PAKISTAN MOTORWAY Executive summary: Pakistan has an extensive network of roads and highways, linking every big and small town. There are several highways like Grand Trunk Road between Lahore and Peshawar, Super Highway and National Highway linking Karachi with interior of Sindh and Punjab, Indus Indus Highway Highway linkin linking g Peshaw Peshawar ar with with the Southe Southern rn Punjab Punjab,, RCD Highwa Highway y linki linking ng Karachi with Quetta and on to Taftan (Pak-Iran border) and the Karakoram Highway joining Islamabad with Kashgar (China) through Abbottabad, Gilgit Hunza and Khunjrab Pass. A land mark has been achieved with the completion of Lahore-Islamabad motorway (M2) and Faisalabad-Pindi Bhatian Motorway (M3), which have opened some of the remote remote areas areas of Pakist Pakistan an for visito visitors. rs. Anothe Anotherr projec projectt of Motorw Motorway ay i.e. i.e. Islam Islamabad abad-Peshawar (M1) will be completed in near future. We find all types of public transport in Pakistan. Taxis, auto rickshaws, vans, tongas (horse & carriage) and mini-buses are used for traveling within the city/town/village limits, limits, whereas air-conditioned, air-conditioned, non air-condit air-conditioned ioned and deluxe type of buses, vans and coaches regularly ply between major cities and tourists destinations. The construction of motorways began in the early 1990s with the idea building a world class class road networ network k and to reduce reduce the load load off the heavil heavily y used used nation national al highway highwayss throughout the country. The M2 was the first motorway completed in 1998, linking the cities of Islamabad of Islamabad and Lahore Lahore.. In the past 5 years, many new motorways have opened up including the M1 M1,, M3 M3.. •
Total: 257,683 km •
Paved: 152,033 km (including 339 km of expressways)
•
Unpaved: 105,650 km (2001)
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Vehicles on road: 4.2 million vehicles 250,000 commercial vehicles (2004 estimate)
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Key considerations included: •
Transport network performance
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Accessibility and opportunity for public transport and other transport modes
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Local area accessibility and connectivity
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Social impact
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Environmental impact
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Engineering feasibility and construction staging
The criteria used to evaluate the options included: •
Motorway operations
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Sufficient through lane and interchange capacity
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Appropriate interchange and ramp spacing
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Motorway access only via interchanges with major roads
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High quality road design standards
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Operational efficiency
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Connections with the local road network
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Access to major centers
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Environmental impacts
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Social and amenity impacts
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Land use impacts; and
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Engineering feasibility and constructability •
•
•
•
•
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Motorway Moto rwayss of Pakist Pa kistan an:
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Pakistan Motorway Project is originally conceived by Mr. Muhammad Nawaz Sharif, Prime Minister of Pakistan, to provide a country wide link of limited access high speed highway highway to bring bring most most parts parts of the country country togeth together er which which could could result result in greate greater r economic growth, commercial activity and trade with ECO countries. It is envisaged that such a system of modern roads would enable Pakistan to step into the 21st century equipped with a first rate communication system. The Motorways of Pakistan are a network of high quality, international standard 'limited access' access' highwa highways ys in Pakist Pakistan, an, which which are mainta maintaine ined d and operat operated ed by the National Highway Authority. Pakistan's motorways are either six-lanes or four-lanes and are
'limited-access' with a minimum speed limit of 80 km/h and a maximum speed limit of 120 km/h. They have a central median and are fenced on the outside for safety and to prevent unauthorized access. In 2009, operational motorways in Pakistan had a combined length of 770 km.
Vision Statement: The vision of the motorway project is to provide a transportation system that allows anyone to go anywhere in the region easily and efficiently.
Mission Statement: The mission of the motorway project is to provide the public with a safe and efficient countywide transportation system. The system increases access and mobility, reduces congestion, congestion, improves improves the environment environment,, and supports supports economic economic development, development, thereby enhancing quality of life.
Introduction to M2 motorway (Pakistan): The The M-2 M-2 is a motorway in the Punjab province of Pakistan. Pakistan. It is 367 km long and connects Lahore with Islamabad. It passe passess thro through ugh Kala Kala shah shah kaku kaku,, Sheikhupura, Sheikhupura, Khanqah Dogran,Kot Dogran,Kot Sarwar, Pindi Bhattian, Salem, Lilla, Kot Momin, Kallar Kahar, Balksar, and Chakri before ending just outside the twin cities Rawalpindi and Islamabad. Islamabad.
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It then continues on to eventually become the M-1 motorway linking the twin cities with Peshawar . The M-2 crosses the junction of the M-3 (to Faisalabad) Faisalabad) at Pindi Bhattian. The M-2 was conceived by Prime Minister Nawaz Sharif in Sharif in his first term (1990-1993) and later inaugurated in 1997, during his second term. In late 2006, upgrades were made to the portion of the M-2 passing through the Salt Ranges due to increasing complaints of drivers. The upgrades included better marking of the road lines and increased size of road signs for easy visibility.
M-2 Title
Lahore-Islamabad motorway
Length
367 km
Type
Public
Direction
North-South
Start
Lahore
Primary destinations
Faisalabad, Sargodha, Sargodha , Rawalpindi
End
Islamabad
Location
Pakistan
Construction dates
1992 - 1997
Major junctions
M-3
Owner
NHA Pakistan
Cost
Rs. 30.5 billion.
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Composite Schedule of Rates: We have carried out a general revision of all prices unto January 2009 in consultation with leading manufacturers, supplier, and specialist contractors. In the absence of standard fix formula the best engineering knowledge and rate analysis practices are used to develop these rates. The variation in the proposed rates is anticipated in certain cases, which may be due to varying degrees / levels of productivity and price differences of various inputs at the regional level. The rates, rates, prices prices and output outputss includ included ed in the resour resources ces and unit unit cost cost calcul calculati ations ons,, includ including ing allowan allowances ces for wastag wastage, e, normal normal product productivi ivity ty and effici efficienc ency y are based based for roadwork roadwork and bridge bridge projects projects being carried out by NHA. The unit rates are average unit rates for a particular district and not project specific. The market can change very rapidly, which would obviously have an impact on the unit rates. It must be understood that main objective of the CSR is to provide a realistic reference base for preparing Cost Estimates / PC-I and Evaluation of Bids, for NHA projects. It is hoped that the CSR 2009, would serve as a Basic Engineer’s Estimate Reference Document for National Highway Authority, various Government Departments and the construction industry in general. Whilst all efforts are made to ensure the accuracy of the data and information used in updating the CSR , neither NHA or M/s Shabir Associates can in any way accept liability for loss of any kind resulting from the use of CSR made by any person, institution, company, department etc.
Route: The M-2 starts to the west of Lahore of Lahore,, at the Thokar Niaz Baig junction of N-5 (National Highway No. 5). Once it crosses the Ravi River , it diverges from the N-5 the N-5 (also known as GT or Grand Trunk Road) and heads west towards Sheikhupura Sheikhupura.. After passing the
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Sheikhupura Interchange Khanqah Dogran Interchange comes at a distance of 36 Km from the Sheikhupura Interchange. After once at Pindi Bhattian, it crosses the M-3 junction and turns north-west. It continues all the way to Kallar Kahar, where it enters the Salt Ranges. This stretch of motorway has been co nsidered the most dangerous road in all of Pakistan for its sharp turns. At certain points, the maximum speed of all vehicles must be 20 km/h. Once past the Salt Ranges, the M-2 turns north and ends just west of Rawalpindi at the junction between the Islamabad Link Road and the M-1 M-1.. The whole stretch of the M-2 consists of 6 lanes, and there are a number of rest areas along the route, with washroom and eating facilities.
National Highway Authority The National National Highway Highway Authority Authority is responsible responsible for building building and maintainin maintaining g highways highways and motorways in Pakistan. Pakistan. The objective of the NHA is to "plan, promote and organize programs for construction, development, operation, repairs & maintenance of National Highways, Motorways & strategic roads.
Scope of the Project: Recognizing the need for high quality road net work in the country, the Prime Minister of Pakistan inaugurated Pakistan Motorway Project covering the whole of country: from Peshawar to Karachi and Karachi to Gawadar and Karachi to Quetta and Quetta to Iran. The Lahore-Islamabad motorway will benefit Pakistan by improving the socio-economic condition of the country. Motorways cut journey times, halving the coach journey from Islamabad to
Lahore in Pakistan, and reduced fatal accidents to less than half the level of ordinary roads. One of scope this project is to make transportation quicker and easier for the people.
Cost of the Project: It was a massive project involving 3 major river bridges, 8 interchanges, 27 flyovers, 17 bridges on canal, 39 bridges on drains and 4 overhead railway crossing, 183 subways and cattle cattle creeps, creeps, 22 culverts culverts on canals and 73 culverts culverts on drains. drains. The project project was approved approved 6
by the National Highway Council headed by the Prime minister of Pakistan in 1992 with 60 percent financing by the Government of Pakistan and 40 percent financing through foreign loans. The project was completed in December 1997 at an estimated cost of Rs. 30.5 billion.
PAKISTAN ROAD SECTOR, CONTRIBUTION: Presently the Pakistan Road density of 0.32 km per esq. the total road network is nearly 2,580,000 km. Transport sector has accounted 20-25% of Federal PSDP in the recent years. Pakistan inland freight and passenger traffic has been growing at an average annual rate of 10.6% and 4.4% respectively during the ten year period between 1991 and 2001. Pakistan has about 4.2 million vehicles on the road, growing at about 8% annually. This includes about 250,000 commercial vehicles. NATIONAL HIGHWAY NETWORK National Highway Authority (NHA) is currently responsible for National Highways, Motorways and Strategic Roads. Length of the road network under the jurisdiction of NHA is approximatel approximately y 9,000 km and comprises primarily of strategic and principal arteri arterial al routes routes that that serve serve interinter-pro provin vincia ciall long long distan distance ce traffi traffic, c, includ including ing import important ant commercial cities and major freight terminals. Though, the length of National Highways is only 3.3% of the entire road network of the country but they carry more than 80% of the country's traffic. Pakist Pakistan’ an’ss nation national al road road transp transport ortati ation on syste system m mainly mainly depends depends on northnorth-sou south th links links because, the ports are in the south whereas the populous provinces of Punjab and NWFP are in the north. The two existing major north-south links are the Indus Highway (N-55) on the western bank of the Indus River and the G.T. Road (N-5) on the eastern bank. The bulk bulk of Pakist Pakistan’ an’ss commer commercial cial and indust industria riall activi activity ty is concent concentrat rated ed along along the N-5 corridor. NATIONAL HIGHWAYS MAINTENANCE NEEDS:
Present condition of road network of Pakistan can be termed as “poor” since the traveling condition of roads and highways has been below the acceptable condition. Results of pavement condition surveys conducted in 2005 reported 43% of the national to be having poor to very poor condition. The remaining will be lost in the near future if adequate 7
maintenance and rehabilitation actions are not taken in a timely and effective manner has NHA recently taken over major rehabilitat rehabilitation ion and maintenance maintenance projects through PSDP, PSDP, World Bank, ADB and Japan assistance. This will definitely reduce the maintenance backlog and maintenance requirements over the next 5-7 years and improve the ride quality of the roads. The recent HDM analysis carried out based on the maintenance progr program am taken taken over by NHA reveal revealss that that the average average mainte maintenanc nancee requir requireme ements nts of National Highways shall be to the tune of Rs 7.0 Billion per year for the next five years. This investment combined with other maintenance programs will result in a saving of over Rs 380 billion (NPV) in road transportation costs alone in the next five years. The net Toll revenue income of NHA is approximately Rs 4 billion per year which when combined with the MOF maintenance grant of about Rs 1 billion shall make NHA almost self sustaining in terms of maintenance financing for the next five years. However after five–seven years when the development and rehabilitation portfolio would have served its partial design life shall be burdening the maintenance financing. At that point in time NHA have to sort for other sources sources to fund maintenance maintenance or else it will be a compromise compromise on the network asset value.
THE ROAD MAINTENANCE ACCOUNT/FUND:
The National Highway Authority Act 1991, as amended in 2001, empowers NHA to benefit from the commercial use of roads and bridges entrusted to it. Under the Act, NHA is empowered to collect tolls on national highways. The Act also grants NHA the power to collect revenues from several other designated sources. Revenues collected from such sources are deposited into Pakistan’s dedicated Road Maintenance Account (RMA). The Road Maintenance Account was established to ensure a stable and secure source of maintenance and operations funding. NHA has framed rules for the RMA known as National Highways and Strategic Roads Maintenance Fund Account Regulations-2002. The RMA’s standard operating procedures describe inter-alias, maintenance categories, and util utiliz izat atio ion n of RMA RMA mone money. y. Howe However ver,, fund fundss from from the the fede federa rall Publ Public ic Sect Sector or Development Program may also be obtained in the case of major rehabilitation and improvement improvementss and if such funds are available. NHA has commenced implementation implementation of
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the fee-for-use concept on national highways and strategic roads under its jurisdiction. Tolls are being collected from road users on almost all major highways. NHA collects tolls directly or enters into a contract with an outside party (selected mostly through competitive bidding) for that purpose. If NHA collects tolls directly, all receipts are deposited on a weekly basis in a RMA revenue sub-account for the region from which they were collected. The regional general manager ensures the transfer of all toll money from the regional RMA revenue sub-account to the central RMA account within seven days of the beginning of every calendar month. In cases of collection through outside parties, the revenue transfer is made according to the contract signed between NHA and the concerned party. The operations and management unit of NHA ensures effective monitoring in both cases. The statement of receipts into RMA is prepared every month. The monthly statement includes a performance report containing a comparison with projected receipts and suggestions for improvement, if any. Twice a year, on the 10th of January and July, a consolidated account statement is made available to all the members and the Chairman of the Executive Board for budgeting purposes. Central and regional RMAs are reconciled on a regular basis. NHA has established tolling stations collecting tolls on almost all national highways and has started charging for the commercial use of right of way by collecting ground/approach rental charges. The policy guidelines for tolls and char charge gess for for the the comme commerc rcia iall use use of righ rightt-of of-w -way ay were were appr approv oved ed by the the NHA NHA Executive Board as an interim measure until the final approval is made. The Board has constituted a committee to finalize the policy for tolling and preservation/commercial use of right-of-way. It is expected that the total revenue generated for maintenance works in the financ financial ial year year 2005-06 2005-06 will will be about about PRs 4,310 millio million. n. The estima estimated ted fundin funding g requirement, determined through Highway Development and Management (HDM-IV) analysis, for the year will be PRs 7,000 million. Available total resources from different sources are expected to be as follows: •
Revenue receipts through RMA from all designated sources, PRs 4,730 million
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Government grants for maintenance, PRs 1,200 million
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Total resources vailable, PRs 5,930
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Shortfall, PRs 1,070 million
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Toll revenue is the primary contributor of RMA resources. The contributions of different sources into RMA are as follows: •
Toll plazas
: 92.0 per cent
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Weigh stations
: 1.5 per cent
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Right-of-way commercialization
: 1.2 per cent
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Hoardings/billboards
: 0.3 per cent
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Police fine collection etc.
: 5.0 per cent
The expenditures form the RMA cover the following maintenance categories: •
Routine, periodic and emergency maintenance
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Rehabilitation
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Geometric improvement and highway safety improvement
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•
New toll plazas and weigh stations Corridor management
NATIONAL HIGHWAYS DEVELOPMENT NEEDS:
Government of Pakistan (GOP) provides funds to National Highway Authority (NHA) through PSDP in the form of Cash Deposit Loan (CDL) to undertake development of road infrastructure in the country. NHA revenue, i.e. Road Maintenance Account (RMA) and GOP grant from Non-Development Budget combine to address maintenance needs of the NHA road network. Presently, NHA is required to implement a sizable program of expansion and improvement of its network to materialize the vision of making Pakistan and efficient and reliable International Transit Hub playing key role in the region. NHA fund requirement obviously has increased while the GOP resource remains limited. NHA has prepared future needs program for the next five years, i.e. from fiscal year 2006-07 to 2010-11. The current estimated NHA investment program in total amounts to some Rs 495 billion. The Govt. cum donor funded program amounts to Rs 399 billion, of which
some Rs 89 billion has already been expended up to June 2005. Rs 20 billion shall be expended this year and another Rs. 181 billion in the next 5 years. All this leaves Rs 109 billion to be utilized later on; NHA has learnt the lesson that if the financial sustainability
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of the program is not ensured then the portfolio needs to be revised on lower side. But the current development requirements are such that if the stated portfolio is not materialized in time then the country will loose most of its vision to become an International Transit Hub playing key role in the region. The above situation left no choice with the NHA except to maintain its portfolio and innovate to make it financially sustainable. While reviewing this question of financial sustainability the aspect of Cash Deposit Loan (CDL) which is equally important also came in the limelight. It was, therefore, felt prudent to attend to both simultaneously, so that in future such problems do not arise and NHA is able to achieve its targeted progress in planned time with 10% growth per year expected to come from non-development budget of GOP) for maintenance and cost. Before we enter into the proposal, we need to assess the availability of funds. The current year’s year’s PSDP stands at 20 billion Rupees and anticipatory anticipatory financial resource from NHA sources is expected around Rs 4.30 billion. GOP also allocates maintenance grants from non-development budget which currently is around Rs 1.00 billion. The funds requirement in current year is around Rs 25.00 billion for development and around Rs 7.00 billion (Rs 1.5 billion).
M2 TOLL RATES CRITERIA: Toll Rates during Construction Period (for full length of 367 km). Sr. No.
Vehicle Category
Rupees
1.
Car, Jeep, Taxi
15
2.
Wagon, Pickup, Mini Bus
25
3.
Coaster
25
4.
Bus
30
5.
Truck 2 Axle/ 3 Axle
60
6.
Articulated Multi Axle Trucks
125
Base Year Toll Rates (1st Year of motorway operation):
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Sr. No.
Vehicle Category
Rupees/km
1.
Car, Jeep, Taxi
0.412
2.
Wagon, Pickup, Mini Bus
0.588
3.
Coaster
0.882
4.
Bu s
1.324
5.
Truck 2 Axle/ 3 Axle
1.618
6.
Articulated Multi Axle Trucks
2.056
Base year toll rates (Rs. Per crossing): Sr. No.
Category vehicle type
Rupees
1.
Car, jeep, taxi
10
2.
wagon, pick up and mini bus
25
3.
Bu s
50
4.
Mini truck
50
5.
Truck to axle
100
6.
Truck 3 Axle
125
7.
Multi Axle Trucks/Trailer
150
8.
Tractor Trolley with Agriculture Good
25
9.
Trac Tracto torr Trol Trolle ley y with with Cont Contai aine ner/ r/in indu dust stri rial al good goodss
50
10.
Rickshaw (more than 2 persons)
10
Toll Escalation: 10% after every 3 years Toll Escalation: The maximum toll escalation factor that will be allowed in any year will
be calculated as (1+(r/100)), where: r is the annual rate of growth (%) in the General Consumer Price Index, over the most recent 12 month period for which statistics are available.
Benefits of the Projects:
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The Lahore-Islamabad motorway will benefit Pakistan by improving the socio economics condition of the country. The multidimensional benefits of the project ought to bring healthy, social, economic, geographical and cultural change according to the sources. The technologies available today offer a number of ways in which we can better manage traffic flows on our motorways, including the hard shoulder to traffic during congested periods, as seen on the M2. The also offer the potential to implement other innovative managed motorway solutions, such as various form of traffic segregation and access control. Further, into further, the infrastructure could support in vehicle communications with with roadsi roadside de equipm equipment ent and other other advance advanced d techno technolog logy y syste system m that that could could improv improvee driver information, traffic management and road safety.
Junctions Junc tions & Interch Int erchange angess: M-2 Motorway Westbound exits
Junction Eastbound exits 1
Lahore Link Road to Kala Shah Kaku and N-5
To Sheikhupura and Shahkot 2
To Gujranwala and N-5
M-3 to Faisalabad
To Khanqah Dogran and N-5
3
To Kot Momin and Sargodha 4
To Phalla,Gujrat and N-5
To Salam and Bhalwal
5
To Rasul, Kharian and N-5
To Lilla and Khushab
6
To Pind Dadan, Jhelum and N-5
To Talagang and Khushab
7
To Kallar Kahar, Chakwal, Chakwal, Sohawa and N-5
To Balkassar
8
To Mandra and N-5
To Pindi Gheb
9
To Chakri and N-5
Airport Link Road *
10
To Islamabad Link Road
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