundation (AKF) 25th October The development plan of Education City (along Super Highway) Karachi Building Control 2nd November To collect Approval of Building Data Authority Textile City 4th November Information on the status of Textile City NED, Department of Urban 11th November Urban transport policy in Pak-USAID Infrastructure Engineering Karachi Metropolitan ITS Project Sindh Board of Investment 12th November Investment plans in Karachi, such as Office (SBOI) Education City, Marble, Japan Economic Zone, DHA City, Wind Power Plants and so on National Industrial Park (NIP) 12th November Development of industrial parks in Karachi Zulfikar Town 16th November Plan of new towns along coastal belt of Thatta District National Highway Authority 1st December The future project by NHA and the (NHA) status of Lyari Expressway

2.3.5 Karachi Electric Supply Company (KESC)

A meeting with KESC officials was held on 3rd December, 2010 to confirm the stability of electric power supply for railway operations.

2.3.6 Meeting for Environmental Considerations

The followings meetings were held regarding environmental considerations. During the meeting JST had recorded the views of the officials of stated organizations on different environmental issues

 Sindh Environmental Protection Agency (SEPA), 2nd November, 2010  Sr. Environmentalist, 5th November, 2010  Pakistan Space & Upper Atmosphere Research Commission (SPARCO), 8th November, 2010

2.3.7 Transporters Associations

Two meetings were held with Transporters Associations (PTF and KTI) on 7th December, 2010 and 06 January 2011 at KMTC office to understand the problems faced by transporters and their views for its solution., During the meeting the JICA Study Team also informed the participants the objectives of the project and further informed that JICA Team is now carrying out traffic surveys and surveys at different Highways so that cooperation of Transporters Associations are required during these surveys. JST also asked the views of transporters associations on type of bus operators, any limit on operators to have at least 10 numbers of buses, how fares fix, financial and operational structures of operators, any banned on new mini buses, how many trip a bus is made in a day, fuel consumption ,etc.

Appendix 1 - 9 Karachi Transportation Improvement Project Final Report

The representatives of KTI & PTF, welcomed the JICA Team in Karachi and appreciated the efforts of the JICA team to-date has been made for the improvement of Transport system of Karachi City. He also responded one by one on different questions raised by the JICA Team. Their responses on different questions are given below:

 They informed that there are no companies operating mini or large buses, they are mostly individuals having fleet of maximum 2 to 3 buses or less. They disclosed that some owner hire driver, conductor, mechanic on daily wages basis and some owners themselves are drivers or conductor as well operate the vehicle themselves. Owners of Buses do not employ driver and conductor due to poor law and order situation as well high operating cost  They also informed the participants that the revenue mostly collected by driver and he is responsible to submit the same revenue to owners. The Owner daily basis pays the fixed amount out of this collected revenue to driver, conductor, petrol pump, etc. The remaining balance of one day after deducting all stated expenses is the profit of owners which is very less as required by owners; therefore day by day the number of buses is reducing from the road. He also informed that out of 16000 buses in Karachi nowadays only 11000 buses are on road.  They also stated that since 1986 no new permit was issued for mini buses. In 1993 some new coaches were came on road according to PM Transport scheme. Now all the minibuses on road are re-furbished and life of re-furbished bus is only 5 years. He also informed that the fare of buses set by Transport Dept. GOS.  They also informed the participants that the cost of re-furbished mini bus is around Rs.1 Million. Regarding Metro bus service ,they disclosed that it is also twenty six seated bus, initially it is operated by some company but after some years of operation, the owner of company sold out these buses to individuals and now metro buses are operated by individuals  They also submitted the operation cost of one mini bus and disclosed the consumption of fuel is about 8 km/liter for both mini and large bus. They also told there is huge demand to add new buses but due to less profit margin companies and individuals are not interested to join in this business.  They assured JICA team that if LRT will introduce in Karachi, they will welcome and fully support this project. They further assured that they will also cooperate with the JICA team during its implementation.

In addition to above stated meetings, the JICA Study Team was also held meetings with officials of Education Department (School) CDGK, Education Department of GOS, and DHA Education Directorate to collect information about the number of students in different educational institutions, etc. The JST also conducted some separate meetings with renowned experts in the field of environment, mass transit and urban planning.

Appendix 1 - 10 Karachi Transportation Improvement Project Final Report

APPENDIX-2 CAPACITY BUILDINGS 1. Capacity Buildings Program

The JICA Study Team prepared a draft technology transfer plan and presented it to KMTC in May 17, 2010. The program was mutually agreed between the JICA Study Team and KMTC and commenced from October 2010.

1.1 Goal

The goal of the capacity building program is:

- To enhance the capacity of KMTC in the field of mass transit system and urban transport planning. 1.2 Objectives

The objectives to achieve the goal are:

- To know the basic concept of urban transport system of international standard - To understand the contents of person trip survey - To learn the process of traditional demand forecast - To acquire the skill of JICA-STRADA - To understand the output of the Study of Karachi Transportation Improvement Project 1.3 Activities

To achieve the objectives, the following activities were proposed for the Capacity Building Program.

- Workshop - Seminar - GIS Training Course - On the Job Training - Database Transfer 1.4 Schedule

In the master plan stage, four workshops have been held and the GIS Training Course has been completed. The purpose of the seminar is to introduce the result of KTIP to stakeholders. It is planned to hold a seminar after submission of Interim Report, and another seminar after the submission of the Draft Final Report. On the Job Training is an on-going activity, while the database transfer is scheduled to be done in the end of this project.

Appendix 2 - 1 Karachi Transportation Improvement Project Final Report

2. Workshop

2.1.1 Completed Workshop

A total of seven workshops have been proposed by JICA Study Team, and accepted by KMTC, CDGK. The JICA Study Team held the four times out of seven as shown in Table A2-2-1 and Figure A2-2-1. The participants were officers of the departments of CDGK and the Government of Sindh and professors from NED University, Sir Syed University of Engineering and Technology, etc.

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

Appendix 2 - 2 Karachi Transportation Improvement Project Final Report

Figure A2-2-1 Picture of Workshops

1st Workshop 1st Workshop

2nd Workshop 2nd Workshop

3rd Workshop 3rd Workshop

4th Workshop 4th Workshop Photo: JICA Study Team

Appendix 2 - 3 Karachi Transportation Improvement Project Final Report

2.1.2 Scheduled Workshop

The other three workshops will be held as shown in Table A2-2-2.

Table A2-2-2 Scheduled of Workshops Title Goals and Objectives Evaluation of [Goals] Transportation Project - To enable to explain the reason of priority in the master plan [Objectives] - To understand the alternatives in the environmental consideration - To understand the methodology of economic evaluation of transportation project - To know the initial evaluation of the master plan by the JICA Study Team Engineering Aspect of [Goals] the Priority Project - To understand the proposed system in the feasibility study, and to enable to explain why such system is selected [Objectives] - To know the proposed technology, system, construction method and other engineering aspects of the project in the F/S - To understand the reason of the selection Database Management [Goals] and Update - To enable to update the study by KMTC after the completion of the study [Objectives] - To know the contents of the database prepared by the JICA Study Team - To understand how to update the data Source: JICA Study Team

3. GIS Training

As a part of the capacity building, the JICA Study Team held a GIS training for four CDGK officers on 25th October, 2010. In the 2-hours training course, participants learned the basic concept of Graphical Information System (GIS) and different samples of GIS analysis of the Karachi city transport planning as a case. These samples are on (1) Working with Satellite image, (2) Editing Corridors Map, (3) Analysis of Population distribution, and (4) Analysis of Hinterland of CNG gas station.

Photo: JICA Study Team

Following the GIS training above, an intensive training course was provided by the JICA Study Team to five CDGK officers from 30th May to 11th June 2011. They have attended total 24 hours GIS Training. This course was in collaborated with the local company “ER Solutions”.

The course outline is as follows.

Appendix 2 - 4 Karachi Transportation Improvement Project Final Report

Table A2-3-1 Course outline of GIS Training Title Outline 1. Introduction to GIS - What is GIS? - Task you perform with Arc GIS - Unique Projects to daily business 2. Exploring Arc Catalog - Introducing Arc Catalog - Viewing data in Arc Catalog - Connecting to your data - Exploring data and adding it to a map - Managing a dataset 3. Introducing Arc Map - Working with maps - Moving around the map - Adding existing features from a dataset - Create new features - Changing the way features are drawn 4. Exploring Database - Working with an attribute tables - Adding data into an attribute tables - Importing tables from tables - Adding x-y data to a map - Converting x-y data (GPS survey data) into point features - Joining external tables to layers attribute table 5. Queries (SQL) - Select by attribute - Select by location 6. Planning a GIS Project - The steps in a project - Planning your project 7. Assembling the database - Organizing the project database - Adding data to the project folder - Previewing data in Arc Catalog - Examining the data in Arc Map - Clearing up the Catalog tree 8. Preparing data for Analysis - Setting up for analysis - Analysis techniques - Reviewing the analysis results 9. Presenting the Result - Designing the map - Setting up the map page - Creating the map of analysis result - Adding the map elements - Saving the map and printing 10. Data Convert - Working on Auto CAD MAP 3D - Import Data from Shape field - Annotation(Display data) on Map 3D - Add fields / fields value on Map 3D - Export DWG data into Shape file format Source: Lecture material of ER Solutions

The participants can obtain an adequate knowledge of not only the basic operation of GIS but also creation and management of database with GIS.

Appendix 2 - 5 Karachi Transportation Improvement Project Final Report

Figure A2-3-1 Picture of GIS Training

Photo: JICA Study Team

4. On the Job-Training

4.1 Network Building in JICA STRADA

Network building is one of the important components in demand forecast. Road network and transit route network have been developed using GIS software and JICA-STRADA. The JICA Study Team assign a part of the network building task to CDGK staff and train them how to make network model in demand forecast. The output of the network has been used for the demand forecast in KTIP.

4.2 Railway Planning

During the study period, CDGK staff asked various question about railway planning such as route alignment, underground structure, and train operation. The members of the JICA Study Team responded to the questions and explain engineering aspects from their experiences.

Appendix 2 - 6 Karachi Transportation Improvement Project Final Report

APPENDIX-3 UC BOUNDARY MAP

1. Confirmation of UC Boundaries

1.1 Necessity of Administrative Boundary Map

Traffic zones are the basic units for transportation planning, representing origins and destinations in origin-destination (OD) matrices. In most cases, traffic zones conform to the existing administrative units because statistics of the basic socio-economic data such as population, which are very essential data for transportation planning, are usually available by administrative unit.

Union Council (UC) Administration was selected as the unit of traffic zone in KTIP.

A boundary map of UCs is an essential material for the Household Interview Survey, because sample households in each UC should be selected so that the total number of samples meets the necessary number of samples calculated by UC. In addition, the boundary map is necessary because the addresses or landmarks taken in the household interviews should be coded as traffic zones.

1.2 Available Maps for UC Boundaries

It appeared that UC boundary maps would be available in the beginning of the study, because administrative jurisdiction of UC is the very basic information of each Town, which is under the administration of CDGK.

There are three sources identified for the UC boundaries: 1) Person Trip Survey in 2005, 2) sector report of KSDP, and 3) Population Census Organization (PCO).

The first source was the person trip survey in 2005 by JICA, in which UCs were used for its traffic zone system. The JICA Study Team obtained a GIS data of the person trip survey in 2005 from the local consultant which conducted the survey, and started sub-zoning work using the data.

The second source was CDGK. Master Plan Group Office (MPGO) furnished the JICA Study Team with copies of Town maps in a sector report in KSDP-2020 on 21st May, 2010. Although this was the future land use map, the existing UC boundaries were illustrated. Since the map was a part of the official CDGK document, this appeared to be more accurate than the first map which was just prepared by a private company. The JICA Study Team received a GIS data of the UC boundary from MPGO on 10th June, 2010. The GIS data was modified because it did not fit the satellite images.

The last source was PCO. The JICA Study Team visited PCO to collect population data in 1998 Census and purchased 18 Town maps from PCO on 5th July, 2010. PCO has maps of Charges and Circles, which were the previous administrative units until 2001 when the present Town-UC system was applied. If the boundaries of UCs have not changes since then, the Town maps of PCO appears to be most reliable. However, roads and landmarks in the maps were very old and it was very difficult to identify the boundary on the satellite image.

There were many contradictions between the two official maps. The location, shape, and size of UCs in some Towns were quite different.

Appendix 3 - 1 Karachi Transportation Improvement Project Final Report

1.3 UC Boundary Confirmation Works

1.3.1 Town Maps of CDGK

To prepare proper boundary map, a meeting was held on 12th August, 2010 to discuss the issue of UC boundary, where 11 Town maps were provided by CDGK to the JICA Study Team as official maps. These maps were compared with maps of Population Census Organization (PCO), and four maps were found to be acceptable because there are few differences from PCO maps. There is unclear area in the map of Jamshed Town but it was confirmed by site visit. These town maps (, New Karachi, Gulberg, Liaquatabad, and Jamshed) became available for the work plan of Household Interview Survey (HIS) in the end of August, and therefore the JICA Study Team could start the HIS on 5th September, 2010 from these five towns. On the other hand, the UC boundaries of Orangi, SITE and Keamari had not been clarified until the end of November.

1.3.2 Meetings with Town Administrators

Since the town maps of Keamari, Bin Qasim, and Gadap Towns were not furnished from CDGK, the JICA Study Team visited these Towns to confirm the UC boundary. Although these towns were busy in managing camps of flood refugees, the meetings with these towns were successful. In addition, the JICA Study Team had a meeting with Baldia, Gulshan-e-Iqbal, and Shah Faisal Town to confirm UC boundaries. The boundary of SITE Town and SITE Limited was identified in several meetings with SITE Town and SITE Limited.

Table A3-1-1 List of visits to Towns for UC boundary confirmation Town Date Remark 01 Kimari 31st August, 2010 Site visit to with the town officers was conducted on 15th September. 02 S.I.T.E Town 10th, 11th, 12th, and It was found that SITE Limited is not 15th September, 2010 under jurisdiction of CDGK. 03 Baldia Town 29th September, 2010 UC map was prepared by the JICA Study Team and sent to Baldia Town for the confirmation. 04 Orangi Town 24th November, 2010 Orangi UC map of CDGK found to be correct. 08 Gulshan-e-Iqbal Town 23rd September, 2010 Site visit with the administrator was conducted to confirm the boundary with Malir cantonment on 24th September. 09 Shah Faisal Town 30th September, 2010 The boundary map of CDGK was corrected in the meeting using the image of Google Earth. 17 Bin Qasim Town 30th August, 2010 A Town map was provided by Bin Qasim Town. 18 1st September, 2010 The boundaries of UCs in Gadap Town were drawn on the image of Google Earth. Source: JICA Study Team

1.3.3 UC maps of Population Census Organization

Population Census Organization (PCO) has Town maps and Union Council maps produced by the organization itself. The UC maps are more detail than the Town maps. The boundaries could be drawn on the satellite images only if the roads in the maps were clearly identified.

Appendix 3 - 2 Karachi Transportation Improvement Project Final Report

However, in many cases, it was difficult to identify the roads in the maps on the satellite images because the scales and shapes of these maps were not correct.

PCO had maps of Circles and Charges, which are the previous administrative units. Since the corresponding Circles and Charges to each Union Council were declared in the notification (Karachi, the 21st May, 2001), the boundaries of Union Councils would be clear if the maps of Circles and Charges contain enough information to identify the roads and streets. Since these were schematic (not to scale) maps and information was old, it was also difficult to identify the boundaries using these maps. Nevertheless, UC maps of PCO were most useful materials to confirm UC boundaries.

1.3.4 Boundary in Cantonments

To collect information of the administrative boundary in each cantonment, the JICA Study Team visited each cantonment with officers of KMTC and local consultant.

Table A3-1-2 List of visits to Cantonments for Administrative Boundaries Cantonment Visit Data Collection Boundary Military Land 2nd July , Request for data collection - and Operation 2010 from each cantonment Karachi 21st July, Plan of Karachi Cantonment - There are 4 wards (proposed) Cantonment 2010 Malir 22nd July, Plan of Malir Cantonment - There is only one ward Cantonment 2010 Presentation Paper (2 pages) - Military area and civil area Memo (2 pages) Clifton 29th July, Presentation Paper (2 pages) - Wards are not designated. Cantonment 2010 No. of units per street (16) - DHA Phasing is the base zone - Population= 182,489 (98 Census) - Population= 250,000 (present) Korangi 28th July, Presentation Paper (2 pages) - Battahi Colony (20,000 pop*) Cantonment 2010 Memo (1 page) - Indsutrial Area Guide Map of Battahi Colony - PAF (15,000 pop*) Plan of Cantonment Board * 1998 Census Korangi Creek Present population is estimated as 70,000 in total. Faisal 9th August, Map of Cantonment - Sector I, II, III, IV Cantonment 2010 - Restricted Area Manora 9th August, Map of Cantonment - Cantonment 2010 Source: JICA Study Team

1.3.5 Site Visit

The best way to confirm the boundary is to visit the place and ask the residents about the jurisdiction of the area, and the JICA Study Team visited some places where its jurisdiction was not clear. The visited sites are: Sector “A” , , A triangle area near KPT Park, Karachi Zoological, Area, Lea Market, Old Haji Camp, , Sultanabad, Bhutta Village, Millat Garden, a boundary between Gulshan-e-Iqbal and Malir cantonment, etc. In some cases, Union Council officers helped us to confirm the jurisdiction.

Appendix 3 - 3 Karachi Transportation Improvement Project Final Report

Source: JICA Study Team Figure A3-1-1 UC Boundary Map

Appendix 3 - 4 Karachi Transportation Improvement Project Final Report

2. UC Boundary Maps

The following figures are the results of UC boundary maps for 18 Towns and 6 cantonments.

1. Keamari

2. S.I.T.E 3. Baldia

Appendix 3 - 5 Karachi Transportation Improvement Project Final Report

4. Orangi 5. Lyari

6. Saddar 7. Jamshed

Appendix 3 - 6 Karachi Transportation Improvement Project Final Report

8. Gulshan-e-Iqbal

9. Shah Faisal

Appendix 3 - 7 Karachi Transportation Improvement Project Final Report

10. Landhi

11. Korangi

12. North Nazimabad

Appendix 3 - 8 Karachi Transportation Improvement Project Final Report

13. New Karachi

14. Gulberg

15. Liaquatabad

Appendix 3 - 9 Karachi Transportation Improvement Project Final Report

16. Malir

17. Bin Qasim

Appendix 3 - 10 Karachi Transportation Improvement Project Final Report

18. Gadap

19. Karachi Cantonment

Appendix 3 - 11 Karachi Transportation Improvement Project Final Report

20. Clifton Cantonment

21. Faisal Cantonment

Appendix 3 - 12 Karachi Transportation Improvement Project Final Report

22. Malir Cantonment

23. Manora Cantonment

Appendix 3 - 13 Karachi Transportation Improvement Project Final Report

24. Korangi Cantonment

Source: JICA Study Team

Appendix 3 - 14 Karachi Transportation Improvement Project Final Report

APPENDIX – 4 TRAFFIC SURVEYS

1. Household Interview Survey

1.1.1 Traffic Zone System

In this study, origins and destinations are coded into 267 zones.

(1) Karachi and External Zones

In the HIS, samples were selected from the residents in Karachi. Although most trips by the residents in Karachi are generated inside Karachi, there are a large number of trips between Karachi and other area of Karachi. For those trips between inside and outside of Karachi, the following external zones were prepared in this Study.

- Province of Sindh (excluding Karachi) - Province of Punjab - Province of Balochistan - Other provinces in Pakistan - India - Afghanistan - Other countries In the external zoning, the province of Sindh was subdivided into 23 Districts, in which Thatta was further subdivided into 9 tehsils. Thatta and Karachi adjoin each other. Since there are two highways (National Highway and Super Highway) between Karachi and other districts of Sindh, tehsil level information is needed.

The province of Punjab was subdivided into 1) Islamabad, 2) Lahore, and 3) Others, while the province of Balochistan was subdivided into 1) Quetta and 2) Others. Other provinces in Pakistan consisted of 1) FATA, 2) Khyber Phakhtunkwa, and 3) Azad Kashmir/Kashmir.

There was no subdivision for India, Afghanistan, and Other countries.

The total number of the external zones was 41 (excluding dummy zone of Karachi).

(2) Town and Cantonment

There are 18 Towns and 6 cantonments in Karachi. Population of a Town ranges from about 500,000 to 1,000,000, while those of cantonments are less. These 24 administrative units were considered as zones at the same level (Town Level). Although Manora Cantonment was too small as a Town Level, an independent zone was given to this cantonment instead of merging the cantonment to in order to maintain consistency with socio-economic analysis.

(3) UC, Ward, Sector and Phase

Union Council (UC) Administration was the basic unit of the traffic zone in this study. This is the minimum unit of official statistics of population. Population of a UC varies from 30,000 to 100,000. There are 178 UCs in Towns.

Union Council is the administrative unit of Towns, while cantonments, which are out of jurisdiction of CDGK, apply the different administrative system in each cantonment. For

Appendix 4 - 1 Karachi Transportation Improvement Project Final Report

example, Clifton Cantonment consists of DHA Phases while Faisal Cantonment consists of Sectors and other areas. Karachi Cantonment has a plan to introduce Wards. From the administrative system, each cantonment was divided into several zones which corresponded to UCs as shown in Table A4-1-1.

Table A4-1-1 Subdivision System of Cantonments in Karachi City No. Name of Subdivision No. of Cantonment zones 1 Clifton DHA Phases (seven in total) + Other area 8 2 Faisal Sector I, II, III, IV, Airport Area, Naval Area, PAF Area 7 3 Malir Military Area and Civil Area 2 4 Korangi Residential Area, Industrial Area, and PAF Area 3 5 Karachi Proposed four wards 4 6 Manora - 1 Total 25 Source: Hearing from each cantonment

Phase-I Non-DHA

Phase-II

0 3,000

Phase-IV meters Phase-VII

Phase-V

Phase-VI Ward-I

Ward-II Ward-IV Phase-VIII Ward-III

03,000

meter s 01,600 meter s

Appendix 4 - 2 Karachi Transportation Improvement Project Final Report

Bhittai Colony

Korangi Industrial

PAF Korangi

Malir Civil Area

Malir Military Area 03,000 meter s

0 3,000

meter s

Sector-IV Sector-II Sector-I CAA Sector-III

Naval Area

PAF_Faisal

03,000

meters

Source: Illustrated by the JICA Study Team based on cantonment maps provided by Karachi Cantonment Board, Clifton Cantonment Board, Manora Cantonment Board, Faisal Cantonment Board, Korangi Cantonment Board, and Malir Cantonment Board Figure A4-1-1 Subdivision System of Cantonments in Karachi

Appendix 4 - 3 Karachi Transportation Improvement Project Final Report

(4) Survey Zone

UCs (Sub-UCs) were further subdivided into “Survey Zones”. The Survey Zones were not coded and recorded in the output of the HIS. It was prepared only for the survey purpose. To ensure the randomness of the location, the sample households were selected over an UC dispersedly. This was achieved by allocating the number of samples to be collected to a subdivided zone of each UC.

Appendix 4 - 4 Karachi Transportation Improvement Project Final Report

Table A4-1-2 Zone Code (1)

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

Appendix 4 - 5 Karachi Transportation Improvement Project Final Report

Table A4-1-3 Zone Code (2)

Cantonment Adminnistrative Unit No. Province/ Area District/ Area No. 19 Karachi 01 Ward-I 180 25 Sindh 01 Badin 205 Cantonment 02 Ward-II 181 Province 02 Dadu 206 03 Ward-III 182 03 Ghotki 207 04 Ward-IV 183 04 Hyderabad 208 20 Clifton 01 DHA Phase-I 184 05 Jacobabad 209 Cantonment 02 DHA Phase-II & III 185 06 Jamshoro 210 03 Non DHA Area 186 07 Karachi 211 04 DHA Phase-IV 187 08 Kashmore 212 05 DHA Phase-V 188 09 Khairpur 213 06 DHA Phase-VI 189 10 Larkana 214 07 DHA Phase-VII 190 11 Matiari 215 08 DHA Phase-VIII 191 12 Mirpurkhas 216 21 Faisal 01 Sector-I 192 13 Naushahro Firoze 217 Cantonment 02 Sector-II 193 14 Nawabshah 218 03 Sector-III 194 15 Qambar Shahdadkot 219 04 Sector-IV 195 16 Sanghar 220 05 Navy Area 196 17 Shikarpur 221 06 PAF Faisal 197 18 Sukkur 222 07 CAA Area 198 19 Tando Allahyar 223 22 Malir Cantonment 01 Military Area 199 20 Tando Muhammad Khan 224 02 Civil Area 200 21 Tharparkar 225 23 Manora Cantonmanet 01 All 201 22 Thatta 226 24 Korangi 01 202 23 Umerkot 227 Cantonment 02 203 26 Balochistan 01 Quetta 228 03 PAF Korangi 204 Province 02 Others 229 27 Punjab 01 Islamabad 230 Province 02 Lahore 231 03 Others 232 28 Other 01 FATA 233 Province 02 Khyber Phakhtunkwa 234 03 Azad Kashmir/ Kasimir 235 29 India 00 All 236 30 Afghanistan 00 All 237 31 Other countrie 00 All 238 Source: JICA Study Team

Appendix 4 - 6 Karachi Transportation Improvement Project Final Report

1.1.2 Interview Form

An interview document consists of the following interview forms:

- Household Information - Member Information - Trip Information The number of interview items should be limited to the extent where interviewees do not feel burden to answer the questions.

The following interview items were used in the HIS. The interview forms were prepared in language so that interviewers can ask interviewees to fill in the form.

Table A4-1-4 Interview Items Survey Form Interview Item Purpose Modeling Survey Household 1) Name of Interviewee,  Information 2) Address,   3) Contact number,  4) The number of household members,  5) The total monthly income  Member 1) Age,   Information 2) Gender,   (for all 3) Occupation,  household 4) Sector/ Field,  members above 5) Employment,  5 years of age) 6) Education,  7) Location of work place/ school  8) Car License,  9) Car ownership (including car type)  Trip Information 1) Purpose for Trip  (for all 2) Origin (address, type of origin, departure time)  household 3) Destination (address, type of origin, arrival time)  members above 4) Transport mode  5 years of age) 5) Transfer (address or place)  Source: KTIP

The JICA Study Team and KMTC held several meetings about the HIS in July 2010 to finalize the interview forms in consultation with the survey company (Exponent Engineers) and AERC (Applied Economics Research Centre, University of Karachi).

In the course of the discussion, “Job” was separated into “Sector/ Field” and “Employment”. The item of “Employment” represents the status of a person such as 1) workers in the government sector, 2) workers in semi government sector, 3) workers in private sector, 4) retired, 5) unemployment, 6) housewife, and 7) others. The item of “Education” was also added to the interview forms.

The survey forms are shown in Figure A4-1-2, A4-1-3, and A4-1-4. Table A4-1-5 shows the categories and codes for the interview forms.

Appendix 4 - 7 Karachi Transportation Improvement Project Final Report

Source: JICA Study Team Figure A4-1-2 Survey Form (Household)

Appendix 4 - 8 Karachi Transportation Improvement Project Final Report

Source: JICA Study Team Figure A4-1-3 Survey Form (Member)

Appendix 4 - 9 Karachi Transportation Improvement Project Final Report

Source: JICA Study Team Figure A4-1-4 Survey Form (Trip)

Appendix 4 - 10 Karachi Transportation Improvement Project Final Report

FORM-1: HOUSEHOLD INFORMATION Instruction: Only to be completed by Head of Household 1. Name of Household Head:

CNIC (Optional)

2. Address (Please write complete present Address):

Plot #:______Street: ______Area: ______

Muhallah: ______Block:______

Landmark (near the house): ______

3. Telephone Number (Optional):

Landline Cell No.: No.:

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

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

7. Monthly household income (including foreign remittances, rent, investments, pension etc in Pak Rupees) – Select from Table A

Source: Translation of Figure A4-1-2 Figure A4-1-5 Survey Form in English (household)

Appendix 4 - 11 Karachi Transportation Improvement Project Final Report

FORM-2: HOUSEHOLD MEMBER INFORMATION Instruction: To be completed for Every Household Member aged 5 & above.

1. Your Name:

1a. Relationship with Household Head:

1. Male 2. Age 3. Gender 2. Female

4. Do you have a permanent driving license 1. Yes 2. No

4a. Category of driving license, if answer to Q4

is Yes? – Select from Table B

5. Do you have a vehicle for your own use? 1. Yes

2. No

5a. Type of Vehicle, if answer to Q5 1. Bicycle is Yes? 2. Animal Drawn Vehicle 3. Motorcycle / Scooter 4. Car, Jeep etc 5. Taxi / Rickshaw 6. Van / Suzuki Carry 7. Bus / minibus / coach 8. Truck / Trailer 9. Any Others (Specify):______

6. What is your education level?

Select from Table C

7. What is your occupation?

Select from Table D

8. What is your type of employment?

Select from Table E

9. What is status of employment? 1. Full Time

2. Part Time

10. Which sector/field you work for?

Select from Table F

11. Name of your work place or school or

college or university

Appendix 4 - 12 Karachi Transportation Improvement Project Final Report

FORM-2: HOUSEHOLD MEMBER INFORMATION (Contd.) Instruction: To be completed for Every Household Member aged 5 & above. 11a. Address of Work Place or School or College or University (Please write complete address):

______

______Town Name Union Council (UC) Nearest Landmark, if any

12. What time do you usually leave for your Work Place or School or College or University? (hh:mm)

13. What is your monthly income (including foreign remittances, rent, investments, pension etc in Pak Rupees) – Select from Table A Source: Translation of Figure A4-1-3 Figure A4-1-6 Survey Form in English (member)

Origin Category of Place

1. Home 1. Home Trips made on following date 2. Work Place/School 2. Office 3. Other 3. Shop/Shopping Center/Market If Origin is 3, take following information. 4. Factory/Warehouse Year Month Day Area / Block / Phase 5. School/University/Educational House ______Town ______Institute UC ______Landmark ______6. Hospital/Clinic/Dispensary 7. Religious Sites 8. Restaurant/Recreational Places Total trips made 9. Other (Specify Others)

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

Source: Translation of Figure A4-1-4 Figure A4-1-7 Survey Form in English (trip)

Appendix 4 - 13 Karachi Transportation Improvement Project Final Report

Table A4-1-5 Code Tables of Household Interview Survey Table A Income Level Range Table C Education Level Table F Sector / Field Code Item Code Item Code Item 0No income 1 Uneducated 1 Engineering / Construction 1 Upto 1,000 2 Primary Level / Madarsa 2 Manufacturing 2 1,001 – 2,500 3 Matric Level 3 Utility Services 3 2,501 – 4,000 4 Intermediate Level 4 Retail / Wholesale 4 4,001 – 5,500 5 Graduation Level 5 Transport 5 5,501 – 7,000 6 Post Graduation Level 6 Telecommunication 6 7,001 – 10,000 7 Any Other: ______7 Financial / Insurance 7 10,001 – 13,000 99 No Response 8 Real Estate 8 13,001 – 16,000 9 Service Industry 9 16,001 – 20,000 Table D Occupation 10 Home / Cottage Industry 10 20,001 – 25,000 Code Item 11 Medical / Hospital Services 11 25,001 – 30,000 1 Unskilled worker 12 Not Applicable 12 30,001 – 35,000 2 Skilled Worker 13 Other (please specify) 13 35,001 – 40,000 Non Executive 3 14 40,001 – 45,000 Administrative Staff Table G Trip Purpose 15 45,001 – 50,000 Supervisor level (e.g. Code Item 4 16 50,001 – 60,000 supervisor, head clerk etc.) 1To Home 17 60,001 – 70,000 Shop keeper / Shop Owner 2To Work 5 18 70,001 – 80,000 / Small Businessman 3 To School for Study 19 80,001 – 100,000 Junior / Middle Level 4 On Business / Duty / Work 6 20 100,000 – 125,000 Officer / Executive 5 Shopping 21 Above 125,000 7 Doctor / Engineer / Lawyer 6 Eating / Entertainment 99 No Response Armed Forces / 7 Religious 8 Paramilitary / Police / Law 8 Social Activity Table B Driving License Category Enforcing Agency 9 Visit Friend / Relative Code Item Middle Income 10 Accompanied by Others 9 1 Motorcycle / Scooter Businessman 11 Leisure / Recreation 2 Rickshaw 10 Senior Executive/ Manager 12 Medical / Treatment 3 Taxi (cab) 11 Upper Class Businessman 13 Other: ______4Car 12 Land lord / Agriculturalist 99 No Response 5 Delivery Van Agricultural Worker (e.g. 6LTV Related to farming, poultry, 13 Table H Mode of Travel 7HTV fish farming, cattle farming Code Item 8 Others: ______etc) 1Walk 99 No Response 14 Teacher 2Bicycle 15 Student 3 Animal Drawn Vehicle Driver / Servant / Maid / Vehicle Ownership Category 16 4Motorcycle / Scooter Code Item Helper / Baby Sitter 5 Car, Jeep etc IT Professional / 1Bicycle 17 6 Taxi / Rickshaw 2 Animal Drawn Vehicle Technicians 7 Van / Suzuki Carry 3 Motorcycle/ Scooters 18 Household Women 8 Bus / minibus / coach 4 Car, Jeep, etc 19 Others 9 Truck / Trailer 5 Taxi/ Rickshaw (Specify): ______Any Others 10 6 Van/ Suzuki Carry 99 No response (Specify):______7 Bus/ Minibus/ Coach 99 No Response 8 Truck/ Trailer Table E Employment 9 Others Code Item 1 Government Semi Govt. / Public-Private 2 Partnership 3Private 4Retired 5Unemployed 6Housewife 7Any Other: ______99 No response Source: JICA Study Team

Appendix 4 - 14 Karachi Transportation Improvement Project Final Report

1.1.3 Training

The survey company recruited 10 supervisors including women. An intensive training course for the supervisors was held on 24th and 25th September, with participation of the JICA Study Team. After the supervisors’ training, the survey company held a 3-days training course for more than 100 enumerators at NED for 28th–30th September. Officers in CDGK participated in the training session. A pilot survey was conducted on 2nd October. The survey company has continuously recruited new enumerators and they were trained during the field survey as “On-the-job-training”. To improve the survey performance, the second training course was held on 22nd and 23rd, November.

Photo: JICA Study Team

1.1.4 Schedule

The original survey schedule was 3 months from May 2010. However, the survey started on 5th October 2010 and finished on 10th February 2012.

The major purpose of the Household (HIS) Interview Survey in this Study is to produce Origin-Destination matrices of people’s trips in a typical weekday of Karachi. Therefore, the HIS was conducted in the season when people’s trips were usual. From this, the survey was re-scheduled to avoid the summer vacation in June-July, Ramadan (mid August – mid September), and Eid holidays and Haji season in November.

The JICA Study Team conducted the survey from 5th October to 10th November to avoid these periods when traffic becomes unusual. In this survey period, samples were collected from five Towns: Gulberg, Liaquatabad, North Nazimabad, New Karachi, and Jamshed Town.

The survey in December was scheduled from December 2, 2010 to January 2, 2011 in Saddar, Korangi, Landhi, and Shah Faisal. It was decided that the JICA Study Team would not conduct the survey from December 14 to December 18 to avoid unusual traffic during Ashura. Due to the delay of UC boundary confirmation, the survey in Keamari, Malir, Malir Cantonment, Gulshan-e-Iqbal, Clifton Cantonment, Faisal Cantonment, Karachi Cantonment, S.I.T.E, Bin Qasim, and Manora Cantonment was scheduled to be conducted in January. The survey in Baldia, Orangi, Lyari, Gadap, and Korangi Cantt was conducted in February.

The survey team had visited all UCs by 1st March, 2011 although the number of collected samples was 35,900, which was 10% less than the target sample size of 40,000. The backlog survey was conducted in March, April, and June in 2011. The field survey was completed on 13th June, 2011 except for Clifton Cantonment where the response from residents was

Appendix 4 - 15 Karachi Transportation Improvement Project Final Report

extremely poor. The data punching was finished in the end of June, 2011. The number of samples collected was 41,255.

Table A4-1-6 shows the HIS schedule.

Table A4-1-6 HIS Schedule No. Town /Cantonment Period 1 Gulberg 5th – 8th October, 2010 2 Liaquatabad 8th – 15th October (incl. 2 off days) 3 North Nazimabad 15th – 20th October (incl. 2 off days) 4 New Karachi 21st – 28th October (incl. 2 off days) 5 Jamshed 28th October – 4th November 6 Saddar 2nd – 9th December (incl. 1 off day) 7 Korangi 10th – 12th December/ 30th – 31st December 8 Landhi 19th – 24th December (incl. 1 off day)/ 1st – 2nd January 9 Shah Faisal 25th – 29th December (incl. 1 off day) 10 Keamari 5th – 7th January, 2011 11 Manora Cantt 7th January 12 Malir 10th – 14th January 13 Malir Cantt 13th January 14 Gulshan-e-Iqbal 14th – 21st January (incl. 1 off day) 15 Clifton Cantt 22nd – 24th January (incl. 1 off day) 16 Faisal Cantt 25th – 26th January 17 Karachi Cantt 27th January 18 S.I.T.E 28th January– 2nd February 19 Baldia 3rd – 7th February 20 Lyari 7th – 12th February 21 Bin Qasim 14th – 17th February 22 Gadap 18th – 21st February (incl. 1 off day) 23 Orangi 22nd February – 1st March Source: JICA Study Team

Due to the poor response from Clifton Cantonment, the survey method was reviewed. It was decided that the survey forms would be simplified and drop-off/ pick-up method would be applied for the survey in Clifton Cantonment. From 10th January to 18th January, 2012, the survey team distributed the simplified survey forms to 1,243 households. The survey form collection was closed on 10th February, 2012.

Appendix 4 - 16 Karachi Transportation Improvement Project Final Report

1.1.5 Survey Performance

(1) Survey Interruption by Law and Order Situation

The law and order situation had not been stable in the period of the survey. The survey was interrupted many times by the deterioration of law and order situation during the survey period. The cases are listed below:

Table A4-1-7 Days Lost during Survey Period Date Case Days Lost October 7 Bombings at Hazrat Abdullah Shah Ghazi 1.5 October 15 – 22 Large scale target killings 3.5 October 29 Police operation in Jamshed Town 0.5 November 5 – 8 Funeral of the former MQM leader 3.0 November 11 Bomb explosion at CID building 1.0 November 26 Police operation 0.5 December 3 Mafia fighting in 0.5 December 14, 15 High level security in Moharram 2.0 December 21 Threaten to survey team 0.5 December 23 Public rally to KESC in 0.5 December 31 Strike call all over Pakistan 1.0 January 3 Target killing 1.0 January 4 Murder of Punjab Governor 1.0 January 5 Mafia fighting in Keamari 0.5 January 8 Murder of a MQM worker 1.0 January 12 Target killing 1.0 January 14 Target killing 1.0 January 15 Murder of ex-Nazim in SITE Town 1.0 January 25 Bomb at Malir 0.5 February 7 Law and Order Situation in 0.5 Source: KTIP

The survey was suspended when these cases happened and the surveys on the next days were cancelled. Especially, the series of the target killings from October 15 to 20 had caused continuous suspensions and rescheduling of the survey. Assuming that the achievement of the interview on the day when the survey was interrupted by those incidents is equivalent to the half of the target, the total delay due to the incidents becomes 4.5 days from 5th October to 4th November. This is approximately 20% loss of the total samples, which is the reason of the backlog in North Nazimabad and .

There was no interruption by law and order situation from 23rd November to 13th December. However, there were several minor accidents. Some surveyors were threatened and robbed their mobile. There was a threat from a political group to a survey team demanding to stop the survey in Kharadar UC of Saddar Town on 3rd December.

In January 2011, the law and situation in Karachi was very bad and the survey was interrupted many times. On the other hand, the situation was relatively stable in February 2011.

During the period of the backlog survey from March 2012 to June 2012, law and order situation did not affect the survey performance because the survey team became small and flexible schedule was possible. However, the increase number of kidnapping made the survey in high income area very difficult.

Appendix 4 - 17 Karachi Transportation Improvement Project Final Report

(2) Improvement of Survey Method

The survey method was improved in the beginning of the field survey.

1) Revisit To obtain trip information of all age groups as much as possible, this survey will collect the trip information of all the members of five years old or over. If this principal is strictly applied, the enumerators would need to visit same sample households two or three times when some of the members are absent at the time of the first visit. This will happen if the survey is conducted in day time because heads of families are working outside their house in most cases. The necessity of the revisit to the same households requires flexibility of the survey schedule because the survey area will vary according to the necessity of the revisit, which cannot be predicted before the survey. On the other hand, it is required to inform the survey schedule to CDGK, Police, Foreign Security Cell, and relevant local authorities for the security reason, which makes such flexible survey difficult. From this background, it was decided that interviewers collect trip information of all household members at one visit to avoid revisit as much as possible.

2) Survey Time The start time of the survey was 3:00 PM in the beginning of the survey. However, it was changed that the survey starts from 4:00 PM in order to capture the sample household where all the household members are present. The end time of the survey was also changed from 9:00 PM to 10:00 PM. The survey in night time brought about a concern over the security of the survey team.

3) Interviewee The survey was planned to apply the direct interview to all household members of five years old or over in the beginning. However, it was found that the direct interview to women by male interviewers was difficult because most heads of households have a tendency to refuse such interview to their family. In principal, female interviewers took over the interview in such a case. However, since the number of female interviewers was limited due to the security concern in the night time survey, proxy answers by the heads of households were accepted as exceptional cases.

Appendix 4 - 18 Karachi Transportation Improvement Project Final Report

2. Other Traffic Surveys

The JICA Study Team has conducted traffic surveys other than HIS by subcontracting the works to a local consultant firm. Result of these surveys support present traffic state analysis in Karachi City, and finally contribute to traffic demand analysis.

Following table shows outline of the surveys.

Table A4-2-1 Outline of Other Traffic Surveys Survey Objectives Method Coverage 1. Cordon Line  To collect trip information  Passenger interview  6 locations, 20 % sampling Survey-1 of passenger across  Vehicular traffic count  3 locations, 24 hours (Highway) highway boundary  Vehicular occupancy  3 locations, 24 hours 2. Cordon Line  To collect trip information  Passenger interview  Domestic terminal; 200 Survey-2 of passenger across samples, international (Airport) boundary by airplane terminal; 200 sample 3. Cordon Line  To collect trip information  Passenger count  15 trains at one day Survey-3 of passenger across  Passenger interview  15 trains at one day (Railway) boundary by railway 4. Screen Line  To obtain traffic volume  Vehicular traffic count  15 locations, 24 hours Survey and capture passenger  Vehicular occupancy  3 locations, 16 hours volume on screen line 5. Mid Block Traffic  To obtain in-city traffic  Vehicular traffic count  5 locations, 24 hours Survey volume 6. Cargo Movement  To collect information about  Vehicular traffic count  3 terminals, 24 hours Survey freight movement  Passenger interview  3 terminals, 24 hours 7. Passenger  To collect information about  Passenger interview  5 locations, Minimum Interview Survey passenger stated preference sample size: 2,000 8. Public Transport  To obtain public transport  Bus frequency count  15 Locations, 18 hours Survey frequency 9. Travel Speed  To obtain traffic speed  Transit time record by  10 routes, 4 round trips on Survey running car each. 10. Road Inventory  To collect information about  Capturing by digital video  Arterial roads Survey road attributes camera on running car Source: JICA Study Team

Following chapters describe the details of each survey.

2.1.1 Cordon Line Survey 1 (Highway)

(1) General

The cordon line in this study was defined as the border of Karachi city area. This survey was conducted at the border of the study area (highway cordon) on the three (3) major highways, National highway, RCD highway, Super highway, in order to collect information about origin and destination of passengers who are non-residents of Karachi, which consist of 3 types of survey, interview, traffic count and occupancy.

(2) Survey Method

1) Interview Surveyors interviewed to non-Karachi resident passengers with random sampling on passenger cars, public buses, and freight vehicles. As for passenger car and freight, toll plaza was mainly selected on account for safety and convenience reason. In other cases, interview location was

Appendix 4 - 19 Karachi Transportation Improvement Project Final Report

the roadside, where vehicles are flagged down with police assistance and guided to safety space.

Public bus interview is held at bus terminals along or near each highways. Surveyors take interview to waiting passengers at terminal or inside a stopping bus. This survey continues on the operation hours of the terminals.

Interview items are as below.

- Origin and destination, - Trip purpose - Number of passengers - Commodity type (for freight) - Tones loaded (for freight) - Trip mode to reach bus terminal (for public transport)

2) Traffic Count The number of vehicles is counted by following eleven (11) types by direction at the same day as the interview.

- Passenger cars - Taxies, Auto Rickshaws - Motorcycles & Scooters - Large Busses Public Buses - Mini Buses, Coaches, Contract Carriages - Light Freight Vehicles - Single Unit Trucks, 2 Axle - Single Unit Trucks, 3 Axle Freight Vehicles - Trailers, 4 Axle - Trailers, 5 Axle - Trailers, 6 Axle

3) Occupancy The number of passengers or congestion level in each vehicles by direction were observed and recorded with random sampling. Sampling vehicles were classified into five (5) types as below.

- Passenger cars - Taxies, Auto Rickshaws - Public Buses - Freight Vehicles

(3) Coverage

Survey hours covered 24 hours or operation hours, starting from 8 am on weekday.

Following table and figure shows the survey location, date, and hours. It has Eight (7) locations including one (1) supplementary location and four (3) bus terminals for bus interview.

Appendix 4 - 20 Karachi Transportation Improvement Project Final Report

CLH1 Plaza Toll NH5   CLH3 Road Link   CLH3 Super Highway Toll Plaza   CLA Airport International Quaid-e-Azam   CLH3T TerminalSohrab Bus Goth   CLR Karachi Cant St.   CLH1T Terminal Bus Market Lee   CLH2T City Terminal Bus kilometers   CLH2 Highway RCD Police Choky   0 10.00

Source: JICA Study Team Figure. A4-2-1 Location Map of Cordon Line Highway Survey

Appendix 4 - 21 Karachi Transportation Improvement Project Final Report

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

Survey Date (Year 2010) ID Location Count Interview Bus Interview Occupancy a. National Highway Toll Plaza 18-May 18-May, - 18-May CLH-1 b. Lee Market Bus Terminal - - 28-Dec - a. RCD Highway Police Choky 25-May 25-May, - 25-May CLH-2 b. City Bus Terminal (Hub River Road) - - 17-Jan-2011 - a. Super Highway Toll Plaza 7-Dec 7-Dec - 7-Dec b. Link Road between National & Super CLH-3 7-Dec 7-Dec - 7-Dec Highway c. Bus Stand - - 7-Dec - Source: JICA Study Team

(4) Result

Following table shows the result of Count Survey.

Table A4-2-3 No. of Vehicles of Cordon Line Highway Survey Number of Vehicles, 24 hours, both directions ID Passeng Taxies Motorcy Large Minibuses Light Trucks Trucks Trailers Trailers Trailers Total er cars cles Busses , Coaches freight [2 axle] [3 axle] [4 axle] [5 axle] [6 axle] 3,710 143 1,011 255 432 1,890 1,861 1,052 57 44 103 10,558 CLH-1 (35.1) (1.4) (9.6) (2.4) (4.1) (17.9) (17.6) (10.0) (0.5) (0.4) (1.0) (100.0) 4,425 622 2,274 463 2,270 991 2,005 2,228 423 177 265 16,143 CLH-2 (27.4) (3.9) (14.1) (2.9) (14.1) (6.1) (12.4) (13.8) (2.6) (1.1) (1.6) (100.0) 5,092 858 1,094 1,996 1,423 1,587 3,774 2,899 2,136 1,220 1,049 23,128 CLH-3a (22.0) (3.7) (4.7) (8.6) (6.2) (6.9) (16.3) (12.5) (9.2) (5.3) (4.5) (100.0) 807 21 181 58 10 56 666 480 662 368 364 3,673 CLH-3b (22.0) (0.6) (4.9) (1.6) (0.3) (1.5) (18.1) (13.1) (18.0) (10.0) (9.9) (100.0) Source: JICA Study Team

Following three tables shows the result interview survey on each modes.

Table A4-2-4 Trip Purpose of Car Passengers at Highway Cordon

Car

CLH-1a CLH-2a CLH-3a CLH-3b Sample size 535 826 262 92 Passenger Car 97.9 93.5 96.9 100.0 Vehicle Type Taxi 2.1 4.8 0.8 0.0 (%) Auto Rickshaw 0.0 0.0 0.8 0.0 Motorcycle 0.0 1.7 1.5 0.0 To Home 12.8 18.1 50.0 0.0 To Work 26.9 23.9 14.9 71.1 To School 0.5 5.8 0.0 0.0 On business Trip Purpose 15.2 14.0 9.6 28.9 (%) Shopping 7.5 2.9 0.0 0.0 Leisure 4.3 0.8 1.8 0.0 Religious 8.0 15.6 9.6 0.0 Visit Someone 24.8 18.9 14.0 0.0 Source: JICA Study Team

Appendix 4 - 22 Karachi Transportation Improvement Project Final Report

Table A4-2-5 Commodities of Trucks at Highway Cordon

Freight

CLH-1a CLH-2a CLH-3a CLH-3b Sample size 638 868 3132 192 Single unit Trucks [2 Axle]: 30.7 17.5 28.6 8.3 Single unit Trucks [3 Axle]: 20.2 13.1 23.6 20.8 Trailers [4 Axle]: Vehicle 1.5 61.8 18.5 37.5 Type Trailers [5 Axle]: 0.7 0.2 10.3 10.4 (%) Trailers [6 Axle]: 0.0 0.0 9.9 16.7 Tractor without Trailer 0.4 0.0 0.4 1.0 Pickup (Light Freight Vehicle) 46.4 7.4 8.7 5.2 Load Empty 32.3 14.5 8.1 41.7 (%) Full 67.7 85.5 91.9 58.3 Animals 34.9 19.3 38.9 25.0 Food Items 0.5 7.0 1.9 10.4 Cement 6.4 4.8 2.2 5.2 Steel 0.9 1.2 1.3 3.1 Concrete 10.6 11.1 8.9 9.4 Wood 15.1 16.1 12.9 0.0 Chemical 2.8 2.7 1.5 0.0 Commodity 0.9 0.7 2.4 0.0 (%) Electronic Items Agriculture 3.7 5.1 5.8 8.3 Fertilizers 2.3 3.6 0.3 0.0 Vehicles 4.1 13.0 8.1 37.5 Gas Cylinder 10.1 13.3 11.2 0.0 Plastic 0.0 0.5 0.0 0.0 Tire 0.0 0.5 0.0 0.0 Others 7.8 1.2 4.7 1.0 Source: JICA Study Team

Table A4-2-6 Trip Purpose of Bus Passengers at Highway Cordon (Bus Terminal) Bus

CLH-1b CLH-2b CLH-3c Sample size 362 406 486 Car 3.3 25.1 12.6 Taxi 2.2 47.3 19.7 Mode of Auto Rickshaw 15.6 20.7 15.5 Arrival Large Bus 19.4 1.5 28.0 (%) Minibus 46.1 3.9 11.3 Coach 13.3 1.5 13.0 To Home 3.3 3.9 5.8 To Work 37.0 35.0 40.3 To School 0.6 3.0 1.2 Trip On Business 12.7 23.2 15.2 Purpose Shopping 15.5 0.5 2.5 (%) Entertainment 1.7 9.4 6.2 Social Activities 6.1 0.0 2.5 Visit Someone 17.7 16.7 23.0 Others 5.5 8.4 3.3 Source: JICA Study Team

Appendix 4 - 23 Karachi Transportation Improvement Project Final Report

2.1.2 Cordon Line Survey 2 (Airport Cordon)

(1) General

This survey aims to collect trip information of flight passenger in Karachi city. It is conducted at departure terminal of Quaid-e-Azam International Airport with assumption of a trip symmetry, departure and arrival. For this survey, cooperation from Civil Aviation Authority (CAA) was essential because surveyors go into restricted area of airport, which is one of the highest-security places in the country. The basic information is origin and destination of passengers who are non-residents of Karachi city.

(2) Survey Method

Interview is conducted at the terminal of domestic and international, and the target is non-Karachi residents excluding transit passengers. Surveyors randomly took interviews from the passengers waiting at a terminal, with prepared questionnaires.

The interview items are as below;

- Origin and transport mode of last trip for reaching to airport - Flight Destination - Purpose of Karachi visit (3) Survey Coverage

The required number of sample is 200 for each terminals, 400 in total.

Survey was separately conducted on 28th-29th Dec. 2010 at international terminal, and on 30th-31st Dec. 2011 at domestic terminal.

(4) Result

Following table shows the result of interview survey.

Appendix 4 - 24 Karachi Transportation Improvement Project Final Report

Table A4-2-7 Trip Purpose of Air Passengers Terminal

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

Middle East Europe Asia North America Africa

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

Source: JICA Study Team Figure A4-2-2 Ratio of Destination Area of International Air Passengers

Punjab Khyber Pakhtunkhwa Balochistan Sindh

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

Source: JICA Study Team Figure A4-2-3 Ratio of Destination Area of Domestic Air Passengers

Appendix 4 - 25 Karachi Transportation Improvement Project Final Report

2.1.3 Cordon Line Survey 3 (Railway Cordon)

(1) General

This survey aims to collect trip information of passengers who is crossing over cordon line (Karachi city border) by railway. It consists of two surveys, passenger count and OD interview for non-Karachi resident passengers over 5 years old. Both were conducted inside trains on the way from Landhi station to Hyderabad station under cooperation with Pakistan Railway (PR), with assumption of a trip symmetry, departure and arrival.

(2) Survey Method

1) Passenger Count Surveyors counted the number of passengers inside a train in service, separately by bogie class among Economy, AC Lower, Business, and AC Sleeper.

2) Interview Interview was held toward non-Karachi resident passengers aged over 5 years, based on the prepared questionnaires. Interview items are as below;

- Departure Station - Origin and transport mode of last trip for reaching to departure station - Final Destination of the trip - Purpose of Karachi Visit (3) Survey Coverage

Following table shows surveyed train name and the date.

Table A4-2-8 Schedule of Trains for Cordon Line Railway Survey Dept. Time from Survey Date ID Train Name Cantt Sta. (Year 2010) CLR-1 Hazara Express 6:00 1-Nov CLR-2 Shah Rukne Alam Express 6:30 1-Nov CLR-3 Awam Express 7:30 1-Nov CLR-4 Super Express 9:30 3-Nov CLR-5 Pakistan Express 14:30 28-Oct CLR-6 Allama Iqbal Express 14:50 2-Nov CLR-7 Karakoram Express 16:00 2-Nov CLR-8 Millat Express 16:30 2-Nov CLR-9 Tezgam 17:00 3-Nov CLR-10 Karachi Express 18:00 3-Nov CLR-11 Bahauddin Zakria Express 18:20 4-Nov CLR-12 Fareed Express 18:50 4-Nov CLR-13 Khushhal Khan Khattak Express 20:05 28-Oct CLR-14 Khyber Mail 22:00 4-Nov CLR-15 Sukkur Express 22:15 28-Oct Source: JICA Study Team

(4) Result

Following table shows the result of Count Survey.

Appendix 4 - 26 Karachi Transportation Improvement Project Final Report

Table A4-2-9 No. of Passengers in Trains AC Train Name ID Economy AC Lower Business Sleeper CLR-1 Hazara Express 292 - - - CLR-2 Shah Rukne Alam Express 45 - - - CLR-3 Awam Express 328 59 - - CLR-4 Super Express 416 - - - CLR-5 Pakistan Express 655 66 - - CLR-6 Allama Iqbal Express 783 - - - CLR-7 Karakoram Express 564 44 - - CLR-8 Millat Express 647 - 15 - CLR-9 Tezgam 554 112 - - CLR-10 Karachi Express 548 - - - CLR-11 Bahauddin Zakria Express 760 - - - CLR-12 Fareed Express 399 - - - CLR-13 Khushhal Khan Khattak Express 302 - - - CLR-14 Khyber Mail 237 - 36 - CLR-15 Sukkur Express 460 43 - - Source: JICA Study Team

Following table shows the result of interview survey.

Table A4-2-10 Trip Purpose of Railway Passengers

Bogie Class AC Total Business Economy Lower Sample Size 16 13 364 393 City Station 0.0 0.0 6.3 5.9 Boarding Cantt Station 100.0 61.5 80.8 80.9 Station Drig Road Station 0.0 0.0 0.5 0.5 (%) Malir Halt Station 0.0 23.1 3.0 3.6 Landhi Station 0.0 15.4 9.3 9.2 Walk 12.5 0.0 5.5 5.6 Bicycle 0.0 0.0 1.1 1.0 Animal Drawn Vehicle 0.0 0.0 0.0 0.0 Motorcycle / Scooter 0.0 0.0 1.9 1.8 Mode of Car, Jeep etc 50.0 7.7 10.7 12.2 Arrival (%) Taxi / Rickshaw 18.8 46.2 42.3 41.5 Van / Suzuki Carry 0.0 7.7 8.5 8.1 Bus / Minibus / Coach 18.8 38.5 29.7 29.5 Truck / Trailer 0.0 0.0 0.0 0.0 Others 0.0 0.0 0.3 0.3 To Home 0.0 7.7 3.8 3.8 To Work 12.5 23.1 26.4 25.7 To School for Study 0.0 0.0 1.9 1.8 On Business 31.3 15.4 18.4 18.8 Shopping 0.0 7.7 3.6 3.6 Purpose of Eating / Entertainment 0.0 15.4 4.1 4.3 Karachi Visit Religious 0.0 0.0 1.9 1.8 (%) Social Activity 18.8 7.7 8.8 9.2 Visit Friend / Relative 31.3 15.4 22.3 22.4 Accompanied by Others 0.0 0.0 1.1 1.0 Leisure / Recreation 0.0 0.0 2.7 2.5 Medical / Treatment 6.3 7.7 4.7 4.8 Others 0.0 0.0 0.3 0.3 Source: JICA Study Team

Appendix 4 - 27 Karachi Transportation Improvement Project Final Report

Punjab Sindh Khyber Pakhtunkhwa Balochistan

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

Source: JICA Study Team FigureA4-2-4 Ratio of Destination Area of Railway Passengers

2.1.4 Screen Line Survey

(1) General

JICA Study team set Lyari River as screen line of the Karachi city in this survey, and conducted traffic count and occupancy survey at roads crossing over the screen line.

(2) Survey Method

1) Traffic Count Video camera method is applied to most of this survey to record the flow of transportation. Due to necessity for capturing wide vision of the spot, it is set on the Lyari Expressway on flyover, under the cooperation with National Highway Authority.

Vehicle types are classified into twelve (12) as described below,

- Passenger cars [Including Jeeps & Station Wagons] - Taxies [Yellow & Black Cabs, Yellow Cabs & Radio Cabs] - Auto Rickshaws [Old Style & CNG 4-Stroke] - Motorcycles & Scooters - Contract Carriages - Large Public Busses [Intercity, UTS, KPTS etc] - School Busses including Suzuki - Mini Busses - Coaches - Light Freight Vehicles [Pickups, Shehzoor, etc] - Single Unit Trucks [2 & 3 Axle] - Trailers

2) Occupancy The number of passengers or congestion level in each vehicle were observed and recorded by roadside surveyors with random sampling. Sampling vehicles were classified into nine (9) types as below.

- Passenger cars - Taxies - Auto Rickshaws - Motorcycles & Scooters - Contract Carriages including School Buses - Large Public Buses - Minibuses - Coaches

Appendix 4 - 28 Karachi Transportation Improvement Project Final Report

- Freight Vehicles

Three (3) locations were selected for this survey to represent the 15 locations; Gulbai, Teen Hatti and Sohrab Goth. The survey is conducted on the same day as the traffic count survey at the corresponding location.

(3) Survey Coverage

It took 24 hours for traffic count survey, and 16 hours for occupancy survey, starting from 6 am on weekdays. Following table and figure show the survey location and date.

Table A4-2-11 Location List and Schedule of Screen Line Survey ID Location Date SL-1* G Allana Road / Gulbai 13th Dec 2010 SL-2 Road 13th Dec 2010 SL-3 New Kumbhar Wara Road / Mewashah Graveyard 14th Dec 2010 SL-4 Dhobi Ghat 14th Dec 2010 SL-5 Manghopir Road / Shamshan Ghat 20th Dec 2010 SL-6 Las Bela 20th Dec 2010 SL-7* S M Toufeeq Road / Teen Hatti 21st Dec 2010 SL-8 Altaf Hussain Barelvi Road / Old Sabzi Mandi 21st Dec 2010 SL-9 Sir Shah Suleman Road / 3rd Jan 2011 SL-10 Yasinabad Bridge 3rd Jan 2011 SL-11 Rashid Minhas Road / UBL Sports Complex 4th Jan 2011 SL-12* Sohrab Goth / Super Highway 4th Jan 2011 SL-13 New Karachi Sector 12 / Saba Cinema 5th Jan 2011 SL-14 New Karachi Sector 6 / Ibrahim Goth 5th Jan 2011 SL-15 Northern Bypass btw Road & Hub Dam Road 5th Jan 2011 * Occupancy Survey is conducted at SL-1, SL-7 and SL-12. Source: JICA Study Team

(4) Result

Following table shows the result of Count and Occupancy Survey with the next one explaining abbreviation of transportation modes.

Table A4-2-12 Abbreviation of transportation modes Abbreviation Description PC Passenger Cars [Including Jeeps & Station Wagons] Tx Taxies [Yellow & Black Cabs, Yellow Cabs & Radio Cabs] AR Auto Rickshaws [Old Style & CNG 4-Stroke] Mc Motorcycles & Scooters CC Contract Carriages including Suzuki LPB Large Public Busses [Intercity, UTS, KPTS etc] SB School Busses MB Mini Busses Co Coaches LFV Light Freight Vehicles [Pickups, Shehzoor, etc] SUT Single Unit Trucks [2 & 3 Axle] Tr Trailers Fr Freight Vehicle (Includes LFV, SUT, and Tr) Source: JICA Study Team

Appendix 4 - 29 Karachi Transportation Improvement Project Final Report

SL14(New Karachi Sector 6) Sector Karachi SL14(New Road) SL11(Rashid Minhas SL13(New 12) Sector Karachi SL12(Sohrab Goth) SL12(Sohrab SL10(Yasinabad Bridge)     SL15(Northen Bypass) SL15(Northen         SL09(Sir Shah Suleman Road) Suleman Shah SL09(Sir     SL07(S.M. ToufeeqRoad)   SL05(Manghopir Road) SL05(Manghopir     SL04(Dhobi Ghat) SL04(Dhobi       SL02(Chakiwara Road) SL08(A.H. Barelvi Road) SL06(Las Bela)   10.00 SL03(New Kumbhar Road)SL03(New Kumbhar SL01(Maripur Road) SL01(Maripur kilometers 0

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

Appendix 4 - 30 Karachi Transportation Improvement Project Final Report

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

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

Table A4-2-14 Passenger Occupancy on Screen Line

Average Occupancy, 16 hours, both direction ID PC Tx AR Mc CC LPB MB Co Fr Occupancy 2.25 2.33 2.40 1.26 2.74 44.24 32.91 37.49 2.19 SL-1 No, of Sample 9,364 2,588 1,518 27,069 2,112 144 2,229 2,482 10,767 Occupancy 2.28 2.01 2.09 1.26 3.22 50.30 34.85 35.29 2.28 SL-7 No, of Sample 13,812 2,967 10,930 56,391 632 1,161 2,563 124 4,316 Occupancy 2.39 2.44 2.40 1.24 3.16 54.74 31.80 34.52 2.54 SL-12 No, of Sample 11,376 2,593 3,464 25,842 1,189 736 1,271 236 5,835 Source: JICA Study Team

Appendix 4 - 31 Karachi Transportation Improvement Project Final Report

2.1.5 Mid Block Traffic Survey

(1) General

This Survey aims to obtain traffic volume data of each vehicle type on directional traffic flow at selected five (5) locations.

(2) Survey Method

Numbers of twelve (12) types of vehicle as same categorization as screen line count survey, are counted for twenty-four (24) hours, starting from 8 am, at 5 locations.

(3) Survey Coverage

Following table and figure show the survey location and date.

Table A4-2-15 Location and date of Mid Block Traffic Survey Survey Date (Year 2010) ID Location Weekday Friday Holiday Ramadan 12-May, 14-May, 9-May, MB-1 Shahrah-e- Suri near Hyderi Market 24-Aug 10-Nov * 15-Oct * 24-Oct * MB-2 Estate Avenue Site near Textile Avenue 26-May 3rd-Dec 16-May 24-Aug MB-3 M. A. Jinnah Road near Numaish 26-May 28-May 23-May 26-Aug MB-4 Shahrah-e-Faisal near Nursery 12-May 14-May 9-May 26-Aug MB-5 Khayaban-e-Iqbal between Teen Talwar and Under Pass 19-May 28-May 16-May 1-Sep * Surveys repeated for MB-1 and conducted only for the mode of Passenger car due to inconsistency Source: JICA Study Team

MB1 (Sharah-e-Shah Soori near Hyderi Market)

MB2 (Estate Avenue SITE near Textile Avenue)

MB3 (M.A.Jinnah Road near Numaish)

MB4 (Sharah-e-Faisal near Nursery)

MB5 (Khyaban-e-Iqbal beteen Teen Taiwar and Under Pass)

0 5.000

kilometers

Source: JICA Study Team Figure A4-2-6 Location map of Mid Block Traffic Survey

Appendix 4 - 32 Karachi Transportation Improvement Project Final Report

(4) Result

Following table shows the result of Count Survey referring abbreviation with table A4-2-14 .

Table A4-2-16 Number of Vehicles of Mid-Block Survey

Location Number of Vehicles, 24 hours, both directions Day ID PC Tx AR Mc CC LPB SB MB Co LFV SUT Tr Total

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

2.1.6 Cargo Movement Survey

(1) General

This Survey aims to collect information about origin and destination of freight at three (3) major truck terminals, which consists of interview survey and traffic count survey.

Appendix 4 - 33 Karachi Transportation Improvement Project Final Report

(2) Survey Method

1) Interview At the gates of truck terminals, surveyors interviewed to the drivers based on the questionnaire. Interview items are as below;

- Origin and Destination - Commodity Type - Tones Loaded 2) Traffic Count Numbers of six (6) types of freight vehicles as below are counted separately.

- Light Freight Vehicles - Single Unit Trucks, 2 Axle - Single Unit Trucks, 3 Axle - Trailers, 4 Axle - Trailers, 5 Axle - Trailers, 6 Axle (3) Survey Coverage

It took 24 hours for this survey from 8 am on weekdays. Three (3) terminals of survey location are described and shown in following table and figure.

Table A4-2-17 Locations List and date of Cargo Movement Survey No. of Date ID Location Gates (Year 2010) CM-1 New Sabzi Mandi 2 13-July CM-2 New Truck Stand 6 21-July CM-3 Karachi Port 8 19-July Source: JICA Study Team

Appendix 4 - 34 Karachi Transportation Improvement Project Final Report

CM1(New Sabzi Mandi)

CM2(New Truck Stand)

CM3(Karachi Port)

0 5.000

kilometers

Source: JICA Study Team Figure A4-2-7 Location Map of Cargo Movement Survey

(4) Result

Following table shows the result of Count Survey.

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

Light Freight Single unit trucks Trailers ID Total Vehicles 2 Axle 3 Axle 4 Axle 5 Axle 6 Axle CM-1 5,999 2,555 354 9 0 21 8,938 CM-2 4,308 3,554 1,458 822 74 68 10,284 CM-3 293 863 2,838 2,645 437 620 7,696 Source: JICA Study Team

Following table shows the result of interview survey.

Appendix 4 - 35 Karachi Transportation Improvement Project Final Report

Table A4-2-19 Commodities at Cargo Movement Survey

CM Interview

CM-1 CM-2 CM-3 Sample size 1064 2134 2216 Full 46.3 33.2 37.9 Load (%) Half 11.7 11.9 3.8 Empty 41.9 54.9 58.3 Food and Beverage 95.8 22.6 14.1 Petroleum and fuels 0.0 2.8 13.4 Cement and earth 0.0 2.1 8.8 Steel and Iron 0.2 5.2 15.0 Raw materials 0.0 11.1 5.1 Commodity (%) Manufactured Products 0.2 33.4 5.1 Electrical Products 0.0 6.1 0.3 Car and Auto Supplies 0.0 9.2 0.2 Medical and Chemical Products 0.0 4.7 1.1 Others or Unknown 3.9 2.8 36.8 Source: JICA Study Team

2.1.7 Passenger Interview Survey

(1) General

This survey aims to collect information of passenger’s stated preference for modal transportation choice by interview.

(2) Survey Method

Interview is conducted to a passenger traveling by any of the four (4) transport modes, Passenger car, Motorcycle, Taxi and Rickshaw, and Bus, with using one of several types of questionnaires.

Interview items are as below;

- Personal Attributes - Trip mode information - Stated Preference (SP) of LRT and BRT system - Willingness-to-pay for LRT and BRT

Result of SP interview would be applied for logit modeling as mode choice in demand forecast. Thus, it is necessary to collect varied results on different conditions. Due to the reason, Questionnaires are prepared several types (eight (8) types for Car users, four (4) types for the other mode users on each).

(3) Survey Coverage

Survey hour was from 8 am to 8 pm and minimum sample number is 2,000. Following Table and Figure show the survey location and date

Appendix 4 - 36 Karachi Transportation Improvement Project Final Report

Table A4-2-20 Location list and date of Passenger Interview Survey Location Date ID Car & Motorcycle Rickshaw (Year & Bus 2010) PI-1 Shahrah-e-Sher Shah Suri near Hyderi Market petrol pump Bus Stop 31-May, 17-June* PI-2 Estate Avenue Site near Textile Avenue petrol pump Bus Stop 1-June PI-3 M. A. Jinnah Road near Numaish market parking area Bus Stop 2-June PI-4 Shahrah-e-Faisal near Nursery market parking area Bus Stop 3-June Khayaban-e-Iqbal between Teen Talwar and petrol pump & PI-5 Bus Stop 8-June Under Pass roadside w/ police *Re-conduct part of survey due to error of interviw Source: JICA Study Team

PI-1B (Hyderi Market)

PI-1A (PSO pump)

PI-2 (Near Textile Ave.)

PI-3B (M.A.Jinnha Road)

PI-3A (M.A.Jinnah Road) PI-4 (Sharah-e-Faisal near Nursery)

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

Source: JICA Study Team Figure A4-2-8 Location Map of Passenger Interview Survey

(4) Result

Following table shows the profile of interview survey.

Appendix 4 - 37 Karachi Transportation Improvement Project Final Report

Table A4-2-21 Profile of Interviewers of PIS Transportation Mode

Cars Motorcycle Buses Rickshaw No. of Sample 1080 973 555 614 Male 92.8 99.9 96.8 85.7 Gender (%) Female 7.2 0.1 3.2 14.3 Under 20 4.5 9.6 10.6 12.9 21 – 30 41.9 48.4 42.7 51.6 Age (%) 31 – 40 32.0 29.6 31.7 26.7 41 – 60 20.0 11.8 14.1 8.3 Over 61 1.6 0.6 0.9 0.5 Officials of Government 12.2 16.8 11.3 7.8 Employee of private company 40.1 43.4 42.9 39.3 Independent/ Self-employed 28.2 5.9 21.0 16.5 Bus/ Rickshaw/ Taxi Driver 1.5 1.0 0.9 1.1 Truck Driver 0.1 0.5 0.0 0.7 Teacher 1.8 1.4 3.2 3.8 Occupation Student (Elementary) 0.2 0.4 0.2 0.7 (%) Student (High school) 0.9 1.4 2.7 3.3 Student (University/ College) 7.2 6.4 12.9 6.0 Housewife 2.5 0.0 0.5 5.5 Retire/ Pension 0.7 1.0 1.4 1.5 Jobless 1.3 1.8 2.2 6.4 Others 3.4 19.8 0.7 7.5 None 16.6 2.4 67.7 52.5 Motorcycle 11.4 88.2 16.9 33.9 Car Car / 4WD / Pickup 59.4 8.9 13.0 11.8 Ownership (%) Van / Hi-Ace 11.5 0.0 1.3 1.1 Truck 0.7 0.0 0.2 0.2 Others 0.4 0.5 0.9 0.5 Source: JICA Study Team

2.1.8 Public Transport Survey

(1) General

This survey aims to collect information about public transport frequency. Fifteen (15) locations were selected to cover all the public bus routes, based on the study for CNG Bus project, conducted by KMTC in 2009.

(2) Survey Method

Number of each bus line are counted and recorded on the sheet by roadside observing.

(3) Survey Coverage

It took eighteen (18) hours from 6 am to 12 am on weekdays for this survey. Following table and figure show the survey location and date.

Appendix 4 - 38 Karachi Transportation Improvement Project Final Report

Table A4-2-22 Location and date of Public Transport Survey ID Location Survey Date (Year 2010) PT-1 Bolton Market 4-Nov PT-2 KMC Bldg 4-Nov PT-3 Taj Medical Complex 4-Nov PT-4 Karachi Zoo (south) 4-Nov PT-5 Karachi Zoo (north) 4-Nov PT-6 Askari Park 8-Nov PT-7 Korangi Rd near Sunset Boulevard 8-Nov PT-8 Jauhar Mall 10-Nov PT-9 PAF Museum 10-Nov PT-10 Malir Halt 10-Nov PT-11 Landhi near Industrial Area 10-Nov PT-12 SITE Avenue 11-Nov PT-13 Abdullah Girls College 11-Nov PT-14 Sohrab Goth 11-Nov PT-15 Al Asif Square 11-Nov Source: JICA Study Team

PT-15

PT-14

PT-13

PT-8 PT-12 PT-6 PT-9 PT-6' PT-10  PT-4 PT-5 PT-3

PT-2 PT-1 PT-1' PT-11

PT-7

0 5.000

kilometers

Source: JICA Study Team Figure A4-2-9 Location Map of Public Transport Survey

(4) Result

Following table shows the result of Count Survey.

Appendix 4 - 39 Karachi Transportation Improvement Project Final Report

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

No. of Bus in service, 18 hours, both direction ID UTS, Large Bus Minibus Coach Total KPTS PT-1 394 2,719 2,420 148 5,681 PT-2 1,166 1,017 992 88 3,263 PT-3 2,415 3,134 1,784 0 7,333 PT-4 1,204 1,937 386 0 3,527 PT-5 417 205 392 0 1,014 PT-6 302 1,908 1,038 46 3,294 PT-7 644 1,653 1,000 0 3,297 PT-8 74 2,190 316 126 2,706 PT-9 0 2,432 1,007 413 3,852 PT-10 532 2,183 763 159 3,637 PT-11 0 1,876 441 0 2,317 PT-12 204 1,066 561 0 1,831 PT-13 0 1,674 121 0 1,795 PT-14 286 1,650 451 0 2,387 PT-15 0 1,759 507 179 2,445 Source: JICA Study Team

2.1.9 Travel Speed Survey

(1) General

This survey aims to collect travel speed information on present traffic situation in the study area. It is conducted by passenger car (SEDAN) passing through ten (10) major routes, corridors, in peak hours.

(2) Survey Method

Travel time is recorded for every section of the survey routes by running two (2) cars.

(3) Survey Coverage

Ten (10) routes are selected, referring to Corridors on KSDP2020, as described in Table A4-2-23.

Table A4-2-24 Route List and Date of Travel Speed Survey Corresponding Corridor Date (Year ID Ends of Route in KSDP 2020 2010) TS-1 M. W. Tower – Sohrab Goth LRT-1 3-May TS-2 Cantonment Station – Banaras Chowk LRT-2 4-May TS-3 FTC – Quaidabad (through Shahrah-e-Faisal) LRT-4 5-May TS-4 Colony Gate – Nagan Chowrangi LRT-5 6-May TS-5 M. W. Tower – RCD Highway Police Training School LRT-6 10-May TS-6 Cantonment Station – Surjani Town BRT-1 12-May TS-7 Numaish – BRT-2 11-May TS-8 Board of Secondary Education – Banaras Chowk BRT-3 13-May TS-9 City Station – Hotel Mehran BRT-1 Ext 17-May TS-10 FTC – Quaidabad (through Korangi) - 18-May Source: JICA Study Team

Appendix 4 - 40 Karachi Transportation Improvement Project Final Report

(4) Result

Following table shows the result of travel speed survey.

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

Average speed (km/h) of both direction ID Distance (1) ➔ (2) (2) ➔ (1) Average Morning Evening Average Morning Evening (1) M.W.Tower - (2) Sohrab Goth TS-1 14.9km 23.30 22.98 24.72 19.51 23.59 28.81 15.77 (1) Banaras Chowk - (2) Cantt. Station TS-2 10.5km 15.66 16.66 20.15 11.43 14.66 16.80 11.44 (1) Abbot Laboratory - (2) Cantt. Station TS-3 21.3km 31.81 30.30 31.35 28.18 33.17 38.06 25.85 (1) Nagan Chowrangi - (2) Colony Gate TS-4 10.2km 40.14 39.30 38.52 40.00 40.93 49.40 34.15 (1) RCD Highway - (2) M.W.Tower TS-5 11.0km 28.13 24.86 24.78 24.99 31.41 34.26 26.83 (1) Surjani Town - (2) M.A.Jinnah Road TS-6 16.5km 33.62 33.05 31.91 34.77 34.20 37.58 29.11 (1) Numaish - (2) Safoorah Goth TS-7 16.0km 35.80 34.30 34.28 34.31 37.31 42.81 31.81 (1) Board Office Chowrangi - (2) Banaras Chowrangi TS-8 1.7km 15.81 16.59 16.59 - 15.02 15.02 - (1) Hotel Mehran - (2) City Station TS-9 2.7km 8.12 7.70 7.05 8.36 8.54 7.16 9.93 (1) Quaidabad - (2) FTC TS-10 17.5km 35.14 33.05 32.11 33.99 37.22 40.68 33.77 Source: Travel Speed Survey in KTIP

2.1.10 Road Inventory Survey

(1) General

This survey aims to collect information about Attributes of urban roads in Karachi for developing road network model through traffic demand forecast.

(2) Survey Method

This survey collects following information of attributes, based on segments into which targeted roads are divided by cross sections and some other index.

- Existence of median strip - Paved or unpaved - One way or two way - Direction (in case of one-way road) - Enforced maximum speed (if the sign board is observed) - Number of lanes for each direction - Existence of lane marking - Existence of frontage roads

Appendix 4 - 41 Karachi Transportation Improvement Project Final Report

- Existence of roadside parking (main road, not in frontage road)

Those data is captured by video camera set on running vehicle. (3) Survey Coverage

The target is main part of arterial and major roads in Karachi city and over 1,000 segments organize the data of result in total

(4) Result

Following figure shows the summery of the result. It is necessary to note that the points consist of segment-based counting, and describes not all in-city roads, but only targeted in this survey.

1 2 3 4 5

No. of Lanes

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

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

with/on without/no

Median

Encourachement

Roadside Parking

Paved

Lane Markings

Service Lanes

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

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

Appendix 4 - 42 Karachi Transportation Improvement Project Final Report

APPENDIX-5 CURRENT ENVIRONMENTAL CONDITIONS, SCOPING AND THE METHOD OF ENVIRONMENTAL EXAMINATION 1. EIA Procedure in Pakistan

Project Proposal

Screening Process

EIA Required IEE Required No IEE/EIA Required Ferrer Schedule II Ferrer Schedule I Ferrer Schedule III

Proceed to EIA Procedure if Required

Scoping/baseline Data Submission of IEE Collection Report to EPA

Environmental Impact Finding of Analysis during No Significant Impacts Construction and Operation and Maintenance Period

Consideration of Mitigation Measure

Process of Approval Elaboration of And Issue of No Environmental Objection Certificate Management Plan

Preparation of EIA Report

Submission of EIA Report to EPA*

Expert Meeting

Finalization of EIA Approved

Process of Approval and Issue of No Not Approved Objection Certificate

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

Environmental Re-submission of Management and EIA Report to EPA Monitoring Source: Faisal Aslam, ENVIRONMENTAL IMPACT ASSESSMENT IN PAKISTAN - OVERVIEW, IMPLEMENTATION AND EFFECTIVENESS, June 20056 Figure A5-1-1 Procedure of EIA in Pakistan

Appendix 5- 1

Karachi Transportation Improvement Project Final Report

2. NEQS for Motor Vehicles Exhaust and Noise

NEQS promulgated under PEPA 1997 and revised in 2000 was amended in 2009. Under the Section 6 of PEPA 1997 provides for the emission standards for motor vehicles, both diesel and petrol of different categories.

During construction and post development phase of a project, the NEQS for Motor Vehicles Standard and Noise will apply to all vehicles involved in the project activities including construction machinery. Table A5-2-1 Proposed National Environmental Quality Standard for Noise S. No. Category of Area / Effective from 1st January, 2009 Effective from 1st January, 2010 Zone Limit it in dB(A) Leq* Day Time Night Time Day Time Night Time 1 Residential area (A) 65 50 55 45 2 Commercial area (B) 70 60 65 55 3 Industrial area (C) 80 75 75 65 4 Silence Zone (D) 55 45 50 45 Note: 1 Day time hours: 6.00 a. m to 10.00 p. m 2 Night time hours: 10.00 p. m to 6.00p. m 3 Silence zone; Zone which are declared as such by competent authority. An area comprising not less than 100 meters around hospitals, educational institutions and courts. 4 Mixed categories of areas may be declared as one of the four above-mentioned categories by the competent authority. *dB(A) Time weighted average of the level of sound in decibels on scale A which is relatable to human Leq hearing. Source: Advertisement regarding public opinion/comments on national standards for noise (Pak-EPA) Table A5-2-2 National Environmental Quality Standard for Ambient Air Pollutant Time-weighted Concentration in Ambient Air Method of average Effective from Effective from Measurement 1st January 2009 1st January 2012 Sulfur Dioxide Annual Average* 80μg/m3 80μgm3 Ultraviolet 3 3 (SO2) 24 hours** 120μg/m 120μgm Fluorescence Method Oxides of Annual Average* 40μg/m3 40μgm3 Gas Phase Nitrogen as 24 hours** Chemiluminescence 40μgm3 40μgm3 (NO) Oxides of Annual Average* 40μgm3 40μgm3 Gas Phase Nitrogen as 24 hours** Chemiluminescence 80μ gm3 80μgm3 (NO2) Non dispersive UV O3 1 hour 180μgm3 130μgm3 absorption method Suspended Annual Average* 400μgm3 360μgm3 High volume Particulate 24 hours** Sampling, (Average 3 3 Matter (SPM) 550μgm 500μgm flow rate not less than 1.1m3/minite) Respirable Annual Average* 200μgm3 120μgm3 Β Ray absorption Particulate 24 hours** method 250μgm3 150μgm3 Matter (PM10) Resipirable Annual Average* 25μgm3 15μgm3 Β Ray absorption Particulate 24 hours** 40μgm3 35μgm3 method Matter (PM2.5) 1 hour 25μgm3 15μgm3 Lead (Pb) Annual Average* 1.5μgm3 1μgm3 ASS Method after 24 hours** sampling using EPM 2μgm3 1.5μgm3 2000 or equivalent Filter paper Carbon 8hours** 5mg/m3 5mg/m3 Non Dispersive Infra Monoxide (CO) 1hours 10mg/m3 10mg/m3 Red (NDIR) method *Annual arithmetic mean of minimum 104 measurements in a year taken twice a week 24 hourly at uniform interval.

Appendix 5- 2

Karachi Transportation Improvement Project Final Report

**24 hourly / 8 hourly values should be met 98% of the in a year. 2% of the time, it may exceed but not on two consecutive days. Source: Advertisement regarding public opinion/comments on national standards for ambient air (Pak-EPA)

PEPA 1997 specifies the imposition of a pollution charge in case of non-compliance with the NEQS. However the standards for disposal of solid waster have not been promulgates to date.

Table A5-2-3 NEQS for Municipal and Industrial Effluents Into Into S. No. Parameter Inland Sewage Into Sea Units Waters Treatment 1 Temperature or Temp. increase <3 <3 <3 oC 2 pH value (H+) 6-9 6-9 6-9 o 3 Biological Oxygen Demand (BOD)5 at 20 C 80 250 80 mg/l 4 Chemical Oxygen Demand (COD)Cr 150 400 400 mg/l 5 Total Suspended Solids (TSS) 200 400 200 mg/l 6 Total Dissolved Solids (TDS) 3500 3500 3500 mg/l 7 Oil and Grease 10 10 10 mg/l 8 Phenolic Compounds (as Phenol) 0.1 0.3 0.3 mg/l 9 Chloride (as Cl-) 1000 1000 SC mg/l 10 Fluoride (as F-) 10 10 10 mg/l 11 Cyanide (as CN-)total 1.0 1.0 1.0 mg/l 12 An-ionic detergents (as MBAS) 20 20 20 mg/l 2- 13 Sulphate(SO4 ) 600 1000 SC mg/l 14 Sulphide(S2-) 1.0 1.0 1.0 mg/l 15 Ammonia (NH3) 40 40 40 mg/l 16 Pesticides 0.15 0.15 0.15 mg/l 17 Cadmium 0.1 0.1 0.1 mg/l 18 Chromium (trivalent and hexavalent) 1.0 1.0 1.0 mg/l 19 Copper 1.0 1.0 1.0 mg/l 20 Lead 0.5 0.5 0.5 mg/l 21 Mercury 0.01 0.01 0.01 mg/l 22 Selenium 0.5 0.5 0.5 mg/l 23 Nickel 1.0 1.0 1.0 mg/l 24 Silver 1.0 1.0 1.0 mg/l 25 Total toxic metals 2.0 2.0 2.0 mg/l 26 Zinc 5.0 5.0 5.0 mg/l 27 Arsenic 1.0 1.0 1.0 mg/l 28 Barium 1.5 1.5 1.5 mg/l 29 Iron 8.0 8.0 8.0 mg/l 30 Manganese 1.5 1.5 1.5 mg/l 31 Boron 6.0 6.0 6.0 mg/l 32 Chlorine 1.0 1.0 1.0 mg/l Source: Statutory Notification, SRO-549(1)/2000, dated August 10, 2000, Ministry of Environment, Local Government and Rural Development, Government of Pakistan. Table A5-2-4 NEQS for Motor Vehicles Exhaust and Noise Parameter Standards (maximum permissible limit) Measuring method Noise 85dB(A) Sound-meter at 7.5meter from the source 40 % or 2 on the Ringlemann Scale To be compared with Ringlemann chart Smoke during engine acceleration mode at a distance of 6 m or more Carbon Under idling condition: Non-dispersive 6 % Monoxide infrared detection through gas analyzer Source: Statutory Notification, SRO-72(KE)/2009, dated May 16, 2009, Ministry of Environment, Government of Pakistan.

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Karachi Transportation Improvement Project Final Report

3. Result of Scoping

3.1 Introduction

There are 6 LRT corridors and 4 BRT corridors, which are proposed as master Plan for JICA study. These proposed corridors are connecting the center of the city, industrial areas, residential areas and commercial areas of Karachi city.

For scoping on the potential environmental impacts of each corridor, 31 environmental parameters have been selected for assessment. Each environmental parameter is ranked from A to D (both positive/negative) depending on their environmental and social significance. These rating are generally based on the information of the site survey and aerial photographs where corridors are identified. Rating Criteria are shown as follows:

 A+/-: Significant positive/negative impact is expected.  B+/-: Relatively positive/negative impact is expected.  C+/-: Extent of positive/negative impact is unknown. (A further examination is needed, and the impact or change could be clarified as the study progresses.)  D: No or Negligible impact is expected. 3.2 Scoping of the Environmental Impacts

3.2.1 Environmental Scoping

Using the environmental scoping list initially identifies potential impacts on the environment during the pre-construction, construction and operation stages of the Project and matrixes as are shown in Table A5-3-1a - Table A5-3-6a.

Each LRT crridor generally follows the existing road aligment. There is a possibility of underground section constructed in the congested area while most of LRT’s section will be the elevated structure.

3.2.2 Natural Environment

(1) No project

Potential impacts on the environment in the case of No-project (Zero-option case) are initially examined by using the environmental scoping list and matrixes as shown in Table A5-3-1a to A5-3-6a and Table A5-3-1b to A5-3-6b. The Zero-option examination was made on the conditions that i) the maintenance of the existing roads is the same as it is, and ii) no new investments are provided to improve the existing road networks or transportation system.

In general the lack of adequate public transport services and the recent enormous increase in private vehicle ownerships will worsen traffic jams, make road users relatively uncomfortable and inconvenient. Therefore, the Zero-option case will cause serious environmental impacts such as deterioration of air quality, especially emanation of the dust and nitrogen oxide, increased noise level, and risk increment of traffic accidents. Increment of greenhouse gas (GHG) will also be increased due to the increase of traffic volume and congestion, which increases idling time of each vehicle on the road. These factors would contribute to global warming issues in general.

Appendix 5- 4

Karachi Transportation Improvement Project Final Report

Table A5-3-1a Draft Scoping on the Environmental and Social Considerations – Zero Option– Project Evalua- Item Description Stage tion Social Environment Involuntary Resettlement P,C,O D There is no significant impacts of the resettlement Disruption or Improvement of P D No significant impact is expected. Livelihood C D No significant impact is expected. O B- Worsening of the present traffic congestions would hamper further the livelihood of the citizens in Karachi. Changes in the Employment and P D No significant impact is expected. Local Economic Conditions C D No significant impact is expected. O B- Worsening of the present traffic congestions would hamper further the economic activities in Karachi. Changes on the Land Use P,C,O D No significant impact is expected. Patterns Physical Division of the Local P,C,O D No significant impact is expected. Communities Existing Social Infrastructure P,C,O D No significant impact is expected. and Services Indigenous and Ethnic P,C,O D No significant impact is expected. Minorities Distribution of Benefits P,C D No significant impact is expected. O C- Inequality among the stakeholders might be expected, since wealthy car owners would increase in the future and traffic congestions to the “Traffic Minorities” i.e. non-car-owners would further suffer. Local Conflict on the Interests of P,C,O D No significant impact is expected. the Project Disruption of Water Right P,C,O D No significant impact is expected. Public Sanitation P,C,O D No significant impact is expected. Risks on the Hazardous and P,C,O D No significant impact is expected. Infectious Diseases Traffic Accidents P,C D No significant impact is expected. O B- Increment of risks of accidents is expected due to the increase of vehicles. Natural Environment and Pollution Geographical and geological P,C,O D No significant impact is expected. conditions Soil erosion P,C,O D No significant impact is expected. Ground Water P,C,O D No significant impact is expected. Surface Water P,C,O D No significant impact is expected. Coastal zone P,C,O D No significant impact is expected. Oceanographic changes P,C,O D No significant impact is expected. Flora and Fauna P,C,O D No significant impact is expected. Natural/Ecological reserves and P,C,O D No significant impact is expected. sanctuary Meteorology P,C,O D No significant impact is expected. Global warming P,C D No significant impact is expected. O C- The possibility of increased of Greenhouse Gas (GHG) emission is expected due to the increment of car number as well as traffic congestions. Air pollution P,C D No significant impact is expected. O C- The possibility of deterioration of air quality, especially dust and nitrogen oxide, is expected due to the increment of car number as well as traffic congestions.

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Karachi Transportation Improvement Project Final Report

Project Evalua- Item Description Stage tion Water pollution P,C,O D No significant impact is expected. Soil contamination P,C,O D No significant impact is expected. Waste P,C,O D No significant impact is expected. Noise and vibration P,C D No significant impact is expected. O C- The possibility of increment of noise and vibration is expected due to the increment of car number as well as traffic congestions. Ground subsidence P,C,O D No significant impact is expected. Emanating odor P,C,O D No significant impact is expected. Bottom sediment P,C,O D No significant impact is expected.

Legend of Project Stage P: Pre-construction stage; C: Construction stage; O: Operation stage Legend of Evaluation A+/-: Significant positive/negative impact is expected. B+/-: Relatively positive/negative impact is expected. C+/-: Extent of positive/negative impact is unknown. (A further examination is needed, and the impact or change could be clarified as the study progresses.) D : No or Negligible impact is expected.

Source: JICA Study Team

Appendix 5- 6

Karachi Transportation Improvement Project Final Report

Business Improvement of Freight-oriented of Improvement

Business

Passenger-oriented of Improvement

Opportunities Employment of Improvement

Safety Road/Railway of Improvement

Operation Stage Stage Operation

and Other Facilities Other and Stations Railway/Bus of Improvement

Congestions Traffic of Improvement Related to the Construction Works Construction the to Related

Opportunities Business Localized of the Construction Works Construction the of

Opportunities Employment Localized

Vibration and Noise Dust, of Emanation

Owned Land Owned

Entrances on the Sidewalks/Privately the on Entrances and Stations for Works Construction

Road Existing the of Diversion

of Construction Plants and Materials and Plants Construction of

Construction Stage Construction Mobilization and Camp Work Areas,

Construction the of Preparation Filling of the Construction Works Construction the of Filling

and Cutting Moving: Earth

Preparation of the Construction Works Construction the of Preparation Clearing Vegetation/Top Soil for Soil Vegetation/Top Clearing

nmental and Social Considerations – Zero Option– – Zero and Social Considerations nmental

Resettlement and Acquisition Land the study progresses.) study the

Meeting SH the to Participation

Project the on Information Survey/Study on the Project the on Survey/Study Pre-construction Stage Pre-construction

as be clarified could impact Overall Evaluation on the Project the on Evaluation Overall DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD B-DDDDDDDDDDDDB-DDDDD C-DDDDDDDDDDDDC-DDDDD C-DDDDDDDDDDDDC-DDDDD C-DDDDDDDDDDDDC-DDDDD C-DDDDDDDDDDDDC-DDDDD

the and is needed, examination r Project Activities Project

Table A5-3-1b Draft Scoping Matrix on the Enviro Table

egative/Positive Changes egative/Positive Items of the Environment Subject to Environment of the Items N a. General Pollution Water Soil Pollution Odour Emanating Life Aquatic the on Effect Its and Bottom/Sludge Water the on Pollution b. Socially and Physically Disadvantaged Physically and b. Socially and Children c. Women Minority d. Ethnic Communities Local the of Continuity Physical and Cohesion Social Road System Transportation Local Activities Economic Local on the Effect Areas a. Industrial Areas and Busines b. Commercial etc. for Grazing Rights/Commons Water on the Effect Communities Local of the Care Health and Hygiene Public Disaster to Natural Society of the Vulnerability/Resilience the Landscape and Use the Land on Changes Conditions Geographical Conditions Geological Soil Erosion Ecology Faunal Ecology Flora Water Ground on the Effects etc) (River, Lakes, Water Surface Body on the Effect Environment Coastal on the Effect Changes Oceanographic Sanctuaries and Reserves Natural/Ecological on the Effect Changes Climatic Localised Issues Global Warming on the Effect Air Pollution Management Discharge Industrial and/or Waste Solid and Vibration Noise Settlement Ground Scale Large Communities Local of the Livelihood on the Effects Project of the Benefit of the Distribution Tradition and Events Cultural and Social on the Effect Safety Traffic A+/-: Significant positive/negative impact is expected. is impact positive/negative Significant A+/-: D : No or Negligible impact is expected. is impact or Negligible : No D 1 2 3 4 5 6 7 8 9 11 24 25 29 10 12 13 14 15 16 17 18 19 20 21 22 23 26 27 28 30 31 No.

is expected. impact positive/negative Relatively B+/-: (A furthe is unknown. impact of positive/negative Extent C+/-: Social Environment Social Environment Natural Pollution Legend:

Appendix 5- 7

Karachi Transportation Improvement Project Final Report

(2) Green Line

1) Pre-construction Stage No impact is expected in pre-construction stage.

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

3) Operation and Maintenance Stage It is expected that emission of air pollutions and noise level will be reduced due to the modal shift of transportation from passenger cars to the LRT system.

Table A5-3-2a Draft Scoping on the Environmental and Social Considerations – Zero Option– Project Evalua- Item Description Stage tion Social Environment Involuntary P C- Stakeholder meetings are scheduled to hold in order to disseminate Resettlement information this route. It should agitate anxiety of the local residents if they would become subject to resettlement as a result of project implementation. C B- Where underground sections are constructed, entrances/exits should be constructed. In the case elevated stations are constructed, stairways to the station are constructed. As a result portions of residential/commercial areas might become subject to land acquisition. Although limited, a number of residents/shop owners might be involved in the resettlement scheme. O D There is no resettlement involved in the operation stage of the project. Disruption or P D No significant impact is expected. Improvement of C B- Due to noise and vibration caused by the construction activities, Livelihood livelihood of the general public along the construction area should be negatively affected. O C+/- There are periodical noise and vibration during the operation stage of the passenger trains. On the other hand, convenience of passenger trains should improve commercial activities or commuting to work of the local population along the corridors. Changes in the P D No impact is expected in pre-construction stage. Employment and C C+ Some positive effect on the local economy is expected because of Local Economic the possible increment of business/employment opportunities

Appendix 5- 8

Karachi Transportation Improvement Project Final Report

Project Evalua- Item Description Stage tion Conditions generated by construction activities of the project. O B+ Limited but positive effect on the local economy is expected because of possible increment of business/employment opportunities generated by the operation of passenger trains. Changes on the P D No impact is expected in pre-construction stage. Land Use Patterns C B- Extent of changing the land use during the construction stage is expected to be negligible. However, in the congested areas, diversion of traffic is necessary i.e. a change of the land use patterns of limited urban areas should take place to a limited extent. O C+/- As a result of the construction of this corridor, limited area of urban land use patterns should be changed to a limited extent. There is no project components or activities, which should cause changes of land use patterns during the operation stage. Physical Division of P D No impact is expected during the pre-construction stage. the Local C,O D Since the alignment of corridor is made along the existing trunk Communities roads, no significant part of the local community would be divided by the Project. Existing Social P D No impact is expected in pre-construction stage. Infrastructure and C B- There are large negative impacts on the traffic, as road diversion Services should be made where construction works take place i.e. road traffic as vital infrastructure for the general public is disrupted to some extent. Thus significant economic activities are negatively disrupted. Impacts of such disruption are however limited to the construction period only. O B+ Improvement of the urban infrastructure through the project should be made to a large extent upon completion of the Project. Indigenous and P,C,O D There are no indigenous and ethnic minorities affected by the Ethnic Minorities Project. Distribution of P,C C- The feeling of inequality among the stakeholders might cause Benefits anxiety since those in the vicinity of stations would receive benefit from the Project than others. O B+/- Practically inequality among the stakeholders should take place since those in the vicinity of stations would receive benefit from the Project and the others away from the station areas would bear negative feeling on the Project. Local Conflict on the P,C B- The feeling of inequality among the local residents might cause Interests of the anxiety since those away from the stations would try to bring Project stations in their communities. O B+/- Practically inequality among the stakeholders should take place since those in the vicinity of stations would receive benefit from the Project and the others away from the station areas would bear negative feeling on the Project. Disruption of Water P,C,O D No impact on water use or water right is expected due to the project Right or Common implementation. Land Public Sanitation P D No impact is expected in pre-construction stage. C B- Some negative impacts on the local sanitary conditions are expected due to the mobilization of workforce. Expected impacts will be temporary during the construction stage only. O D There will be no disruption of public sanitation as a result of the operation of the passenger trains. Risks on the P D No impact is expected in pre-construction stage. Hazardous and C B- Increment of risks are probably expected on infectious diseases Infectious Diseases among the construction workforce as well as the general public along the corridors during the construction period because of dust

Appendix 5- 9

Karachi Transportation Improvement Project Final Report

Project Evalua- Item Description Stage tion emanated from the construction areas. It is limited to the constriction period only. O D Operation of the Project should not be the cause of the risks on the infectious diseases. Accidents P D No impact is expected in pre-construction stage. C B- Increment of risks of accidents is expected due to the operation of heavy equipment and heavy vehicles during the construction stage. O B- Increment of risks of accidents is expected due to the train services in the operation stage. Cultural Heritage P,C B- There are a number of cultural assets likely affected in downtown area of Corridor 1 and 2 during the construction stage. Although small portions, some of the buildings constructed during the colonial period may need to reconstruct where stations are constructed. O D There are no project components or activities that may cause the negative impacts on cultural heritage in operation stage. Natural Environment and Pollution Geographical and P,C,O D It is not expected that the Project will bring about the significant geological conditions change or impacts on geographical and geological conditions, since the most of the Project alignment is designed on/under the existing road. Soil erosion P,C,O D It is not expected that the Project will cause the soil erosion, since the most of the Project alignment is designed on/under the existing road Ground Water C C- The turbid water generated by cut-and-cover works for station construction at underground section of the corridor would cause some impacts on groundwater quality. P, O D It is not expected that the Project will cause the serious impacts on groundwater artery/ quality in pre-construction and operation stages. Surface Water P,C,O D There is no project component or activity which would cause the significant change or impacts on hydrological conditions in and around the Project area. Coastal zone P,C,O D There are no coastal zones in and around the Project area. Oceanographic P,C,O D There is no project component or activity, which would cause the changes significant change or impacts on Oceanographic conditions in and around the Project area. Flora C B- There is a possibility of clearing trees in the area of the stations and equipments for new transportation system since there are a lot of tree planting on the existing road center divider or roadside. P, O D Negative impacts are not expected on the natural flora, since the most of the Project alignment is designed in developed urban area and out of protected areas. Fauna P,C,O D Negative impacts are not expected on the fauna and biodiversity to be protected, since the most of the Project alignment is designed in developed urban area and out of protected areas. Natural/Ecological P,C,O D Negative impacts are not expected, since the Project alignment is reserves and designed in developed urban area and out of natural/ecological sanctuary reserves and sanctuary. Meteorology P,C,O D It is not expected that the Project will cause the significant change on the regional meteorological condition. Global warming P D No impact is expected in pre-construction stage. C B- The possibility of increased Greenhouse Gas (GHG) emission is expected due to the operation of heavy vehicles as well as traffic jam incidental to the construction works, although the expected probability will be temporary during the construction stage. O B+ It is expected that the GHG emission would be reduced due to the

Appendix 5- 10

Karachi Transportation Improvement Project Final Report

Project Evalua- Item Description Stage tion modal shifting of transportation from passenger cars/ buses to the new transportation system. Air pollution P D No impact is expected in pre-construction stage. C B- Some negative impacts on air quality are expected due to operation of heavy equipment/ vehicles as well as traffic jam incidental to construction works, although the expected impacts will be temporary during the construction stage O B+ It is expected that emission of air pollutants will be reduced due to the modal shifting of transportation from passenger cars/ buses to the new transportation system. Water pollution P D No impact is expected in pre-construction stage. C B- Some impacts on water quality would be caused by the turbid water generated from construction yards of cut-and-cover works or bridge construction activities as well as by the effluent generated from workers’ campsite, although the expected impacts will be temporary during construction stage. O D The facilities associated to the new transportation system will be operated according to the Pakistan regulations and guidelines related to managing the wastewater or effluent. Therefore, it is not expected to bring about the serious impacts on water quality in operation stage. Soil contamination C C- There are no project components or activities, which cause the soil contamination. However, in case that the soil at the construction sites is already contaminated by other reasons, the construction activity of the Project may cause the negative impacts. P,O D There are no project components or activities, which cause the soil contamination in pre-construction and operation stages. Waste P D No impact is expected in pre-construction stage. C B- It is expected that the Project will generate the construction waste in the construction stage. O D The waste generated from the facilities associated to the new transportation system will be managed according to the Pakistan regulations and guidelines concerned, then it is not expected to cause the serious impacts. Noise and vibration P D No impact is expected in pre-construction stage. C B- Some impacts of noise and vibration are expected due to the operation of the heavy equipment/ vehicles, although the expected impacts will be temporary during the construction stage. O B+/- It is expected that emission of noise and vibration will be reduced due to the modal shifting of transportation from passenger cars/ buses to the new transportation system. On the other hand, some impacts of noise and vibration are expected due to the train services in the operation stage, especially in the at-grade/ viaduct sections. Ground subsidence C C- The probability of ground subsidence is undeniable and dependent on the construction method to be employed and ground conditions. Further examination would be necessary according to the construction plan and findings of ground conditions. P,O D There are no project components or activities that may cause the ground subsidence in pre-construction and operation stages. Emanating odor P,C,O D There are no project components or activities that may cause the offensive odor. Bottom sediment P,C,O D There are no project components or activities that may cause the negative impacts on bottom sediment.

Appendix 5- 11

Karachi Transportation Improvement Project Final Report

Business Freight-oriented of Improvement

Business

Improvement of Passenger-oriented of Improvement

Opportunities

Improvement of Employment of Improvement Improvement of Road/Railway Safety Road/Railway of Improvement

Operation Stage

Other Facilities Other

y/Bus Stations and Stations y/Bus Railwa of Improvement

Improvement of Traffic Congestions Traffic of Improvement

Related to the Construction Works Construction the to Related

Localized Business Opportunities Business Localized

of the Construction Works Construction the of

Localized Employment Opportunities Employment Localized

Emanation of Dust, Noise and Vibration and Noise Dust, of Emanation

Sidewalks/Road/Privately Owned Land Owned Sidewalks/Road/Privately

Entrances on the on Entrances

Construction Works for Stations and Stations for Works Construction

Diversion of the Existing Road Existing the of Diversion

of Construction Plants and Materials and Plants Construction of

Construction Stage Mobilization and Camp Work Areas,

Preparation of the Construction the of Preparation

Filling of the Construction Works Construction the of Filling

Earth Moving: Cutting and Cutting Moving: Earth

Preparation of the Construction Works Construction the of Preparation

Clearing Vegetation/Top Soil for Soil Vegetation/Top Clearing Land Acquisition and Resettlement and Acquisition Land

ronmental and Social Considerations –Green Line– and Social Considerations –Green ronmental arified progresses.) as the study

Participation to the SH Meeting SH the to Participation

Information on the Project the on Information Survey/Study on the Project the on Survey/Study

Pre-construction Stage Pre-construction Overall Evaluation on the Project the on Evaluation Overall DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD C-DDDDDDC-DDB-DDDDDDDD D D D D DDDDDD D D DDDDDD C-D D C-D D D D B-D D D D D C-D B-D C-D D D D D DDDDDD D D D D D B-B-D D DDDDDD B-D D C-D C-DDDDDC-DDDDDDDDDDDD DB- D D D C-D C-D D D D D B- B- B- D B- D D D D D D D D D C-C-C- C- C- C- C- C- C- C- C- C- C- C- C- D D D D D D D D D C- C- C- C- C- C- C- C- C- C+ D D C+ D B+ D B+ B+ B+ B+ B+ B+ B+ C+ B+ D C+ D C+ D D D D B+DDDDDDDDDDDDA+B+B+B+C+D B+DDDDDC-DC-C-DDDB+B+B+DDD C+DDDDDDDB-DDDDB+C+C+DDD C+DDDDDDDC-DC-C+C+B+DDDDD C-C-C-C+C+B+C+C+B+B+C+ D C-D DC+D C-D C+/- D DB+DDDDD D DB+DDDDD D D B-D D B-D D D D D B-D D D D D B-D DB+/-DDDDD D D B-D D D D B-D C-B+/-DD B+/-DD D C-B+/-DD C- C- D D D D D D C+/- D D D Project Activities known. (A further examination is needed, and the impact could be cl Table A5-3-2b Table Draft Scoping Matrix on the Envi egative/Positive Changes egative/Positive Items of the Subject Environment Items to N Local RoadLocal Transportation System on theEffect Social and Cultural Events and Tradition Economic Activities on the Local Effect a. Areas Industrial Communities the Local Care of Health and Public Hygiene to Disaster Natural the Society of Vulnerability/Resilience Traffic Safety Solid Waste and/or Discharge Industrial Management Noise and Vibration Effects on the Livelihood of Communities the Local a. General b. Socially andDisadvantaged Physically c. Women and Children d. Ethnic Minority Communities the Local of Continuity Social Cohesion and Physical Distribution of the Project Benefit of the Effect on the Water Rights/Commons for Grazing etc. Effect on the Natural/Ecological Reserves and Sanctuaries Localised Climatic Changes Effect on the Global Warming Issues b. Commercial and Busines Areas Changes on Use the and Land the Landscape ConditionsGeographical Geological Conditions Soil Erosion Faunal Ecology Flora Ecology Effects on the Ground Water Effect on the Surface Water (River, Body Lakes, etc) Effect on the Coastal Environment Oceanographic Changes Air Pollution PollutionWater Soil Pollution ScaleLarge Ground Settlement Emanating Odour Pollution on the Water Bottom/Sludge and Effect on Its the Aquatic Life D : No or Negligible impact is expected. D Negligible : No or A+/-: Significant positive/negative impact or change is expected. 2 3 4 5 6 7 8 9 1

10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 No.

is expected. or change positive/negative impact Relatively B+/-: Extent C+/-: is un positive/negative impactof or change

Social Environment Social Environment Natural Pollution Legend: Legend:

Appendix 5- 12

Karachi Transportation Improvement Project Final Report

(3) Brown Line

1) Pre-construction Stage No impact is expected in pre-construction stage.

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

3) Operation and Maintenance Stage It is expected that emission of air pollutions and noise level will be reduced due to the modal shift of transportation from passenger cars to the new LRT system.

Table A5-3-3a Draft Scoping on the Environmental and Social Considerations – Brown Line– Project Evalua- Item Description Stage tion Social Environment Involuntary P C- Stakeholder meetings are scheduled to hold in order to disseminate Resettlement information this route. It should agitate anxiety of the local residents if they would become subject to resettlement as a result of project implementation. C B- Where underground sections are constructed, entrances/exits should be constructed. In the case elevated stations are constructed, stairways to the station are constructed. Where the corridor crossing over Malir River, portions of agricultural areas are subject to land acquisition. As a result portions of residential/commercial areas might become subject to land acquisition. Although limited, a number of residents/shop owners might be involved in the resettlement scheme. O D There is no resettlement involved in the operation stage of the project. Disruption or P D No significant impact is expected. Improvement of C B- Due to noise and vibration caused by the construction activities, Livelihood livelihood of the general public along the construction area should be negatively affected. O C+/- There are periodical noise and vibration during the operation stage of the passenger trains. On the other hand, convenience of passenger trains should improve commercial activities or

Appendix 5- 13

Karachi Transportation Improvement Project Final Report

Project Evalua- Item Description Stage tion commuting to work of the local population along the corridors. Some of the agricultural landowners along Malir River will lose portions of their agricultural area. Changes in the P D No impact is expected in pre-construction stage. Employment and C C+ Some positive effect on the local economy is expected because of Local Economic the possible increment of business/employment opportunities Conditions generated by construction activities of the project. O B+ Limited but positive effect on the local economy is expected because of possible increment of business/employment opportunities generated by the operation of passenger trains. Changes on the P D No impact is expected in pre-construction stage. Land Use Patterns C B- Extent of changing the land use during the construction stage is expected to be negligible. However, in the congested areas, diversion of traffic is necessary i.e. a change of the land use patterns of limited urban areas should take place to a limited extent. O C+/- As a result of the construction of this corridor, limited area of agricultural land use patterns on both side of Malir River should change to a limited extent. There is no other project components or activities, which should cause changes of land use patterns during the operation stage. Physical Division of P D No impact is expected during the pre-construction stage. the Local C,O D Since the alignment of corridor is made along the existing trunk Communities roads, no significant part of the local community would be divided by the Project. Existing Social P D No impact is expected in pre-construction stage. Infrastructure and C B- There are large negative impacts on the traffic, as road diversion Services should be made where construction works take place i.e. road traffic as vital infrastructure for the general public is disrupted to some extent. Thus significant economic activities are negatively disrupted. Impacts of such disruption are however limited to the construction period only. O B+ Improvement of the urban infrastructure through the project should be made to a large extent upon completion of the Project. Indigenous and P,C,O D There are no indigenous and ethnic minorities affected by the Ethnic Minorities Project. Distribution of P,C C- The feeling of inequality among the stakeholders might cause Benefits anxiety since those in the vicinity of stations would receive benefit from the Project than others. O B+/- Practically inequality among the stakeholders should take place since those in the vicinity of stations would receive benefit from the Project and the others away from the station areas would bear negative feeling on the Project. Local Conflict on the P,C B- The feeling of inequality among the local residents might cause Interests of the anxiety since those away from the stations would try to bring Project stations in their communities. O B+/- Practically inequality among the stakeholders should take place since those in the vicinity of stations would receive benefit from the Project and the others away from the station areas would bear negative feeling on the Project. Disruption of Water P,C,O D No impact on water use or water right is expected due to the project Right or Common implementation. Land Public Sanitation P D No impact is expected in pre-construction stage. C B- Some negative impacts on the local sanitary conditions are expected due to the mobilization of workforce. Expected impacts

Appendix 5- 14

Karachi Transportation Improvement Project Final Report

Project Evalua- Item Description Stage tion will be temporary during the construction stage only. O D There will be no disruption of public sanitation as a result of the operation of the passenger trains. Risks on the P D No impact is expected in pre-construction stage. Hazardous and C B- Increment of risks are probably expected on infectious diseases Infectious Diseases among the construction workforce as well as the general public along the corridors during the construction period because of dust emanated from the construction areas. It is limited to the constriction period only. O D Operation of the Project should not be the cause of the risks on the infectious diseases. Accidents P D No impact is expected in pre-construction stage. C B- Increment of risks of accidents is expected due to the operation of heavy equipment and heavy vehicles during the construction stage. O B- Increment of risks of accidents is expected due to the train services in the operation stage. Cultural Heritage P,C B- There are a number of cultural assets likely affected in downtown area of Corridor 1 and 2 during the construction stage. Although small portions, some of the buildings constructed during the colonial period may need to reconstruct where stations are constructed.

O D There are no project components or activities that may cause the negative impacts on cultural heritage in operation stage. Natural Environment and Pollution Geographical and P,C,O D It is not expected that the Project will bring about the significant geological conditions change or impacts on geographical and geological conditions, since the most of the Project alignment is designed on/under the existing road. Soil erosion P,C,O D It is not expected that the Project will cause the soil erosion, since the most of the Project alignment is designed on/under the existing road Ground Water C C- Some impacts on groundwater quality would be caused by the turbid water generated by cut-and-cover works for station construction. P, O D It is not expected that the Project will cause the serious impacts on groundwater artery/ quality in pre-construction and operation stages. Surface Water P,C,O D There is no project component or activity which would cause the significant change or impacts on hydrological conditions in and around the Project area. Coastal zone P,C,O D There are no coastal zones in and around the Project area. Oceanographic P,C,O D There is no project component or activity which would cause the changes significant change or impacts on Oceanographic conditions in and around the Project area. Flora C B- There is a possibility of clearing trees in the area of the stations and equipments for new transportation system since there are a lot of tree planting on the existing road center divider or roadside. P, O D Negative impacts are not expected on the natural flora, since the most of the Project alignment is designed in developed urban area and out of protected areas. Fauna P,C,O D Negative impacts are not expected on the fauna and biodiversity to be protected, since the most of the Project alignment is designed in developed urban area and out of protected areas.

Appendix 5- 15

Karachi Transportation Improvement Project Final Report

Project Evalua- Item Description Stage tion Natural/Ecological P,C,O D Negative impacts are not expected, since the Project alignment is reserves and designed in developed urban area and out of natural/ecological sanctuary reserves and sanctuary. Meteorology P,C,O D It is not expected that the Project will cause the significant change on the regional meteorological condition. Global warming P D No impact is expected in pre-construction stage. C B- The possibility of increased Greenhouse Gas (GHG) emission is expected due to the operation of heavy vehicles as well as traffic jam incidental to the construction works, although the expected probability will be temporary during the construction stage. O B+ It is expected that the GHG emission would be reduced due to the modal shifting of transportation from passenger cars/ buses to the new transportation system. Air pollution P D No impact is expected in pre-construction stage. C B- Some negative impacts on air quality are expected due to operation of heavy equipment/ vehicles as well as traffic jam incidental to construction works, although the expected impacts will be temporary during the construction stage O B+ It is expected that emission of air pollutants will be reduced due to the modal shifting of transportation from passenger cars/ buses to the new transportation system. Water pollution P D No impact is expected in pre-construction stage. C B- Some impacts on water quality would be caused by the turbid water generated from construction yards of cut-and-cover works or bridge construction activities as well as by the effluent generated from workers’ camp sites, although the expected impacts will be temporary during construction stage. O D The facilities associated to the new transportation system will be operated according to the Pakistan regulations and guidelines related to managing the wastewater or effluent. Therefore, it is not expected to bring about the serious impacts on water quality in operation stage. Soil contamination C C- There are no project components or activities which cause the soil contamination. However, in case that the soil at the construction sites is already contaminated by other reasons, the construction activity of the Project may cause the negative impacts. P,O D There are no project components or activities which cause the soil contamination in pre-construction and operation stages. Waste P D No impact is expected in pre-construction stage. C B- It is expected that the Project will generate the construction waste in the construction stage. O D The waste generated from the facilities associated to the new transportation system will be managed according to the Pakistan regulations and guidelines concerned, then it is not expected to cause the serious impacts. Noise and vibration P D No impact is expected in pre-construction stage. C B- Some impacts of noise and vibration are expected due to the operation of the heavy equipment/ vehicles, although the expected impacts will be temporary during the construction stage. O B+/- It is expected that emission of noise and vibration will be reduced due to the modal shifting of transportation from passenger cars/ buses to the new transportation system. On the other hand, some impacts of noise and vibration are expected due to the train services in the operation stage, especially in the at-grade/ viaduct sections.

Appendix 5- 16

Karachi Transportation Improvement Project Final Report

Project Evalua- Item Description Stage tion Ground subsidence C C- The probability of ground subsidence is undeniable and dependent on the construction method to be employed and ground conditions. Further examination would be necessary according to the construction plan and findings of ground conditions. P,O D There are no project components or activities that may cause the ground subsidence in pre-construction and operation stages. Emanating odor P,C,O D There are no project components or activities that may cause the offensive odor. Bottom sediment P,C,O D There are no project components or activities that may cause the negative impacts on bottom sediment.

Appendix 5- 17

Karachi Transportation Improvement Project Final Report

Business Freight-oriented of Improvement

Business

Improvement of Passenger-oriented of Improvement

Opportunities

Improvement of Employment of Improvement Improvement of Road/Railway Safety Road/Railway of Improvement

Operation Stage

Other Facilities Other

Improvement of Railway/Bus Stations and Stations Railway/Bus of Improvement

Improvement of Traffic Congestions Traffic of Improvement

Related to the Construction Works Construction the to Related

Localized Business Opportunities Business Localized

of the Construction Works Construction the of

Localized Employment Opportunities Employment Localized

Emanation of Dust, Noise and Vibration and Noise Dust, of Emanation

Sidewalks/Road/Privately Owned Land Owned Sidewalks/Road/Privately

Entrances on the on Entrances

Construction Works for Stations and Stations for Works Construction

Diversion of the Existing Road Existing the of Diversion

of Construction Plants and Materials and Plants Construction of

Areas, Work Camp and Mobilization and Camp Work Areas,

Preparation of the Construction the of Preparation

Filling of the Construction Works Construction the of Filling

Earth Moving: Cutting and Cutting Moving: Earth

Preparation of the Construction Works Construction the of Preparation

Clearing Vegetation/Top Soil for Soil Vegetation/Top Clearing Land Acquisition and Resettlement and Acquisition Land

the study progresses.)the study

ronmental and Social Considerations –Brown Line– and Social Considerations –Brown ronmental

Participation to the SH Meeting SH the to Participation

Information on the Project the on Information Survey/Study on the Project the on Survey/Study

Pre-construction StagePre-construction Construction Stage Overall Evaluation on the Project the on Evaluation Overall DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD C-C-C- C- C- C- C- C- C- C- C- C- C- C-C-DDDDDDC-DDB-DDDDDDDD C- D D D D D D DDDDDD D D D D DDDDDD C-D D D D C-D D D D D B-D D D D D D C-D B-D D C-C-D C- D C- D D C- D DDDDDD C- C- C- D D C- D D D B-B-D D DDDDDD C- C+B-D D C-D DC-DDDDDC-DDDDDDDDDDDD D D C+B- D D D C-D DC-D B+ D D B+ B+ B+ D B+ B+ B+ B+ D C+ B+ D C+ D D C+ D B- D D B- D B- D B- D D D D D D D D D B+DDDDDDDDDDDDA+B+B+B+C+D B+DDDDDC-DC-C-DDDB+B+B+DDD C+DDDDDDDB-DDDDB+C+C+DDD C+DDDDDDDC-DC-C+C+B+DDDDD DC-DC-DC-C-C-C+C+B+C+C+B+B+C+ C+DD C+/- D DB+DDDDD D DB+DDDDD D D B-D D B-D D D D D B-D D D D D B-D DB+/-DDDDD D D B-D D D D B-D C-B+/-DD B+/-DD D C-B+/-DD C- C- D D D D D D C+/- D D D Project Activities her examination is needed, and the impact could be clarified as Table A5-3-3b Table Draft Scoping Matrix on the Envi egative/Positive Changes egative/Positive Items of the Subject Environment Items to N Local RoadLocal Transportation System Distribution of the Project Benefit of the Effects on the Livelihood of Communities the Local a. General b. Socially andDisadvantaged Physically c. Women and Children d. Ethnic Minority Communities the Local of Continuity Social Cohesion and Physical on theEffect Social and Cultural Events and Tradition Economic Activities on the Local Effect a. Areas Industrial b. Commercial and Busines Areas Effect on the Water Rights/Commons for Grazing etc. Communities the Local Care of Health and Public Hygiene to Disaster Natural the Society of Vulnerability/Resilience Traffic Safety Changes on Use the and Land the Landscape ConditionsGeographical Geological Conditions Soil Erosion Faunal Ecology Flora Ecology Effects on the Ground Water Effect on the Surface Water (River, Body etc) Lakes, Effect on the Coastal Environment Oceanographic Changes Effect on the Natural/Ecological Reserves and Sanctuaries Air Pollution PollutionWater Soil Pollution Solid Waste and/or Discharge Industrial Management Noise and Vibration ScaleLarge Ground Settlement Emanating Odour Localised Climatic Changes Effect on the Global Warming Issues Pollution on the Water Bottom/Sludge and Effect on Its the Aquatic Life A+/-: Significant positive/negative impact impact Significant positive/negative is expected. A+/-: D : No or Negligible impact is expected. D Negligible : No or 5 1 2 3 4 6 7 8 9

10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 No.

isimpact positive/negative expected. Relatively B+/-: C+/-: Extent of positive/negative impact is unknown. (A furt

Social Environment Social Environment Natural Pollution Legend:

Appendix 5- 18

Karachi Transportation Improvement Project Final Report

(4) Red Line

1) Pre-construction Stage No impact is expected in pre-construction stage.

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

3) Operation and Maintenance Stage It is expected that emission of air pollutions and noise level will be reduced due to the modal shift of transportation from passenger cars to LRT system.

Table A5-3-4a Draft Scoping on the Environmental and Social Considerations – Red Line– Project Evalua- Item Description Stage tion Social Environment Involuntary P C- Stakeholder meetings are scheduled to hold in order to disseminate Resettlement information this route. It should agitate anxiety of the local residents if they would become subject to resettlement as a result of project implementation. C B- Where underground sections are constructed, entrances/exits should be constructed. In the case elevated stations are constructed, stairways to the station are constructed. As a result portions of residential/commercial areas might become subject to land acquisition. Although limited, a number of residents/shop owners might be involved in the resettlement scheme. O D There is no resettlement involved in the operation stage of the project. Disruption or P D No significant impact is expected. Improvement of C B- Due to noise and vibration caused by the construction activities, Livelihood livelihood of the general public along the construction area should be negatively affected. O C+/- There are periodical noise and vibration during the operation stage of the passenger trains. On the other hand, convenience of passenger trains should improve commercial activities or commuting to work of the local population along the corridors. Changes in the P D No impact is expected in pre-construction stage. Employment and C C+ Some positive effect on the local economy is expected because of Local Economic the possible increment of business/employment opportunities

Appendix 5- 19

Karachi Transportation Improvement Project Final Report

Project Evalua- Item Description Stage tion Conditions generated by construction activities of the project. O B+ Limited but positive effect on the local economy is expected because of possible increment of business/employment opportunities generated by the operation of passenger trains. Changes on the P D No impact is expected in pre-construction stage. Land Use Patterns C B- Extent of changing the land use during the construction stage is expected to be negligible. However, in the congested areas, diversion of traffic is necessary i.e. a change of the land use patterns of limited urban areas should take place to a limited extent. O C+/- As a result of the construction of this corridor, limited area of urban land use patterns should be changed to a limited extent. There is no project components or activities, which should cause changes of land use patterns during the operation stage. Physical Division of P D No impact is expected during the pre-construction stage. the Local C,O D Since the alignment of corridor is made along the existing trunk Communities roads, no significant part of the local community would be divided by the Project. Existing Social P D No impact is expected in pre-construction stage. Infrastructure and C B- There are large negative impacts on the traffic, as road diversion Services should be made where construction works take place i.e. road traffic as vital infrastructure for the general public is disrupted to some extent. Thus significant economic activities are negatively disrupted. Impacts of such disruption are however limited to the construction period only. O B+ Improvement of the urban infrastructure through the project should be made to a large extent upon completion of the Project. Indigenous and P,C,O D There are no indigenous and ethnic minorities affected by the Ethnic Minorities Project. Distribution of P,C C- The feeling of inequality among the stakeholders might cause Benefits anxiety since those in the vicinity of stations would receive benefit from the Project than others. O B+/- Practically inequality among the stakeholders should take place since those in the vicinity of stations would receive benefit from the Project and the others away from the station areas would bear negative feeling on the Project. Local Conflict on the P,C B- The feeling of inequality among the local residents might cause Interests of the anxiety since those away from the stations would try to bring Project stations in their communities. O B+/- Practically inequality among the stakeholders should take place since those in the vicinity of stations would receive benefit from the Project and the others away from the station areas would bear negative feeling on the Project. Disruption of Water P,C,O D No impact on water use or water right is expected due to the project Right or Common implementation. Land Public Sanitation P D No impact is expected in pre-construction stage. C B- Some negative impacts on the local sanitary conditions are expected due to the mobilization of workforce. Expected impacts will be temporary during the construction stage only. O D There will be no disruption of public sanitation as a result of the operation of the passenger trains. Risks on the P D No impact is expected in pre-construction stage. Hazardous and C B- Increment of risks are probably expected on infectious diseases Infectious Diseases among the construction workforce as well as the general public along the corridors during the construction period because of dust

Appendix 5- 20

Karachi Transportation Improvement Project Final Report

Project Evalua- Item Description Stage tion emanated from the construction areas. It is limited to the constriction period only. O D Operation of the Project should not be the cause of the risks on the infectious diseases. Accidents P D No impact is expected in pre-construction stage. C B- Increment of risks of accidents is expected due to the operation of heavy equipment and heavy vehicles during the construction stage. O B- Increment of risks of accidents is expected due to the train services in the operation stage. Cultural Heritage P,C B- There are a number of cultural assets likely affected in downtown area of Corridor 1 and 2 during the construction stage. Although small portions, some of the buildings constructed during the colonial period may need to reconstruct where stations are constructed.

O D There are no project components or activities that may cause the negative impacts on cultural heritage in operation stage. Natural Environment and Pollution Geographical and P,C,O D It is not expected that the Project will bring about the significant geological conditions change or impacts on geographical and geological conditions, since the most of the Project alignment is designed on/under the existing road. Soil erosion P,C,O D It is not expected that the Project will cause the soil erosion, since the most of the Project alignment is designed on/under the existing road Ground Water C C- The turbid water generated by cut-and-cover works for station construction at underground section of the corridor would cause some impacts on groundwater quality. P, O D It is not expected that the Project will cause the serious impacts on groundwater artery/ quality in pre-construction and operation stages. Surface Water P,C,O D There is no project component or activity which would cause the significant change or impacts on hydrological conditions in and around the Project area. Coastal zone P,C,O D There are no coastal zones in and around the Project area. Oceanographic P,C,O D There is no project component or activity which would cause the changes significant change or impacts on Oceanographic conditions in and around the Project area. Flora C B- There is a possibility of clearing trees in the area of the stations and equipments for new transportation system since there are a lot of tree planting on the existing road center divider or roadside. P, O D Negative impacts are not expected on the natural flora, since the most of the Project alignment is designed in developed urban area and out of protected areas. Fauna P,C,O D Negative impacts are not expected on the fauna and biodiversity to be protected, since the most of the Project alignment is designed in developed urban area and out of protected areas. Natural/Ecological P,C,O D Negative impacts are not expected, since the Project alignment is reserves and designed in developed urban area and out of natural/ecological sanctuary reserves and sanctuary. Meteorology P,C,O D It is not expected that the Project will cause the significant change on the regional meteorological condition. Global warming P D No impact is expected in pre-construction stage. C B- The possibility of increased Greenhouse Gas (GHG) emission is expected due to the operation of heavy vehicles as well as traffic jam incidental to the construction works, although the expected probability will be temporary during the construction stage.

Appendix 5- 21

Karachi Transportation Improvement Project Final Report

Project Evalua- Item Description Stage tion O B+ It is expected that the GHG emission would be reduced due to the modal shifting of transportation from passenger cars/ buses to the new transportation system. Air pollution P D No impact is expected in pre-construction stage. C B- Some negative impacts on air quality are expected due to operation of heavy equipment/ vehicles as well as traffic jam incidental to construction works, although the expected impacts will be temporary during the construction stage O B+ It is expected that emission of air pollutants will be reduced due to the modal shifting of transportation from passenger cars/ buses to the new transportation system. Water pollution P D No impact is expected in pre-construction stage. C B- Some impacts on water quality would be caused by the turbid water generated from construction yards of cut-and-cover works as well as by the effluent generated from workers’ campsites, although the expected impacts will be temporary during construction stage. O D The facilities associated to the new transportation system will be operated according to the Pakistan regulations and guidelines related to managing the wastewater or effluent. Therefore, it is not expected to bring about the serious impacts on water quality in operation stage. Soil contamination C C- There are no project components or activities, which cause the soil contamination. However, in case that the soil at the construction sites is already contaminated by other reasons, the construction activity of the Project may cause the negative impacts. P,O D There are no project components or activities, which cause the soil contamination in pre-construction and operation stages. Waste P D No impact is expected in pre-construction stage. C B- It is expected that the Project will generate the construction waste in the construction stage. O D The waste generated from the facilities associated to the new transportation system will be managed according to the Pakistan regulations and guidelines concerned, then it is not expected to cause the serious impacts. Noise and vibration P D No impact is expected in pre-construction stage. C B- Some impacts of noise and vibration are expected due to the operation of the heavy equipment/ vehicles, although the expected impacts will be temporary during the construction stage. O B+/- It is expected that emission of noise and vibration will be reduced due to the modal shifting of transportation from passenger cars/ buses to the new transportation system. On the other hand, some impacts of noise and vibration are expected due to the train services in the operation stage, especially in the at-grade/ viaduct sections. Ground subsidence C C- The probability of ground subsidence is undeniable and dependent on the construction method to be employed and ground conditions. Further examination would be necessary according to the construction plan and findings of ground conditions. P,O D There are no project components or activities that may cause the ground subsidence in pre-construction and operation stages. Emanating odor P,C,O D There are no project components or activities that may cause the offensive odor. Bottom sediment P,C,O D There are no project components or activities that may cause the negative impacts on bottom sediment.

Appendix 5- 22

Karachi Transportation Improvement Project Final Report

Business Freight-oriented of Improvement

Business

Improvement of Passenger-oriented of Improvement

Opportunities

Improvement of Employment of Improvement Improvement of Road/Railway Safety Road/Railway of Improvement

OperationStage

Other Facilities Other

Improvement of Railway/Bus Stations and Stations Railway/Bus of Improvement

Improvement of Traffic Congestions Traffic of Improvement

Related to the Construction Works Construction the to Related

Localized Business Opportunities Business Localized

of the Construction Works Construction the of

Localized Employment Opportunities Employment Localized

Emanation of Dust, Noise and Vibration and Noise Dust, of Emanation

Sidewalks/Road/Privately Owned Land Owned Sidewalks/Road/Privately

Entrances on the on Entrances

Construction Works for Stations and Stations for Works Construction

Diversion of the Existing Road Existing the of Diversion

of Construction Plants and Materials and Plants Construction of

Areas, Work Camp and Mobilization and Camp Work Areas,

Preparation of the Construction the of Preparation

Filling of the Construction Works Construction the of Filling

Earth Moving: Cutting and Cutting Moving: Earth

Preparation of the Construction Works Construction the of Preparation

Clearing Vegetation/Top Soil for Soil Vegetation/Top Clearing Land Acquisition and Resettlement and Acquisition Land ronmental and Social Considerations –Red Line– ronmental

the study progresses.) study the

Participation to the SH Meeting SH the to Participation

Information on the Project the on Information Survey/Study on the Project the on Survey/Study

Pre-construction Stage Construction Stage Overall Evaluation on the Project the on Evaluation Overall DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD C-C-C- C- C- C- C- C- C- C- C- C- C- C-C-DDDDDDC-DDB-DDDDDDDD C- D D D D D D D DB-DDDDB-DC-DDDDDDDDDDD D C-C-DDDDDC-DDC-DDDDDDDDD C- C- C- C- C- C- C- C- C+B-DDDDDB-B-DDDDDDDDDDD DC-DDDDDC-DDDDDDDDDDDD D C+B-DDDDB-B-B-DB-DDDDDDDDD D B+C-DDDDDC-DDC-DDDDDDDDD D B+ B+ B+ B+ B+ B+ B+ C+ B+ D C+ D C+ D D D D B+DDDDDDDDDDDDA+B+B+B+C+D B+DDDDDC-DC-C-DDDB+B+B+DDD C+DDDDDDDB-DDDDB+C+C+DDD C+DDDDDDDC-DC-C+C+B+DDDDD C+DDDDDDDC-C-DDDC+DDC+C+D C+ D D D C- D C- D C- C- C- C+ C+ B+ C+ C+ B+ B+ C+ C+/-DDDC-DC-C-C-DDDDDDC+/-DDD B+/-DDDDDB-DDB-DDDB+DDDDD B+/-DDDDDB-DDB-DDDB+DDDDD B+/-DDDDDB-DDB-DDDB+/-DDDDD Project Activities Project Table A5-3-4b Table Draft Scoping Matrix on the Envi egative/Positive Changes Items Items of the Environment Subject to N Local Road Transportation System Transportation Road Local Distributionof the Benefit ofProject the Effects on the Livelihood of the CommunitiesLocal a. General Disadvantaged and Socially b. Physically Children and Women c. Ethnic d. Minority Social Cohesion and Physical Continuity of the Local Communities Effect on the Social andCultural Events and Tradition Activities Economic Local the on Effect a. Industrial Areas Areas Busines and b. Commercial Effect on the Water Rights/Commons for Grazing etc. and Health Publicthe CareLocal of Communities Hygiene Disaster Natural to Society the of Vulnerability/Resilience Safety Traffic Changes on the Land Use and the Landscape Geographical Conditions Geological Conditions Erosion Soil Faunal Ecology Flora Ecology Effects on the Ground Water Effect on the Surface Water (River,Body etc) Lakes, Environment Coastal the on Effect Oceanographic Changes Effect on the Natural/Ecological Reservesand Sanctuaries Air Pollution Pollution Water Pollution Soil Solid Waste and/or Industrial Discharge Management Noise andVibration Settlement Ground Scale Large OdourEmanating Localised ClimaticChanges Effect on the Global Warming Issues Pollution on the Water Bottom/Sludge and EffectIts on the Aquatic Life A+/-: Significant positive/negative impact is expected. is impact positive/negative Significant A+/-: D : No or Negligible impact is expected. is impact Negligible or : No D 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 19 20 21 22 23 24 25 29 31 17 18 26 27 28 30

No.

B+/-:Relatively positive/negative impact is expected. C+/-:Extent of positive/negative impactis unknown. (Afurther examination isneeded, andthe impact couldbe clarified as

Social Environment Social Environment Natural Pollution Legend:

Appendix 5- 23

Karachi Transportation Improvement Project Final Report

(5) Yellow Line

1) Pre-construction Stage No impact is expected in pre-construction stage.

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

3) Operation and Maintenance Stage It is expected that emission of air pollutions and noise level will be reduced due to the modal shift of transportation from passenger cars to the new transportation.

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

Project Evalua- Item Description Stage tion Social Environment Involuntary P C- Stakeholder meetings are scheduled to hold in order to disseminate Resettlement information this route. It should agitate anxiety of the local residents if they would become subject to resettlement as a result of project implementation. C B- Where underground sections are constructed, entrances/exits should be constructed. In the case elevated stations are constructed, stairways to the station are constructed. As a result portions of residential/commercial areas might become subject to land acquisition. Although limited, a number of residents/shop owners might be involved in the resettlement scheme. O D There is no resettlement involved in the operation stage of the project. Disruption or P D No significant impact is expected. Improvement of C B- Due to noise and vibration caused by the construction activities, Livelihood livelihood of the general public along the construction area should be negatively affected. O C+/- There are periodical noise and vibration during the operation stage of the passenger trains. On the other hand, convenience of passenger trains should improve commercial activities or commuting to work of the local population along the corridors. Changes in the P D No impact is expected in pre-construction stage.

Appendix 5- 24

Karachi Transportation Improvement Project Final Report

Project Evalua- Item Description Stage tion Employment and C C+ Some positive effect on the local economy is expected because of Local Economic the possible increment of business/employment opportunities Conditions generated by construction activities of the project. O B+ Limited but positive effect on the local economy is expected because of possible increment of business/employment opportunities generated by the operation of passenger trains. Changes on the P D No impact is expected in pre-construction stage. Land Use Patterns C B- Extent of changing the land use during the construction stage is expected to be negligible. However, in the congested areas, diversion of traffic is necessary i.e. a change of the land use patterns of limited urban areas should take place to a limited extent. O C+/- As a result of the construction of this corridor, limited area of urban land use patterns should be changed to a limited extent. There is no project components or activities, which should cause changes of land use patterns during the operation stage. Physical Division of P D No impact is expected during the pre-construction stage. the Local C,O D Since the alignment of corridor is made along the existing trunk Communities roads, no significant part of the local community would be divided by the Project. Existing Social P D No impact is expected in pre-construction stage. Infrastructure and C B- There are large negative impacts on the traffic, as road diversion Services should be made where construction works take place i.e. road traffic as vital infrastructure for the general public is disrupted to some extent. Thus significant economic activities are negatively disrupted. Impacts of such disruption are however limited to the construction period only. O B+ Improvement of the urban infrastructure through the project should be made to a large extent upon completion of the Project. Indigenous and P,C,O D There are no indigenous and ethnic minorities affected by the Ethnic Minorities Project. Distribution of P,C C- The feeling of inequality among the stakeholders might cause Benefits anxiety since those in the vicinity of stations would receive benefit from the Project than others. O B+/- Practically inequality among the stakeholders should take place since those in the vicinity of stations would receive benefit from the Project and the others away from the station areas would bear negative feeling on the Project. Local Conflict on the P,C B- The feeling of inequality among the local residents might cause Interests of the anxiety since those away from the stations would try to bring Project stations in their communities. O B+/- Practically inequality among the stakeholders should take place since those in the vicinity of stations would receive benefit from the Project and the others away from the station areas would bear negative feeling on the Project. Disruption of Water P,C,O D No impact on water use or water right is expected due to the project Right or Common implementation. Land Public Sanitation P D No impact is expected in pre-construction stage. C B- Some negative impacts on the local sanitary conditions are expected due to the mobilization of workforce. Expected impacts will be temporary during the construction stage only. O D There will be no disruption of public sanitation as a result of the operation of the passenger trains. Risks on the P D No impact is expected in pre-construction stage. Hazardous and C B- Increment of risks are probably expected on infectious diseases

Appendix 5- 25

Karachi Transportation Improvement Project Final Report

Project Evalua- Item Description Stage tion Infectious Diseases among the construction workforce as well as the general public along the corridors during the construction period because of dust emanated from the construction areas. It is limited to the constriction period only. O D Operation of the Project should not be the cause of the risks on the infectious diseases. Accidents P D No impact is expected in pre-construction stage. C B- Increment of risks of accidents is expected due to the operation of heavy equipment and heavy vehicles during the construction stage. O B- Increment of risks of accidents is expected due to the train services in the operation stage. Cultural Heritage P,C B- There are a number of cultural assets likely affected in downtown area of Corridor 1 and 2 during the construction stage. Although small portions, some of the buildings constructed during the colonial period may need to reconstruct where stations are constructed.

O D There are no project components or activities that may cause the negative impacts on cultural heritage in operation stage. Natural Environment and Pollution Geographical and P,C,O D It is not expected that the Project will bring about the significant geological conditions change or impacts on geographical and geological conditions, since the most of the Project alignment is designed on/under the existing road. Soil erosion P,C,O D It is not expected that the Project will cause the soil erosion, since the most of the Project alignment is designed on/under the existing road Ground Water C C- The turbid water generated by cut-and-cover works for station construction works at under ground section of the corridor would cause some impacts on groundwater quality. P, O D It is not expected that the Project will cause the serious impacts on groundwater artery/ quality in pre-construction and operation stages. Surface Water P,C,O D There is no project component causing significant change or impacts on hydrological conditions in and around the Project area. Coastal zone P,C,O D There are no coastal zones in and around the Project area. Oceanographic P,C,O D There is no project component causing significant changes or changes impacts on oceanographic conditions in and around the Project area. Flora C B- Clearing trees on greenbelt or roadside should take place. P, O D There is no impact on the significant natural flora. Fauna P,C,O D There is no impact on the significant natural fauna. Natural/Ecological P,C,O D Negative impacts are not expected since the Project alignment is reserves and designed in developed urban area and out of natural/ecological sanctuary reserves and sanctuary. Meteorology P,C,O D The Project will cause no significant change on the regional meteorological conditions. Global warming P D No impact is expected in pre-construction stage. C B- The possibility of increased Greenhouse Gas (GHG) emission is expected due to the operation of heavy vehicles as well as traffic jam incidental to the construction works, although the expected probability will be temporary during the construction stage. O B+ It is expected that the GHG emission would be reduced due to the modal shifting of transportation from passenger cars/ buses to the new transportation system. Air pollution P D No impact is expected in pre-construction stage. C B- Some negative impacts on air quality are expected due to operation of heavy equipment/ vehicles as well as traffic jam incidental to

Appendix 5- 26

Karachi Transportation Improvement Project Final Report

Project Evalua- Item Description Stage tion construction works, although the expected impacts will be temporary during the construction stage O B+ It is expected that emission of air pollutants will be reduced due to the modal shifting of transportation from passenger cars/ buses to the new transportation system. Water pollution P D No impact is expected in pre-construction stage. C B- Some impacts on water quality would be caused by the turbid water generated from construction yards of cut-and-cover works or bridge construction activities as well as by the effluent generated from workers’ campsites, although the expected impacts will be temporary during construction stage. O D The facilities associated to the new transportation system will be operated according to the Pakistan regulations and guidelines related to managing the wastewater or effluent. Therefore, it is not expected to bring about the serious impacts on water quality in operation stage. Soil contamination C C- There are no project components or activities, which cause the soil contamination. However, in case that the soil at the construction sites is already contaminated by other reasons, the construction activity of the Project may cause the negative impacts. P,O D There are no project components or activities, which cause the soil contamination in pre-construction and operation stages. Waste P D No impact is expected in pre-construction stage. C B- It is expected that the Project will generate the construction waste in the construction stage. O D The waste generated from the facilities associated to the new transportation system will be managed according to the Pakistan regulations and guidelines concerned, then it is not expected to cause the serious impacts. Noise and vibration P D No impact is expected in pre-construction stage. C B- Some impacts of noise and vibration are expected due to the operation of the heavy equipment/ vehicles, although the expected impacts will be temporary during the construction stage. O B+/- Emission of noise and vibration will be reduced due to the modal shifting of transportation from passenger cars/buses to the new transportation system. On the other hand, increase of noise and vibration are expected due to the train services in the operation stage, especially in the at-grade/viaduct sections. Ground subsidence C C- The probability of ground subsidence is undeniable and dependent on the construction method to be employed and ground conditions. Further examination would be necessary according to the construction plan and findings of ground conditions. P,O D There are no project components or activities that may cause the ground subsidence in pre-construction and operation stages. Emanating odor P,C,O D There are no project components or activities that may cause the offensive odor. Bottom sediment P,C,O D There are no project components or activities that may cause the negative impacts on bottom sediment.

Appendix 5- 27

Karachi Transportation Improvement Project Final Report

Improvement of Freight-oriented Business Freight-oriented of Improvement

Business

Improvement of Passenger-oriented of Improvement

Opportunities

Improvement of Employment of Improvement

Improvement of Road/Railway Safety Road/Railway of Improvement

Other Facilities Other

Improvement of Railway/Bus Stations and Stations Railway/Bus of Improvement

Improvement of Traffic Congestions Traffic of Improvement

Related to the Construction Works Construction the to Related

Localized Business Opportunities Business Localized

of the Construction Works Construction the of

Localized Employment Opportunities Employment Localized

Emanation of Dust, Noise and Vibration and Noise Dust, of Emanation

Sidewalks/Road/Privately Owned Land Owned Sidewalks/Road/Privately

Entrances on the on Entrances

Construction Works for Stations and Stations for Works Construction

Diversion of the Existing Road Existing the of Diversion

of Construction Plants and Materials and Plants Construction of

Areas, Work Camp and Mobilization and Camp Work Areas,

Preparation of the Construction the of Preparation

Filling of the Construction Works Construction the of Filling

Earth Moving: Cutting and Cutting Moving: Earth

Preparation of the Construction Works Construction the of Preparation

Clearing Vegetation/Top Soil for Soil Vegetation/Top Clearing Land Acquisition and Resettlement and Acquisition Land ronmental and Social Considerations –Yellow Line– and Social Considerations –Yellow ronmental

the study progresses.) study the

Participation to the SH Meeting SH the to Participation

Information on the Project the on Information Survey/Study on the Project the on Survey/Study

Pre-constructionStage Construction Stage OperationStage Overall Evaluation on the Project the on Evaluation Overall DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD DDDDDDDDDDDDDDDDDDD C-C-C- C- C- C- C- C- C- C- C- C- C- C-C-DDDDDDC-DDB-DDDDDDDD C- D D D D D D D DB-DDDDB-DC-DDDDDDDDDDD D C-C-DDDDDC-DDC-DDDDDDDDD C- C- C- C- C- C- C- C- C+B-DDDDDB-B-DDDDDDDDDDD DC-DDDDDC-DDDDDDDDDDDD D C+B-DDDDB-B-B-DB-DDDDDDDDD D B+C-DDDDDC-DDC-DDDDDDDDD D B+ B+ B+ B+ B+ B+ B+ C+ B+ D C+ D C+ D D D D B+DDDDDDDDDDDDA+B+B+B+C+D B+DDDDDC-DC-C-DDDB+B+B+DDD C+DDDDDDDB-DDDDB+C+C+DDD C+DDDDDDDC-DC-C+C+B+DDDDD C+DDDDDDDC-C-DDDC+DDC+C+D C+ D D D C- D C- D C- C- C- C+ C+ B+ C+ C+ B+ B+ C+ C+/-DDDC-DC-C-C-DDDDDDC+/-DDD B+/-DDDDDB-DDB-DDDB+DDDDD B+/-DDDDDB-DDB-DDDB+DDDDD B+/-DDDDDB-DDB-DDDB+/-DDDDD Project Activities Project Table A5-3-5b Table Draft Scoping Matrix on the Envi egative/Positive Changes Items Items of the Environment Subject to N Effects on the Livelihood of the CommunitiesLocal a. General Disadvantaged and Socially b. Physically Children and Women c. Ethnic d. Minority Social Cohesion andPhysicalContinuity theLocal of Communities System Transportation Road Local Distributionof the Benefit ofProject the Effect on the Social andCultural Events and Tradition Activities Economic Local the on Effect a. Industrial Areas Areas Busines and b. Commercial Effect on the Water Rights/Commons for Grazing etc. and Health Publicthe CareLocal of Communities Hygiene Disaster Natural to Society the of Vulnerability/Resilience Safety Traffic Changes on the Land Use and the Landscape Geographical Conditions Geological Conditions Erosion Soil Faunal Ecology Flora Ecology Effects on the Ground Water Effect on the Surface Water (River,Body etc) Lakes, Environment Coastal the on Effect Air Pollution Pollution Water Pollution Soil Solid Waste and/or Industrial Discharge Management Noise andVibration Oceanographic Changes Effect on the Natural/Ecological Reservesand Sanctuaries Localised ClimaticChanges Effect on the Global Warming Issues Settlement Ground Scale Large OdourEmanating Pollution on the Water Bottom/Sludge and EffectIts on the Aquatic Life A+/-: Significant positive/negative impact is expected. is impact positive/negative Significant A+/-: D : No or Negligible impact is expected. is impact Negligible or : No D 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 19 20 21 22 23 24 25 29 31 17 18 26 27 28 30

No.

B+/-: Relatively positive/negative impact is expected. C+/-:Extent of positive/negative impactis unknown. (Afurther examination isneeded, andthe impact couldbe clarified as

Social Environment Social Environment Natural Pollution Legend:

Appendix 5- 28

Karachi Transportation Improvement Project Final Report

(6) Blue Line

1) Pre-construction Stage No impact is expected in pre-construction stage.

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

3) Operation and Maintenance Stage It is expected that emission of air pollutions and noise level will be reduced due to the modal shift of transportation from passenger cars to the new transportation. On the other hand, some impacts of noise and vibration are expected occur due to the train services in the operation stage, especially in the at-grade/viaduct sections in the residential areas.

Table A5-3-6a Draft Scoping on the Environmental and Social Considerations Blue Line Project Evalua- Item Description Stage tion Social Environment Involuntary P C- Stakeholder meetings are scheduled to hold in order to disseminate Resettlement information this route. It should agitate anxiety of the local residents if they would become subject to resettlement as a result of project implementation. C B- Where underground sections are constructed, entrances/exits should be constructed. In the case elevated stations are constructed, stairways to the station are constructed. As a result portions of residential/ commercial areas might become subject to land acquisition. These land owners/tenants of such land area would therefore get involved in the resettlement scheme. O D There is no resettlement involved in the operation stage of the project. Disruption or P D No significant impact is expected. Improvement of C B- Due to noise and vibration caused by the construction activities, Livelihood livelihood of the general public along the construction area, especially in the heavily congested downtown area should be negatively affected. O C+/- There are periodical noise and vibration during the operation stage of the passenger trains. On the other hand, convenience of passenger

Appendix 5- 29

Karachi Transportation Improvement Project Final Report

Project Evalua- Item Description Stage tion trains should improve commercial activities or commuting to work of the local population along the corridors. Changes in the P D No impact is expected in pre-construction stage. Employment and C C+ Some positive effect on the local economy is expected because of Local Economic the possible increment of business/employment opportunities Conditions generated by construction activities of the project. O B+ Limited but positive effect on the local economy is expected because of possible increment of business/employment opportunities generated by the operation of passenger trains. Changes on the P D No impact is expected in pre-construction stage. Land Use Patterns C B- Extent of changing the land use during the construction stage is expected to be negligible. However, in the congested areas, diversion of traffic is necessary i.e. a change of the land use patterns of limited urban areas should take place to a limited extent. O C+/- As a result of the construction of this corridor, limited area of urban land use patterns should be changed to a limited extent. There is no project components or activities, which should cause changes of land use patterns during the operation stage. Physical Division P D No impact is expected during the pre-construction stage. of the Local C,O D Since the alignment of corridor is made along the existing trunk Communities roads, no significant part of the local community would be divided by the Project. Existing Social P D No impact is expected in pre-construction stage. Infrastructure and C B- There are large negative impacts on the traffic, as road diversion Services should be made where construction works take place i.e. road traffic as vital infrastructure for the general public is disrupted to some extent. Thus significant economic activities are negatively disrupted. Impacts of such disruption are however limited to the construction period only. O B+ Improvement of the urban infrastructure through the project should be made to a large extent upon completion of the Project. Indigenous and P,C,O D There are no indigenous and ethnic minorities affected by the Ethnic Minorities Project. Distribution of P,C C- The feeling of inequality among the stakeholders might cause Benefits anxiety since those in the vicinity of stations would receive benefit from the Project than others. O B+/- Practically inequality among the stakeholders should take place since those in the vicinity of stations would receive benefit from the Project and the others away from the station areas would bear negative feeling on the Project. Local Conflict on P,C B- The feeling of inequality among the local residents might cause the Interests of the anxiety since those away from the stations would try to bring Project stations in their communities. O B+/- Practically inequality among the stakeholders should take place since those in the vicinity of stations would receive benefit from the Project and the others away from the station areas would bear negative feeling on the Project. Disruption of P,C,O D No impact on water use or water right is expected due to the project Water Right or implementation. Common Land Public Sanitation P D No impact is expected in pre-construction stage. C B- Some negative impacts on the local sanitary conditions are expected due to the mobilization of workforce. Expected impacts will be temporary during the construction stage only. O D There will be no disruption of public sanitation as a result of the

Appendix 5- 30

Karachi Transportation Improvement Project Final Report

Project Evalua- Item Description Stage tion operation of the passenger trains. Risks on the P D No impact is expected in pre-construction stage. Hazardous and C B- Increment of risks are probably expected on infectious diseases Infectious among the construction workforce as well as the general public Diseases along the corridors during the construction period because of dust emanated from the construction areas. It is limited to the constriction period only. O D Operation of the Project should not be the cause of the risks on the infectious diseases. Accidents P D No impact is expected in pre-construction stage. C B- Increment of risks of accidents is expected due to the operation of heavy equipment and heavy vehicles during the construction stage. O B- Increment of risks of accidents is expected due to the train services in the operation stage. Cultural Heritage P,C B- There are a number of cultural assets likely affected in downtown area of Corridor 1 and 2 during the construction stage. Although small portions, some of the buildings constructed during the colonial period may need to reconstruct where stations are constructed. O D There are no project components or activities that may cause the negative impacts on cultural heritage in operation stage. Natural Environment and Pollution Geographical and P,C,O D It is not expected that the Project will bring about the significant geological change or impacts on geographical and geological conditions, since conditions the most of the Project alignment is designed on/under the existing road. Soil erosion P,C,O D It is not expected that the Project will cause the soil erosion, since the most of the Project alignment is designed on/under the existing road Ground Water C C- Some impacts on groundwater quality would be caused by the turbid water generated by cut-and-cover works for station construction. P, O D It is not expected that the Project will cause the serious impacts on groundwater artery/ quality in pre-construction and operation stages. Surface Water P,C,O D There is no impact expected to occur on the surface water. Coastal zone P,C,O D There are no coastal zones in and around the Project area. Oceanographic P,C,O D There is no impact on the oceanographic environment as a result of changes implementation of the Project. Flora C B- There is no impact on the natural flora. P, O D Trees planted on the green belt of road side are subject to felling during the construction period. Replanting of trees would be carried out while growth of trees in Karachi is limited. Fauna P,C,O D There is no impact on fauna. Natural/Ecological P,C,O D Negative impacts are not expected, since the Project alignment is reserves and designed in developed urban area and out of natural/ecological sanctuary reserves and sanctuary. Meteorology P,C,O D It is not expected that the Project will cause the significant change on the regional meteorological condition. Global warming P D No impact is expected in pre-construction stage. C B- The possibility of increased Greenhouse Gas (GHG) emission is expected due to the operation of heavy vehicles as well as traffic jam incidental to the construction works, although the expected probability will be temporary during the construction stage. O B+ It is expected that the GHG emission would be reduced due to the modal shifting of transportation from passenger cars/ buses to the new transportation system. Air pollution P D No impact is expected in pre-construction stage.

Appendix 5- 31

Karachi Transportation Improvement Project Final Report

Project Evalua- Item Description Stage tion C B- Some negative impacts on air quality are expected due to operation of heavy equipment/ vehicles as well as traffic jam incidental to construction works, although the expected impacts will be temporary during the construction stage O B+ It is expected that emission of air pollutants will be reduced due to the modal shifting of transportation from passenger cars/ buses to the new transportation system. Water pollution P D No impact is expected in pre-construction stage. C B- Some impacts on water quality would be caused by the turbid water generated from construction yards of cut-and-cover works or bridge construction activities as well as by the effluent generated from workers’ camp sites, although the expected impacts will be temporary during construction stage. O D The facilities associated to the new transportation system will be operated according to the Pakistan regulations and guidelines related to managing the wastewater or effluent. Therefore, it is not expected to bring about the serious impacts on water quality in operation stage. Soil C C- There are no project components or activities which cause the soil contamination contamination. However, in case that the soil at the construction sites is already contaminated by other reasons, the construction activity of the Project may cause the negative impacts. P,O D There are no project components or activities which cause the soil contamination in pre-construction and operation stages. Waste P D No impact is expected in pre-construction stage. C B- It is expected that the Project will generate the construction waste in the construction stage. O D The waste generated from the facilities associated to the new transportation system will be managed according to the Pakistan regulations and guidelines concerned, then it is not expected to cause the serious impacts. Noise and P D No impact is expected in pre-construction stage. vibration C B- Some impacts of noise and vibration are expected due to the operation of the heavy equipment/ vehicles, although the expected impacts will be temporary during the construction stage. O B+/- It is expected that emission of noise and vibration will be reduced due to the modal shifting of transportation from passenger cars/ buses to the new transportation system. On the other hand, some impacts of noise and vibration are expected due to the train services in the operation stage, especially in the at-grade/ viaduct sections. Ground C C- The probability of ground subsidence is undeniable and dependent subsidence on the construction method to be employed and ground conditions. Further examination would be necessary according to the construction plan and findings of ground conditions. P,O D There are no project components or activities that may cause the ground subsidence in pre-construction and operation stages. Emanating odor P,C,O D There are no project components or activities that may cause the offensive odor. Bottom sediment P,C,O D There are no project components or activities that may cause the negative impacts on bottom sediment.

Appendix 5- 32

Karachi Transportation Improvement Project Final Report

Improvement of Freight-oriented Business Freight-oriented of Improvement

Business

Passenger-oriented of Improvement

Opportunities Improvement of Employment of Improvement

Improvement of Road/Railway Safety Road/Railway of Improvement

Facilities Other

Improvement of Railway/Bus Stations and Stations Railway/Bus of Improvement

Congestions Traffic of Improvement

Works Construction the to Related Localized Business Opportunities Business Localized

Works Construction the of Localized Employment Opportunities Employment Localized

Vibration and Noise Dust, of Emanation

Sidewalks/Road/Privately Owned Land Owned Sidewalks/Road/Privately

the on Entrances

Construction Works for Stations and Stations for Works Construction

Road Existing the of Diversion

of Construction Plants and Materials and Plants Construction of

Construction Stage Mobilization and Camp Work Areas, Stage Operation Preparation of the Construction the of Preparation

Filling of the Construction Works Construction the of Filling

and Cutting Moving: Earth

Preparation of the Construction Works Construction the of Preparation for Soil Vegetation/Top Clearing

Resettlement and Acquisition Land the study progresses.) study the

ronmental and Social Considerations –Blue Line– ronmental Meeting SH the to Participation

Project the on Information Survey/Study on the Project the on Survey/Study

Pre-construction Stage Pre-construction Overall Evaluation on the Project the on Evaluation Overall D D D D DD D D D D D D D D D D D D D D D DDDDDD D D D D D DDDDDD D D D D D D D D D DD D D D D D D DDDDDD D D D D D D D D D DDDDDD D D D D DD D D D D D D D D DD D D D D D D D D D DDDDDD D D DD D D D D D D D D D DDDDDD D D D D D D D D D DDDDDD D D D D D DDDDDD D D D D DD D D D D D D D D DD D D D D D D D D D DDDDDD D D DD D D D D D D D D D DDDDDD D D DD D D D D D D D D D DDDDDD D D D D D D D D D DDDDDD D D D D D DDDDDD D D D D DD D D D D D D D D D D D D D D D DDDDDD D D D D D DDDDDD C-C-C- C- C- C- C- C- C- C- C- C- C- C- C- D D D D D D D D D C- C- C- C- C- C- C- C- C- C+ D C+ D D B+ D B+ B+ B+ B+ B+ B+ B+ C+ B+ C+ D D C+ D D D D - - - D DDDDDD D B-D D D D D D C-D C-D D D D D DDDDDD D D DDDDDD C-D D C-D D D D B-D D D D D C-D B-D D DC-D DDDDDD B-D D D D D DDDDDD D D D D D D D D D DDDDDD B-B-D D D D DDDDDD D D D C-D DB-D D D B-B-B-D D C-D C-D DB-D D D D C-D C-D B+ D D D D D C- D C- C- D D D B+ B+ B+ D D D B+DDDDDDDDDDDDA+B+B+B+C+D C+DDDDDDDB-DDDDB+C+C+DDD + - C-C+C+B+DDDDD D D D D D D C-D C+D C-C-C-C+C+B+C+C+B+B+C+ C+DDDDDDDC-C-DDDC+DDC+C+D D C-D DC+D C-D C+/- D DB+DDDDD D D DB+DDDDD D B-D D D B-D D D D B-D D D D B-D D DB+/-DDDDD D D B-D C- D D D B-D B+/-DD DB+/-DD C-B+/-DD C- C- D D D D D D C+/- D D D

Activities Project her examination is needed, and the impact could be clarified as could be clarified the impact and examination is needed, her

Disaster to Natural Society rial Discharge Management Discharge rial

Table A5-3-6b Table Draft Scoping Matrix on the Envi

egative/Positive Changes egative/Positive Items ofItems the Environment Subject to N Effect on the Natural/Ecological Reserves and Sanctuaries and Reserves on the Natural/Ecological Effect Changes Climatic Localised Issues on the Global Warming Effect OdourEmanating Life on the Aquatic Effect Pollution and Bottom/Sludge Its on the Water Social Cohesion and Physical Continuity of the Local Communities Local of the Continuity Cohesion Physical Social and System Road Transportation Local Project of the Benefit Distribution of the Tradition Events Cultural and and on the Social Effect Effects on the Livelihood of the Local Communities of the Local on Livelihood the Effects General a. Disadvantaged and Physically b. Socially Women c. and Children d. Ethnic Minority Economic Activities on the Local Effect a. Industrial Areas Areas and Busines b. Commercial etc. Rights/Commons for Grazing on the Water Effect Communities of the Local Care Health and Hygiene Public of the Vulnerability/Resilience Traffic Safety Changes on the Land Use and the Landscape Conditions Geographical Conditions Geological Soil Erosion Faunal Ecology Ecology Flora on Ground Water Effects the etc) (River, Lakes, Body Water on the Surface Effect on the Coastal Environment Effect Changes Oceanographic Air Pollution Water Pollution Soil Pollution Indust and/or Waste Solid Noise and Vibration Settlement Ground Scale Large D : No or Negligible impact is expected. is impact : No or Negligible D A+/-: Significant positive/negative impact is expected. impact positive/negative Significant A+/-: 1 2 3 4 5 6 7 8 9

10 11 17 18 26 27 28 30 12 13 14 15 16 19 20 21 22 23 24 25 29 31 No.

is expected. impact positive/negative Relatively B+/-: unknown. is furt (A impact positive/negative C+/-: Extent of

Social Environment Social Environment Natural Pollution Legend:

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Karachi Transportation Improvement Project Final Report

3.2.3 Social Environment

(1) Green Line

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

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

iii) Operation and Maintenance Stage Upon completion of the construction works, where superstructure is constructed, shade will be casted over west to east side of streets. Thus the building alongside the corridor should be in most of the time of year in the shade as the alignment is general from east to west. (2) Brown Line

i) Pre-construction Stage BROWN LINE is generally following the existing road alignment from northwest to southeast on the eastern fringe of Karachi city. There will be a limited number of households directly affected. In places where stations are constructed, their entrances of either superstructure or substructure might be in need of land acquisition including a portion or entire building subject to demolition. Details are subject to further study on designing of stations.

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

iii) Operation and Maintenance Stage Upon completion of the construction works, depending on the locations, shade will be cased over west to east of the street following the movement of sun. These will probably be the advantage for the local people for which relatively cool living environment is created. (3) Red Line

i) Pre-construction Stage RED LINE is generally following the existing road alignment from east to west of southwest linking the eastern residential area to the centre of Karachi city. There will be a limited number of households directly affected in the area near downtown area. In places where stations are constructed, their entrances of either superstructure or substructure might be in need of land acquisition including a portion or entire building subject to demolition. Details are subject to further study on designing of stations.

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

iii) Operation and Maintenance Stage Upon completion of the construction works, depending on the locations, shade will be cased over north side of the street following the movement of sun. These will probably be the advantage for the local people for which relatively cool living environment is created. (4) Yellow Line

i) Pre-construction Stage YELLOW LINE is generally following the existing wide road running from east to northwest within the Korangi Industrial Area to the center of Karachi city. There will be a very few number of households directly affected in the area on the west side of Malir River. Details are subject to further study on designing of stations.

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

iii) Operation and Maintenance Stage Upon completion of the construction works, depending on the locations, shade of the elevated railway structure will be cased over north side of the street following the movement of sun. These will probably be the advantage for the local people as relatively cool living environment is created. On the other hand, permanent shading might cause interruption to the growth of plants along the street.

(5) Blue Line

i) Pre-construction Stage BLUE LINE is generally following the existing road alignment from northeast to southwest passing through the core of Karachi city. In the area near downtown relatively a number of households/shops would become directly affected. In places where stations are constructed, their entrances of either superstructure or substructure might be in need of land acquisition and a portion or entire building might become in need of demolition. Details are subject to further study on designing of stations.

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

iii) Operation and Maintenance Stage Upon completion of the construction works, where superstructure is made, shade will be casted over northwest to southeast side of streets. Thus the building alongside the corridor should be in the shade following the movement of the sun i.e. present living environment may be created. On the other hand growth of plants along side the street may be interrupted to some extent.

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4. Method of Evaluation for the Environmental Impacts on the Suggested Corridors

4.1 Natural Environment

4.1.1 Current Environmental Conditions

Referring to the above individual matrixes, Air quality, Noise and Vibration and Tree clearing are selected as the index in order to compare the corridors on the point of natural environmental aspect. As for these three parameters, positive/negative changes or impacts are examined in all proposed corridors.

The current air pollution and noise will be improved by mass transportation system during the operation phase. Tree clearing will be made during the construction stage. Although there are some possibilities of positive/negative impacts for other environmental parameters during construction/operation phase, it is difficult to compare the influence of the construction impacts by other items at this study stage because construction method and location have not been determined.

As for the impact for underground environment in the case of underground construction works, extent of positive or negative impact is unknown. A further examination, which is based on more detail project description, is needed. The impact will be clarified as the study progress in the next stage.

4.1.2 Assessment on the Current Environmental Conditions within the Study Area

(1) Air Quality

Air pollution has emerged as a major ecological problem. Automobile exhaust, industrial emissions, open burning of garbage, domestic and commercial fuel source are increasing. Table A5-4-1 shows the air quality of 31 locations. The survey was conducted by the past studies of mass transit development projects.

In “Feasibility Study & Development of Transportation Control Plan (TCP) of Karachi Metropolis (2007)” during the year 2005 – 2006, the sampling and measurement was conducted at 26 locations. These locations were on the major roads in Karachi.

In Special Assistance for project formation for Karachi Circular Railway (KCR) Project (2009 JICA) during the year 2008, the measurement was conducted at 5 locations. These locations were near the proposed KCR stations.

Values of the concentration of NOx and CO of the above studies are higher than National Environmental Quality Standards (NEQS) limits while SO2 concentration is much lower at all monitored locations for TCP project. PM10 concentration is also higher than NEQS except in two locations.

Equally, CO and PM 10 concentrations of KCR project are higher than NEQS limits but at only two locations. This result shows that the road traffic has produced relatively high pollution levels along city roads in general.

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Table A5-4-1 Air Quality at Monitored Locations S/N Project Location SO (ppb) NOx(ppb) 3 3 2 CO(μg/m ) PM10(μg/m ) No. Ave Max Min NEQS Ave Max Min NEQS Ave Max Min NEQS Ave Max Min NEQS No. 1 TCP-1 Sohrab Goth 22 39 18 46 111 237 28 75 7 13 3 4 309 460 81 200 No. 2 TCP-2 Karimabad 22 39 12 （80μg/m3) 84 195 20 （80μg/m3) 5132（5mg/m3) 289 435 78 Annual No. 3 TCP-3 Liaquatabad # 10 14 28 18 Annual 127 215 32 Annual 71338hours 287 428 148 Average No. 4 TCP-4 Tin Hatti 28 20 6 Average 120 214 15 Average 7142Average 212 352 40 No. 5 TCP-5 Gru Mandir 20 42 21 115 241 32 5 11 2 287 429 148 No. 6 TCP-6 Old Numaish 20 31 10 119 196 35 7 12 2 159 315 46 No. 7 TCP-7 Garden Road Interaction 20 27 12 132 235 32 8 14 4 221 470 67 No. 8 TCP-8 Tibbet Center 20 26 15 119 196 30 8 14 2 309 469 98 No. 9 TCP-9 Maulvi Musafir Khana 20 32 12 79 196 37 6 13 1 248 480 150 No. 10 TCP-10 Merewether Tower 26 39 13 139 230 30 9 15 2 288 428 148 No. 11 TCP-11 Ziauddin & Chundrigar Road Intersection 25 34 15 120 240 23 7 11 3 228 415 94 No. 12 TCP-12 Burns Road 27 40 13 127 239 21 7 16 2 222 405 53 No. 13 TCP-13 Garden Road and Preedy Street Intersection 23 40 11 99 226 23 6 16 2 268 453 95 No. 14 TCP-14 Empress Market 22 36 15 79 232 20 9 15 2 239 426 74 No. 15 TCP-15 Metropole Hotel 22 34 14 119 233 35 6 10 3 210 326 45 No. 16 TCP-16 F&T Center 24 38 13 154 240 32 9 16 2 287 465 105 No. 17 TCP-17 Teen Talwar 21 30 13 123 214 28 8 14 1 223 475 132 No. 18 TCP-18 Sunset Boulevard and Road Intersection 20 27 12 131 235 32 8 14 4 228 415 93 No. 19 TCP-19 Korangi Road & Bypass 22 36 15 79 232 20 10 15 2 248 480 149 No. 20 TCP-20 Dirgh Road Station 24 36 16 93 222 20 8 14 2 229 469 90 No. 21 TCP-21 Karachi Port Trust (KPT) 25 34 16 139 260 20 9 13 4 184 441 97 No. 22 TCP-22 Mauripur Road 25 32 18 96 230 28 7 12 3 233 451 64 No. 23 TCP-23 Gul Bai Intersection 23 34 14 98 247 20 7 13 4 309 460 81 No. 24 TCP-24 Nazimabad 24 35 18 88 237 27 6 12 3 210 490 135 No. 25 TCP-25 North Nazimabad 25 40 18 90 231 20 7 16 2 234 375 49 No. 26 TCP-26 Gushan Chorangi 24 39 13 120 190 30 8 13 3 289 436 78 No. 2７KCR-1 Baldia near Gulbai 24 34 12 35 45 21 4 5 3 181 241 123 No. 28 KCR-2 Chaniser Halt 19 31 6 36 48 18 3 4 1 170 230 130 No. 29 KCR-3 Depot Hill near Drigh Road 26 39 12 38 52 19 6 7 5 167 240 126 No. 30 KCR-4 North Nazimabad 19 34 7 34 47 14 3 4 2 163 236 126 No. 31 KCR-5 Waizir Mansion 12 28 19.6 15 40 27 1 6 3 221 287 155

Source: Feasibility Study & Development of Transportation Control Plan of Karachi Metropolis (2007) , Special Assistance for project formation for Karachi Circular Railway Project (2009 JICA), Illustration by the JICA Study Team Note: Gray highlight means the over concentration of National Environmental Quality Standards (NEQS).

Appendix 5- 37

Karachi Transportation Improvement Project Final Report

oject formation for Karachi oject formation achi Metropolis (2007) , Special Assistance for pr achi Metropolis (2007) , Special Assistance for Illustration by the JICA Study Team Team Study JICA by the Illustration Figure A5-4-1 Monitored Corridors of Air Quality opment of Transportation Control Plan of Kar Plan of Control Transportation opment of Circular Railway Project (2009 JICA), Circular Railway Project (2009

Study & Devel Source: Feasibility

Appendix 5- 38

Karachi Transportation Improvement Project Final Report

(2) Noise

Noise pollution from vehicles is also serious problem in Karachi city, especially in residential areas. Major contributors to the noise pollution are the use of vehicle horns, removal of silencers on exhaust pipe of rickshaws, high volume of traffic especially heavy vehicle and poorly maintained vehicles. Table A5-4-2 shows the Noise level of 37 locations, which were conducted by the previous studies as mentioned by the above section. In TCP project, the sampling and measurement was conducted at 26 locations. In KCR project, the measurement was conducted at 11 locations.

Noise levels of almost of all locations for TCP project are exceeding NEQS. It recommends for noise level in the living environment and industrial area at around 75 dB during daytime. The noise level data suggest that the vehicular traffic is the main source of noise pollution.

Table A5-4-2 Noise Level at Monitored Location

S/N Project Location dB(A) S/N Project Location dB(A) No. Ave Max Min NEQS No. Ave Max Min NEQS No. 1 TCP-1 Sohrab Goth 79 85 69 75 No. 20 TCP-20 Dirgh Road Station 79 90 65 75 No. 2 TCP-2 Karimabad 82 94 67 No. 21 TCP-21 Karachi Port Trust (KPT) 74 86 64 No. 3 TCP-3 Liaquatabad # 10 76 81 71 No. 22 TCP-22 Mauripur Road 76 96 58 No. 4 TCP-4 Tin Hatti 76 83 69 No. 23 TCP-23 Gul Bai Intersection 79 85 69 No. 5 TCP-5 Gru Mandir 76 81 71 No. 24 TCP-24 Nazimabad 77 89 64 No. 6 TCP-6 Old Numaish 75 80 70 No. 25 TCP-25 North Nazimabad 76 88 64 No. 7 TCP-7 Garden Road Interaction 78 82 73 No. 26 TCP-26 Gushan Chorangi 82 94 67 No. 8 TCP-8 Tibbet Center 81 86 75 No. 2７KCR-1 Star Gate Halt Station 43 54 30 75 No. 9 TCP-9 Maulvi Musafir Khana 80 99 68 No. 28 KCR-2 Drigh Colony Station 54 81 30 No. 10 TCP-10 Merewether Tower 76 81 70 No. 29 KCR-3 Drigh Road Station 59 80 35 No. 11 TCP-11 Ziauddin & Chundrigar Road Intersection 78 85 70 No. 30 KCR-4 Air Force Halt Station 47 68 44 No. 12 TCP-12 Burns Road 80 90 68 No. 31 KCR-5 Karsaz Station 31 32 31 No. 13 TCP-13 Garden Road and Preedy Street Intersection 77 88 71 No. 32 KCR-6 Chanesar Station 51 58 42 No. 14 TCP-14 Empress Market 79 85 74 No. 33 KCR-7 Karachi Cantt Station748163 No. 15 TCP-15 Metropole Hotel 80 91 69 No. 34 KCR-8 Karachi City Station427631 No. 16 TCP-16 F&T Center 78 89 68 No. 35 KCR-9 Near Hospital 72 85 70 No. 17 TCP-17 Teen Talwar 79 82 70 No. 36 KCR-10 Shershah 73 88 60 No. 18 TCP-18 Sunset Boulevard and Gizri Road Intersection 78 85 70 No. 37 KCR-11 Nipa 61 - - No. 19 TCP-19 Korangi Road & Baloch Colony Bypass 80 99 68

Source: Feasibility Study & Development of Transportation Control Plan of Karachi Metropolis (2007) , Special Assistance for project formation for Karachi Circular Railway Project (2009 JICA), Illustration by the JICA Study Team Note: Gray highlight means the over concentration of National Environmental Quality Standards (NEQS) during daytime at the industrial area

Appendix 5- 39

Karachi Transportation Improvement Project Final Report

for oject formation

pr , Special Assistance for (2007) achi Metropolis

Corridors of Noise Level

Team Study JICA by the CA), Illustration

A5-4-2 Monitored Figure

Kar Plan of Control Transportation lopment of

Railway Project (2009 JI Karachi Circular

& Deve Source: Feasibility Study

Appendix 5- 40

Karachi Transportation Improvement Project Final Report

(3) Vibration

In Pakistan, there is no current situation data of vibration. There is no regulation about vibration.

(4) Water quality

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

Table A5-4-3 Water quality at Monitored Location

No. 1 No. 2 No. 3 No. 4 No. 5 Japanese KCR-1 KCR-2 KCR-3 KCR-4 KCR-5 Environmental No. Parameter Unit Orangi Nala Gujjar Nala Lyari River Near Site Near Wazir Quality near HinoPak near Musa near Avenue Mension Standard Motors Colony Ghariabad 1 PH - 7.8 8.5 9 8.5 9.5 6.0-8.5(only for river water) 2 Alkalinity mg/l 80 88 98 85 108 less than or equal to 10 (only for 3 BOD mg/l 173 230 29.5 240 250 river water) less than or equal to 8 (only for 4 COD mg/l 208 200 230 210 230 Sea Water) less than or equal to 100 (only 5 TSS mg/l 410 474 535 425 630 for river water) 6TurbidityNTU>5>5>5>5>5 7 TDS mg/l 908 1128 1278 1462 1462 8 Oil &Grease mg/l 0.98 1 0.76 1.2 1.2 0(only for Sea Water) Source: Special Assistance for project formation for Karachi Circular Railway Project (2009 JICA), Illustration by the JICA Study Team Note: There is no environmental standards regarding water quality in Pakistan.

Appendix 5- 41

Karachi Transportation Improvement Project Final Report

dy Team Corridors of Water quality of Water Corridors ation for Karachi Circular Railway Project (2009 JICA), Illustration by the JICA Stu Figure A5-4-3 Monitored Figure Source: Special Assistance for project form

Appendix 5- 42

Karachi Transportation Improvement Project Final Report

(5) Climate

The air temperatures in Karachi are generally high throughout the year. Highest temperatures occur in May and October. Rainfall in Karachi is extremely low. Heaviest rainfall occurs in July and August during monsoon. The annual rainfall in this area is less than 250millimeters. The temperature and rainfall records at Karachi Airport are shown in Figure A5-4-4.

Source: Pakistan Meteorological Department, , Illustration by the JICA Study Team Figure A5-4-4 Temperature and Rainfall 2009 in Karachi Airport

(6) Protected Areas, Ecosystem and Plant Ecology

Karachi city is largest industrial center in Pakistan and has already been developed region. As for plant in the city, trees are planted in the park, roadside and green belt.

There are mangrove areas and wet lands outsides of the project area that are protected as natural resources. Mangrove is on the coast in the south side of Karachi. Wetland is located near Hub Dam, which is in the northeast of Karachi and far from project area. There is no area necessary to protect or being protected as valuable area of ecosystem or conservation area directly affected by the project implementation.

(7) Others

Vehicle traffic has increased significantly in recent years, far exceeding the carrying capacity of the Karachi’s road. Heavy traffic jam causes ever-worsening air pollution, and serious public health concerns such as asthma and respiratory ailments. Traffic safety and negative impacts on urban ecology such as early senescence and dwarfing of trees are also of concern.

4.1.3 Methods for Initial Environmental Evaluation

(1) Methodology

Method for initial environmental evaluation is suggested as follows:

i) The environmental monitoring data near, around or along each corridor is collected in order to verify the current environmental conditions; ii) Comparison with the NEQS;

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iii) Comparison between the different monitoring locations; and iv) Outline to examine the influence of the project implementation.

(2) Noise and Vibration

There is no viable data on noise and vibration that is possible to make use of for IEE study. Thus assumption is made as follows:

i) Heavy railway carriage operated for LRT corridor should cause more noise and vibration than BRT corridors that use lighter body of buses. This depends much on the ground conditions; ii) Among LRT corridors, the level of noise and vibration is assumed the same; and iii) Among BRT corridors, the level of noise and vibration is assumed the same. Thus, BRT corridors should cause less environmental impacts in terms of noise and vibration level. However, among BRT corridors that emanate less noise and vibration than LRT corridors, selection of one particular corridor is not possible based on the level of noise and vibration.

(3) Trees Planted on the Greenbelt and Road Side

Trees planted on the green belt or on the road side along LRT corridors and BRT corridors differ from one place to the other. However, the following assumption is made:

i) Among LRT corridors, all the trees planted on the green belt have to be clearing during as elevated and underground sections are constructed; ii) Among BRT corridors, trees on the green belt or road side are selectively cut down at the construction site for bus stop; and iii) All of the trees are replanted upon completion of the construction works. As above, environmental impacts in terms of the number of trees subject to fell in the case of the implementation of BRT corridors is much smaller than the case of LRT implementation. However, among BRT corridors, selection of one particular corridor is not possible based on the number of trees subject to felling unless otherwise detailed tree felling plan based on the detailed alignment of such corridor is made.

4.2 Basic Information Collection for Social Environment Analysis

4.2.1 Socio-economic Baseline Survey

1) Long list of the local consulting firms is made by CDGK on 25th November, 2010; 2) For the long-listed 32 local consulting firms, letters containing a form of the Expression of Interest for the socio-economic baseline survey have been sent out on 1st December, 2010; 3) Schedule of the selection process is as follows: i) Attached form should be validly filled in and returned to the address below by ordinary post or via e-mail using PDF file of your documents not later than December 8th, 2010 ii) Based the validity of the expression of interest, short-listed consulting firms will be informed via e-mail for those indicated their e-mail address on the attached form not later than December 15th, 2010. iii) Invitation for bidding shall be sent out on December 18th, 2010. iv) Deadline for bidding shall be January 5th 2011 followed by contract negotiations.

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Successful local consulting firm should commence the socio-economic baseline survey from 10th January 2011 and complete 10th April 2011.

4.2.2 Parameters of Socio-economic Baseline Survey

Parameters of the social environment study are maintained at the level of IEE study. Contents of data gathering on the socio-economic baseline survey are indicated in Table A5-4-4. Based on these data and the result of interview survey, social impact assessment is carried out in order to select a corridor for feasibility study.

Table A5-4-4 Contents of the Study on Socio-economic Baseline Survey

Items Target Area Data 1.Social 1-1. Settlement All the - List the towns and union councils within Karachi Conditions & Social township and and its administrative structure that are affected by Structures Union Council the Project. that fall into the - Decision making process and administrative selected system in each level of local government structure corridors - Administrative practice of land acquisition in Karachi, laws and regulations related to the land acquisition as well as to the cost-bearing system and arrangement of compensation and rehabilitation for the PAPs that may result of the implementation of the Project - Observation of the non-titled residents occupying right of way of the passenger transportation corridors including kachi abadis, if any such area would become a part of the right of way. 1-2. Census All the Carry out 10-100 households survey per corridor in data in township and order to obtain approximate baseline of the socio- each Union Council economic conditions along each passenger township that fall into the transportation corridors and analyze the following and Union selected parameters: Council corridors - Social/economic indicators of census, including population by age and sex - Occupational structure by each sector of economy - Rates of marginal workers - Slum population including the distribution of kachi abadis, if any such area would become a part of the right of way. - Educational level - Literacy rate - Poverty level 1-2. Census All the - Disabled population data in each township and - Types of religions township and Union Council - Ethnic minorities, indigenous peoples, tribes, etc. Union Council that fall into the and other social indicators as appropriate to selected evaluate local community’s situation in union corridors council level. 1-3.Land Use All the Town - Governmental land use plan Patterns and Union - Land use by category within township and union Council that fall council into the selected

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corridors 1-4.Infrastruct All the Town - List the locations of the following facilities at ure and Public and Union union council level: Facilities Council and a. Industrial facilities that fall into the b. Medical facilities transportation c. Educational facilities corridors d. Cultural and religious facilities, including shrines, sacred sanctuaries, sacred centres, archaeological sites etc. 1-5.Cultural All the Town - Name and geographical locations of natural and Heritage and Union cultural heritage area Council that fall - Its anecdotes into the selected corridors 1-6. Public Concerned - Morbidity of epidemic disease in each town Hygiene and Town and - Morbidity of infectious diseases such as Safety Union Council HIV/AIDS in each district - Number of accidents occurred on the railway and road (including the cases animals are involved if applicable) 2. Legal 2-1.Procedure Laws and - Organizational structure concerning EIA and of EIA regulations of implementation in the Government of Pakistan Institutional the Government - Laws and regulations concerning implementation Aspect of Pakistan of social impact assessment in Pakistan - Procedures of verification and approval of the report on SOSE as well as RAP

3) Stakeholder Meeting Stakeholder meeting has to be carried out in order to disseminate information the contents of Master Plan of the Project. Venue and timing of the meeting would have to be subject to further elaboration. However, the following is considered important to bear in mind as stakeholder meeting is planned:

i) Explain the result of overall and entire corridor study by one of JICA Study Team members; ii) Three locations are selected in order to elicit the opinions considered as average opinions of the participants on the public transportation system in Karachi; iii) Approximately 100 participants should be invited to each meeting; iv) The result should be taken into consideration of the overall corridor study if comments made by the participants are considered valid; and v) The result should also be taken into consideration of which a corridor is selected for feasibility study in the light of its importance in terms of the views on public transportation system. Results are incorporated into the social impact assessment.

4.3 Social Impact Assessment

4.3.1 Framework of Social Impact Assessment

Analyzing impact equity, who gains and who loses from the Project, is central theme to the SIA process. Normally, emphasis will be given to identifying and mitigating adverse impacts. These impacts should be specified and reported for each corridor, both LRT and BRT. In this regard,

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particular attention should be given to highlighting adverse impacts on people who are sensitive or vulnerable that is by reason of age, gender, ethnicity, caste, poverty or other factors.

4.3.2 Steps of the SIA Process

In general the following SIA process is carried out:

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

4.3.3 Methods for Predicting Social Impacts

Method for predicting social impacts varies from one project to the other depending on the combination of the nature of project and the existing natural and social conditions. Thus a combination of the following methods will have to be used:

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

Appendix 5- 47

Karachi Transportation Improvement Project Final Report

5. Result of the Evaluation of Profile of the Natural Environment

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

Table A5-5-1 Evaluation of the Profile of Environment Items Green Line Brown Line Red Line Yellow Line Blue Line

Project Corridor Length 18.0km 100% 18.6km 100% 13.7km 100% 16.1km 100% 17.6km 100%

Outline Elavated 14.2km 79% 18.6km 100% 11.3km 82% 16.1km 100% 8.9km 50%

Transition 0.5km 3% 0.0km 0% 0.5km 4% 0.0km 0% 0.5km 3%

Under Ground 3.3km 18% 0.0km 0% 1.9km 14% 0.0km 0% 8.3km 47% a) The Length of the existing Situation 18.0km 100% 18.6km 100% 13.7km 100% 16.1km 100% 17.6km 100% road according to the width of Project Site No Road 0.1km 1% 0.2km 1% 0.0km 0% 0.4km 2% 0.0km 0%

Under 29m 0.0km 0% 2.8km 15% 0.0km 0% 2.7km 17% 3.5km 20%

30m- 3.0km 17% 2.7km 15% 1.6km 12% 1.7km 11% 2.6km 15%

40m- 0.0km 0% 0.0km 0% 3.9km 28% 5.2km 32% 1.1km 6%

Over 50m 14.9km 83% 12.9km 69% 8.2km 60% 6.1km 38% 10.4km 59% b) Land Use/Location desined as 18.0km 100% 18.6km 100% 13.7km 100% 16.1km 100% 17.6km 100% Corridors area

Park/Private 0.1km 1% 0.2km 1% 0.0km 0% 1.1km 7% 0.1km 1%

Service Road 8.3km 46% 2.2km 12% 1.0km 7% 0.0km 0% 3.3km 19%

Center of the existing road 9.5km 53% 13.5km 72% 12.7km 93% 11.4km 71% 14.0km 80%

River/Field 0.1km 1% 2.8km 15% 0.0km 0% 3.7km 23% 0.2km 1%

c) Number of Crossing Structure 29514

Existing Fry Over 15403

Rail (KCR) 14111

d) Crossing River/Canal

Number of Crossing River 0402 1

Total Length 0m 350m 0m 950m 100m

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

Nawab Siddique Rashid University M.A. Jinnah 152,445 131,146 126,391 151,674 Ali Khan Rd 2 Minhas Road Road Rd. Rashid University Sh-e- Kh-e-SherShah 134,184 121,997 97,973 129,760 Minhas Road Road Pakistan g) Environment situation Upper:Min-Max, Lower:Ave. 88-115 ppb 93-111 ppb 119-120 ppb 79-154 ppb 79-139 ppb NOx(NEQS: 75ppb) 98 ppb 102 ppb 119 ppb 117 ppb 113 ppb 3 3 3 3 3 3 210-287 μg/m 229-309 μg/m 159-309 μg/m 247-287 μg/m 159-309 μg/m PM10(NEQS: 200μg/m ) 244 μg/m3 269 μg/m3 252 μg/m3 268 μg/m3 265 μg/m3 Noise Level (NEQS: 75-76 dB 79 dB 75-81 dB 78-80 dB 75-82 dB 75dB Day time,Industrial 76 dB 79 dB 78 dB 79 dB 78 dB Note: -The percentage of each item indicates the percentage to the total length of corridor. -Traffic volume data indicates top 3 of survey result on the corridor. Souce is "Karachi Master Plan 2020". -Environmment situation data indicate Min-Max of the measure at the several spots. Source is "Feasibility Study & Development of Transportation Control Plan of Karachi Metropolis (2007)" Source: JICA Study Team

Appendix 5- 48

Karachi Transportation Improvement Project Final Report

Various conditions that it should be considered in advance of the construction period is shown in Table A5-5-2, and its evaluation result is shown in Table A5-5-3.

Table A5-5-2 Conditions Considered During Construction Period Items The Length of the The Length of The number and the The length of under The length of existing road whose designed area in the length of crossing ground sector Planted Tree belt width is under 30m private land / the rivers/canals Rank Service road Blue Green Brown 4points Blue Red 1 3.5km 8.3km 8.3km 11.2km Line Line Line (350m) Line Line

Brown Blue Yellow 2points Green Brown 2 2.8km 3.3km 3.3km 10.8km Line Line Line (950m) Line Line

Yellow Brown Blue 1point Red Green 3 2.7km 2.2km 1.9km 6.7km Line Line Line (100m) Line Line

Green Red Green Brown Blue 4 0.0km 1.0km 0 0.0km 4.3km Line Line Line Line Line

Red Yellow Red Yellow Yellow 5 0.0km 0.0km 0 0.0km 4.0km Line Line Line Line Line Related Environm Air Pollution, Air Pollution, Water pollution Soil Waste Cutting Trees ental Noise and Vibration Noise and Vibration Parameter Source: The JICA Study Team

Table A5-5-3 Evaluation of the Conditions Considered During Construction Period Items The Length of the The Length of Traffic value of Air pollution Noise existing road whose designed area in the existing road (Comparison with (Comparison with width is under 30m private land / (24hours-maximam) NEQS) NEQS) Rank Service road Blue Green Green Green Green 1 3.5km 8.3km 172,294 Over Over Line Line Line Line Line Brown Blue Blue Brown Brown 2 2.8km 3.3km 155,721 Over Over Line Line Line Line Line Yellow Brown Brown Red Red 3 2.7km 2.2km 141,217 Over Over Line Line Line Line Line Green Red Red Yellow Yellow 4 0.0km 1.0km 135,052 Over Over Line Line Line Line Line Red Yellow Yellow Blue Blue 5 0.0km 0.0km 38,550 Over Over Line Line Line Line Line Related Air pollution Environm Air pollution Air pollution Noise Air Pollution Noise ental Noise Noise GHG Parameter Source: The JICA Study Team

Appendix 5- 49

Karachi Transportation Improvement Project Final Report

APPENDIX – 6 ECONOMIC AND FINANCIAL CASH FLOW

1. Economic Cash Flow

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

Appendix 6 - 1 Karachi Transportation Improvement Project Final Report

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

Appendix 6 - 2 Karachi Transportation Improvement Project Final Report

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

Appendix 6 - 3 Karachi Transportation Improvement Project Final Report

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

Appendix 6 - 4 Karachi Transportation Improvement Project Final Report

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

Appendix 6 - 5 Karachi Transportation Improvement Project Final Report

2. Financial Cash Flow

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

Appendix 6 - 6 Karachi Transportation Improvement Project Final Report

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

Appendix 6 - 7 Karachi Transportation Improvement Project Final Report

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

Appendix 6 - 8 Karachi Transportation Improvement Project Final Report

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

Appendix 6 - 9 Karachi Transportation Improvement Project Final Report

Table A6-2-5 Financial Cash Flow of Yellow Line Yellow Line Rs. Million ConstructioRolling Capital O&M Fare Other Revenue Cash Year stock Cost Revenues Flow (a) (b) (c)=(a)+(b) (d) (e) (f) (g)=(e)+(f) (g)-(c)-(d) 2015 11,800 11,800 -11,800 2016 15,452 15,452 -15,452 2017 20,603 20,603 -20,603 2018 25,754 10,798 36,551 -36,551 2019 30,905 10,798 41,702 -41,702 2020 340 340 1,906 4,576 458 5,033 2,787 2021 340 340 1,941 4,698 470 5,168 2,886 2022 340 340 1,977 4,820 482 5,302 2,985 2023 340 340 2,012 4,943 494 5,437 3,085 2024 340 340 2,047 5,065 507 5,572 3,184 2025 340 340 2,083 5,188 519 5,706 3,283 2026 340 340 2,118 5,310 531 5,841 3,383 2027 340 340 2,153 5,432 543 5,976 3,482 2028 340 340 2,188 5,555 555 6,110 3,581 2029 340 340 2,224 5,677 568 6,245 3,681 2030 2,259 5,800 580 6,380 4,121 2031 2,259 5,800 580 6,380 4,121 2032 2,259 5,800 580 6,380 4,121 2033 2,259 5,800 580 6,380 4,121 2034 2,259 5,800 580 6,380 4,121 2035 2,259 5,800 580 6,380 4,121 2036 2,259 5,800 580 6,380 4,121 2037 2,259 5,800 580 6,380 4,121 2038 2,259 5,800 580 6,380 4,121 2039 10,798 10,798 2,259 5,800 580 6,380 -6,677 2040 10,798 10,798 2,259 5,800 580 6,380 -6,677 2041 340 340 2,259 5,800 580 6,380 3,780 2042 340 340 2,259 5,800 580 6,380 3,780 2043 340 340 2,259 5,800 580 6,380 3,780 2044 340 340 2,259 5,800 580 6,380 3,780 2045 340 340 2,259 5,800 580 6,380 3,780 2046 340 340 2,259 5,800 580 6,380 3,780 2047 340 340 2,259 5,800 580 6,380 3,780 2048 340 340 2,259 5,800 580 6,380 3,780 2049 340 340 2,259 5,800 580 6,380 3,780 2050 340 340 2,259 5,800 580 6,380 3,780 2051 2,259 5,800 580 6,380 4,121 2052 2,259 5,800 580 6,380 4,121 2053 2,259 5,800 580 6,380 4,121 2054 2,259 5,800 580 6,380 4,121 2055 2,259 5,800 580 6,380 4,121 2056 2,259 5,800 580 6,380 4,121 2057 2,259 5,800 580 6,380 4,121 2058 2,259 5,800 580 6,380 4,121 2059 2,259 5,800 580 6,380 4,121 Source: Estimated in KTIP

Appendix 6 - 10