1. TRAFFIC STUDY FOR KARACHI -
HYDERABAD MOTORWAY (M9)
Final Report
July, 2012

2. Traffic and Financial Analysis of Karachi – Hyderabad Superhighway (M-9)
FINAL REPORT [[
Table of Contents
TABLE OF CONTENTS
S. No. Description
List of Tables
List of Figures
1. Introduction
1.1 Background
1.2 Consultant’s Appointment
1.3 Scope of Work
2. Study Methodology
2.1 Project Description
2.1.1 History
2.1.2 Site Location
2.1.3 Key Features of the Highway
2.2 Study Methodology
3. Field Surveys
3.1 General
3.2 Selection of Survey Locations
3.3 Selection of Survey Types
3.3.1 Mid-Block Count Surveys
3.3.2 Turning Movement Count Survey
3.3.3 Origin Destination Surveys
3.3.4 Willingness to Pay Surveys
3.3.5 Occupancy Surveys
3.3.6 Travel Time Surveys
3.3.7 Road Condition Surveys
3.4 Vehicle Classifications for Survey
3.5 Survey Forms and Schedule
3.6 Survey Performance
3.6.1 Sampling
3.6.2 Survey Method
3.7 Data Quality Assurance
3.7.1 Pre-Survey Training Sessions
3.7.2 In-Field Quality Checks
3.7.3 Quality Checks During Data Entry
3.7.4 Logical and Consistency Checks
3.7.5 Data Processing
3.8 Mid-Block Count Surveys
3.8.1 Introduction
3.8.2 Summary of Traffic Counts
3.8.3 Annual Average Daily Traffic
3.8.4 Passenger Car Units (PCUs)
3.8.5 Characteristics by Survey Location
3.8.6 Peak Hour
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Table of Contents
TABLE OF CONTENTS
S. No. Description
3.9 Passenger Occupancy Surveys
3.9.1 Introduction
3.9.2 Analysis of Passenger Occupancy Survey
3.10 Travel Time Surveys
3.11 Willingness to Pay surveys
3.11.1 Introduction
3.11.2 Survey Performance
3.11.3 Data Processing
3.11.4 Analysis of Survey Results
3.12 Origin Destination Surveys
3.12.1 Introduction
3.12.2 Frequency by Trip Purpose
3.12.3 Trip Frequency by Time
3.12.4 Frequency by Commodity Type
3.13 Turning Movement Count Survey
3.13.1 Introduction
3.13.2 Analysis of Turning Movement Count
4. Demand Forecast & Modeling
4.1 Overview
4.2 Modelling Objectives
4.3 Modelling Approach
4.4 Development of Current OD Matrix (Year 2012)
4.4.1 Components, Structure and Development
4.4.2 Components of OD Matrix
4.4.2.1 Occupancy Data
4.4.2.2 Classified Traffic Volume Counts
4.4.2.3 Interview Data
4.4.3 Methodologyfor Developing Current OD Matrix
4.5 Traffic Analysis Zones
4.6 Network Development
4.7 Network Structure and Attributes
4.8 Capacity and Speed Relationship (QV)
4.9 Base Year (2012) Network
4.10 Network Calibration
4.11 Base Case Assignment
4.12 Traffic Growth Estimation
4.12.1 Setting Estimation Milestones
4.12.2 Developing OD Matrices for Future
5. Traffic Projections
5.1 Future Network Development:
5.2 Person Trip Estimations:
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Table of Contents
TABLE OF CONTENTS
S. No. Description
5.3 Future Assignments:
5.4 Future Projections:
5.4.1 Karachi – Kathore Section:
5.4.2 Kathore – Nooriabad Section:
5.4.3 Nooriabad - Hyderabad Section:
5.5 Overall Growth Rate Comparison
6. Capacity Analysis
6.1 Introduction
6.2 Limitations of Analysis
6.3 Existing Conditions Analysis
6.4 Future Conditions Analysis
6.4.1 Determination of Free Flow Speed (FFS)
6.4.2 Traffic Projections
6.4.3 Peak Hour Traffic
6.4.4 Volume to Capacity and LOS
7. Financial Projections
7.1 Assumptions
7.1.1 General Assumptions
7.2 Detailed Analysis
7.2.1 Toll & Non Toll Revenues
7.2.1.1 Revenues
7.2.1.2 Toll Revenues
7.2.1.3 Non Toll Revenue
8. Conclusions & Recommendations
8.1 Conclusions:
8.2 Recommendations:
Annexure
Annexure I: Survey Forms
Annexure II: Traffic Volume Count
Annexure III: Traffic Occupancy Count
Annexure IV: Passengers Travelling by Mode
Annexure V: Financial Projections
`
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Table of Contents
LIST OF TABLES
S. No. Description
Table 3.1 Survey Locations & Specifications
Table 3.2 Vehicle Classification for Surveys
Table 3.3 Survey Schedule
Table 3.4 Daily Traffic Volume by Direction
Table 3.5 Average Daily Traffic by Direction
Table 3.6 PCU Factors
Table 3.7 Peak Hour Traffic (PCUs)
Table 3.8 Passenger Occupancy Survey Locations
Table 3.9 Passenger Occupancy Survey Modes
Table 3.10 Average Occupancy by Class of Travel
Table 3.11 Travel Time Survey Results on Super Highway (Cars)
Table 3.12 Travel Time Survey Results on N-5 (Cars)
Table 3.13 Travel Time Survey on Super Highway (Freight)
Table 3.14 Willingness to Pay Survey Vehicle Categories
Table 3.15 Toll vs Diversion Curve for Cars (Super Highway vs M-9)
Table 3.16 Toll vs Diversion Curve for Cars (N-5 vs M-9)
Table 3.17 Toll vs Diversion Curve for Trucks (Super Highway vs M-9)
Table 3.18 Toll vs Diversion Curve for Trucks (N-5 vs M-9)
Table 3.19 Toll vs Diversion Curve for Public Transport (Super Highway vs M-9)
Table 3.20 Toll vs Diversion Curve for Public Transport (N-5 vs M-9)
Table 3.23 Toll vs Diversion Curve for Trailers (Super Highway vs M-9)
Table 3.24 Toll vs Diversion Curve for Trailers (N-5 vs M-9)
Table 3.25 OD Survey Locations
Table 4.1 Passenger’s travelling by different mode
Table 4.1a Base Year Person Trips by Vehicle Class
Table 4.1b List of TAZ IDs and Names
Table 4.1c Network Attributes for Highway Network
Table 4.2 QV Function for Road Types
Table 4.3 Actual Vs Modelled Daily Traffic Flows
Table 4.4 Milestone Years for M-9
Table 4.5 List of Projects & their Expected Impacts on M-9 in Milestones Years
Table 4.6 Growth Rates for TAZ Class 1
Table 4.7 Trip Generation Contribution in Base OD Matrix
Table 4.8 Adopted Growth Trip Rates by Mode by Milestone Year
Table 5.1 List of Interchanges along M-9
Table 5.2 Temporal Distribution of Person Trips in Future Years
Table 5.3 Temporal Variation of Traffic Volume between Karachi &Kathore
Table 5.4 Temporal Variation of Traffic Growth between Karachi &Kathore
Table 5.5 Temporal Variation of Traffic Volume between Kathore – Nooriabad Section
Table 5.6 Temporal Variation of Traffic Growth between Kathore – Nooriabad Section
Table 5.7 Temporal Variation of Traffic Volume between Nooriabad – Hyderabad
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Table of Contents
LIST OF TABLES
S. No. Description
Section
Table 5.8 Temporal Variation of Traffic Growth between Kathore – Nooriabad Section
Table 5.9 Growth Rate Comparison
Table 6.1 Level of Service Criteria Description as per HCM
Table 6.2 Freeway Level of Service Criteria as per HCM
Table 6.3 HCM Criteria for Lane Width Adjustment
Table 6.4 HCM Criteria for Left Shoulder Clearance Adjustment
Table 6.5 HCM Criteria for Number of Lanes Adjustment
Table 6.6 HCM Criteria for Interchange Density Adjustment
Table 6.7 Traffic Projections for Karachi-Kathore Section
Table 6.8 Traffic Projections for Karachi-Kathore Section in PCU
Table 7.1 Vehicle Classes
Table 7.2 Tolls Rates after M-9 Improvement
Table 7.3 Annualized Growth Rates
Table 7.4 Toll Rate Variation Over Concession Period
Table 7.5 Gross Toll Revenues
Table 8.1 Total Network Travel Demand
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Table of Contents
LIST OF FIGURES
S. No. Description
Figure 2.1 NHA Highways and Motorways Map
Figure 2.2 Steps in Performing Study
Figure 2.3 Model Development Approach
Figure 3.1 Field Survey Locations
Figure 3.2 Traffic Mix by Mode at SL-01
Figure 3.3 Hourly Traffic Variation at SL-01
Figure 3.4 Hourly Traffic Variation (PCU) at SL-01
Figure 3.5 Traffic Mix by Mode at SL-02
Figure 3.6 Hourly Variation at SL-02
Figure 3.7 Hourly Traffic Variation (PCU) at SL-02
Figure 3.8 Traffic Mix by Mode at SL-03
Figure 3.9 Hourly Variation at SL-03
Figure 3.10 Hourly Traffic Variation (PCU) at SL-03
Figure 3.11 Traffic Mix by Mode at SL-4
Figure 3.12 Hourly Variation at SL-04
Figure 3.13 Hourly Traffic Variation (PCU) at SL-04
Figure 3.14 Traffic Mix by Mode at SL-05
Figure 3.15 Hourly Variation at SL-05
Figure 3.16 Hourly Traffic Variation (PCU) at SL-05
Figure 3.17 Traffic Mix by Mode at SL-07
Figure 3.18 Hourly Variation at SL-07
Figure 3.19 Hourly Traffic Variation (PCU) at SL-07
Figure 3.20 Traffic Mix by Mode at SL-08
Figure 3.21 Hourly Variation at SL-08
Figure 3.22 Hourly Traffic Variation (PCU) at SL-08
Figure 3.23 Traffic Mix by Mode at SL-09
Figure 3.24 Hourly Variation at SL-09
Figure 3.25 Hourly Traffic Variation (PCU) at SL-09
Figure 3.26 Process for Developing Diversion Curves
Figure 3.27 Percent Diversion Curve for Cars (Super Highway vs M-9)
Figure 3.28 Percent Diversion Curve for Cars (N-5 vs M-9)
Figure 3.29 Percent Diversion Curve for Trucks (Super Highway vs M-9)
Figure 3.30 Percent Diversion Curve for Trucks (N-5 vs M-9)
Figure 3.31 Percent Diversion Curve for Public Transport (Super Highway vs M-9)
Figure 3.32 Percent Diversion Curve for Public Transport (N-5 vs M-9)
Figure 3.33 Percent Diversion Curve for Trailers(Super Highway vs M-9)
Figure 3.34 Percent Diversion Curve for Trailers (N-5 vs M-9)
Figure 3.35 Trip Purpose Frequency for Private Transport (Super Highway)
Figure 3.36 Trip Purpose Frequency for Private Transport (N-5)
Figure 3.37 Trip Frequency for Private Transport (M-9)
Figure 3.38 Trip Frequency for Private Transport (N-5)
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Table of Contents
LIST OF FIGURES
S. No. Description
Figure 3.39 Trip Frequency for Public Transport (M-9)
Figure 3.40 Trip Frequency for Public Transport (N-5)
Figure 3.41 Trip Frequency for Light Freight & 2-3 Axle Trucks (M-9)
Figure 3.42 Trip Frequency for 2-3 Axle Trucks (N-5)
Figure 3.43 Trip Frequency for 4-5-6 Axle Trailers (M-9)
Figure 3.44 Trip Frequency for 4-5-6 Axle Trailers (N-5)
Figure 3.45 Commodity Type for Light Freight & 2-3 Axle (M-9)
Figure 3.46 Commodity Type for Light Freight & 2-3 Axle (N-5)
Figure 3.47 Commodity Type for 4-5-6 Axle Trailers (M-9)
Figure 3.48 Commodity Type for 4-5-6 Axle Trailers (N-5)
Figure 3.49 Turning Movement at SL-09
Figure 4.1 Modelling Approach
Figure 4.2 Components of OD Matrix
Figure 4.3 Flow chart of OD matrix estimation
Figure 4.4 TAZ Map
Figure 4.5 Steps for Network Development
Figure 4.6 Highway & Transit Networks
Figure 4.7 Observed VS Assigned Traffic
Figure 4.8 Highway Network for Base Year (2012)
Figure 4.9 Traffic Distribution from TAZ 4 (Karachi)
Figure 4.10 Traffic Distribution from TAZ 16 (Hyderabad)
Figure 4.11 Traffic Distribution from TAZ 5 & 9 (Steel Town & PQA)
Figure 4.12 Traffic Distribution from TAZ 7 (Lucky Cement)
Figure 5.1 Future Network
Figure 5.2 Year wise Person Trips Graph
Figure 5.3 Traffic Assignment for the year 2015
Figure 5.4 Traffic Assignment for the year 2020
Figure 5.5 Traffic Assignment for the year 2030
Figure 5.6 Traffic Assignment for the year 2040
Figure 5.7 Temporal Variation between Karachi & Kathore
Figure 5.8 Temporal Variation between Kathore & Nooriabad Section
Figure 5.9 Temporal Variation between Nooriabad & Hyderabad Section Section
Figure 7.1 Toll Vs Non Toll Revenue Sharing
Figure 7.2 Temporal Variation of Toll Revenue by Vehicle Class
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9. Traffic and Financial Analysis of Karachi – Hyderabad Superhighway (M-9)
FINAL REPORT
Introduction
Chapter 1 – Introduction
1.1 Background:
Karachi is the largest and the fastest growing megacity of Pakistan. It is the
hub of economic and commercial activities in Pakistan. The population has
been growing nearly 4% per annum and was estimated to have reached 18
million in 2010. As a consequence, Karachi City is suffering from worsening
traffic congestion and environmental degradation in the CBD and on most of
the radial corridors because of rapid motorization due to the increase of
population and subsequent economic growth.
An effective transport and communications system is a necessary condition
for rapid economic growth. It serves to link all the other sectors of the
economy together, and has a profound effect on the achievements in almost
every sphere of national life. In the context of national development,
transport and communication facilities play a fundamental role in expanding
the domestic markets and making possible increased level of economic and
social activities. Inadequate transport and transport infrastructure are
frequently a major cause of non-realization of targets in the agricultural,
industrial and other sectors.
Karachi is bounded by three major highways that connect the city to the rest
of the country, i.e. Super Highway, National Highway and RCD Highway.
Super Highway (M-9) is a 145 km four-lane highway that starts at the
Karachi Toll Plaza near the interchange with Karachi Northern Bypass (M-10)
and ends at the Kotri interchange near Hyderabad. The National Highway
(N-5) extends from Shara-e-Faisal near Quaidabad and moves eastward
through the towns of Gharo and Thatta before turning northwards to
Hyderabad and onwards to Torkham via Multan, Lahore, Rawalpindi and
Peshawar. RCD Highway connects Karachi to the province of Baluchistan via
Hub and ends at Quetta.
Two of the three major ports of Pakistan; the Karachi Port and the Port
Muhammad Bin Qasim are located in Karachi. The Karachi Port handles
about 60% while Port Qasim handles about 30% of the nation’s cargo. Port
traffic from Karachi to other parts of the province and to the provinces of
Punjab and Khyber Pukhtun khaw use the Super Highway (M-9) or National
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10. Traffic and Financial Analysis of Karachi – Hyderabad Superhighway (M-9)
FINAL REPORT
Introduction
Highway (N-5). Most of the existing freight traffic uses the Super Highway
for onward journey from the ports due to better road condition and shorter
travel distance to Hyderabad and beyond.
Furthermore, Karachi attracts a large number of commuters from other
parts of the Sindh province, especially from Hyderabad, Thatta and
surrounding regions. Many people drive to and from Karachi daily, while
many others return back to their home cities over the weekend. These
motorists primarily use the Super Highway to travel between Karachi and
Hyderabad. Commuters from Thatta generally use the National Highway
(N-5) to travel to Karachi and vice versa.
The Super Highway serves as a critical transportation link between Karachi
and the rest of Pakistan. The existing Karachi – Hyderabad Superhighway is
a 4-lane facility with an open toll system with access to local traffic present
throughout the length of the highway. The existing road surface condition is
far from satisfactory. Due to the rapid urbanization in Karachi and increase
in private and freight traffic, the need for up-gradation of Super Highway is
necessary to meet future travel demand requirements and to induce
economic activity.
1.2 Consultant’s Appointment:
The National Highway Authority (NHA) has planned to upgrade Super
Highway into a 6-lane access controlled motorway (M-9) on a BOT basis to
cater for the future travel demand. BinaPuri Holdings (BHD) was awarded
the contract by NHA for the conversion of Super Highway into a 6-lane
motorway. BinaPuri appointed Exponent Engineers (EE) on March 31, 2012
to conduct an independent traffic study for the proposed project.
1.3 Scope of Work:
Exponent Engineers’ Scope of Work is defined as:
 To review previous traffic studies as well as other relevant
documentation including the proposed route alignment and toll plaza
locations.
 To undertake primary data collection by conducting midblock traffic
counts, turning movement counts, origin-destination surveys,
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11. Traffic and Financial Analysis of Karachi – Hyderabad Superhighway (M-9)
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Introduction
willingness to pay surveys, travel time surveys and road condition
surveys. The surveys include the following: -
o Traffic count surveys at road midblocks to identify traffic volumes.
This data will be used in the model calibration process.
o Turning movement counts to estimate lane requirements for
geometric design of interchanges, where necessary.
o Passenger Occupancy Surveys to be carried out for support in OD
Matrix Development.
o Roadside interview surveys to be carried out at several locations for
development of OD Matrix.
o Travel speed surveys, to determine the level of service on arterial
roads. These surveys to be conducted 3 (three) times a day for two
directions on weekdays on M-9 (existing) and National Highway
(N5) between Karachi & Hyderabad.
o Road condition surveys to determine the current length, width of
the arterial road and other parameters for estimation of road
capacities within the study area corridor.
 To undertake other relevant surveys and compile the analyses and
results.
 To undertake site visits and discuss with the relevant authorities to
identify and review local planning information, socio-economic / land
use plan development data, population and vehicle ownership growth
within the study corridor.
 To validate socio-economic baseline data that is readily available from
previous studies.
 Estimate number of lanes required at new interchanges locations.
 To review toll rates prevailing on M-9 and other roads of NHA and
corroborate already agreed toll rates with NHA during concession
period.
 To develop a 4 stage traffic demand model for the study corridor using
JICA STRADA with acceptable level of calibration.
 To perform policy testing depicting various possible scenarios of
operations using the demand model.
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12. Traffic and Financial Analysis of Karachi – Hyderabad Superhighway (M-9)
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Introduction
 Estimating expected traffic diversion under agreed toll rates.
 Preparing cash inflows for various scenarios.
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13. Traffic and Financial Analysis of Karachi – Hyderabad Superhighway (M-9)
FINAL REPORT
Study Methodology
Chapter 2 - Study Methodology
2.1 Project Description:
2.1.1 History:
The Karachi-Hyderabad section of N-5 (popularly known as super
highway) connects the port city of Karachi with the North of Pakistan. This
section of the highway is amongst the most densely trafficked in the entire
country, with the existing highway serving heavy traffic volume with large
portion of truck traffic. The route is also the shortest possible distance
between the two cities i.e Karachi and Hyderabad and feeds into the main
North – South Links i.e N-55 (Indus Highway) and the National Highway
N-5 (Grand Trunk Road).
The Karachi-Hyderabad section was constructed as part of the First
Highway Project with the assistance of World Bank during 1964 – 68 and
dualiyzed in 1991 as part of the Fourth IBRD Highway Project. Toll is
presently being collected from Highway users by the NHA.
The NHA has awarded the construction contract of existing 4-lane
Karachi–Hyderabad Superhighway as 6-lane, access controlled, world
class Motorway (M-9) along with its allied facilities to BinaPuri Holdings
(BHD) on a BOT basis.
2.1.2 Site Location:
The Project starts off at Km 13+000 (Project Chainage 0+000) of the NHA
reference under the flyover interchange provided for the Lyari
Expressway on the Lyari River and ends at Km 149+000 (Project
Chainage 136+000) in the proximity of the existing clover leaf
interchange on the Hyderabad Bypass.
The first 15 Km at the Western end of the Highway is being rapidly
urbanized. The next 20 Km are semi urban. Then the population thins out
into isolated portions along the rest of the Highway until the end point
near Hyderabad Bypass. The alignment is scattered with factories,
especially the Nooriabad Industrial Zone towards the middle of the
alignment and a number of fuel pumps and minor truck restaurants.
Habitation is sparse along the length and natural vegetation is confined to
thorns, shrubs and cactuses. The drainage divide of the highway is almost
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14. Traffic and Financial Analysis of Karachi – Hyderabad Superhighway (M-9)
FINAL REPORT
Study Methodology
at the midpoint of the route. The Malir River and its tributaries flowing in
the south-west and the tributaries of River Indus in the southeast drain off
the rest of the route. The rivers and streams remain dry generally but get
flooded during heavy rains in the respective vast catchments. The ground
elevation varies from 28 meters to 260 meters above mean sea level.
Figure 2.1 shows the location of Karachi – Hyderabad Superhighway with
respect to the NHA Highways and Motorways network.
2.1.3 Key Features of the Highway:
The key engineering features of the Project, for construction of an
excellent motorway, include, but not limited to the following (Project
Chainages are referred hereunder):
 Rehabilitation of the existing 134.35 Km (Length reduced by 1.65 Km
at Hyderabad end, terminating before Hyderabad Interchange) of
4-lane carriageway, both north-bound and south-bound and
construction of an additional new lane on the inner side of the
Highway with 3.0 m outer shoulder and 1.0 m inner shoulder. Lane
width is to be taken as 3.65 m. Both rehabilitation and widening would
reflect a coherent motorway carriageway and the north and
southbound carriageways will be divided by a New Jersey Barrier.
 Extensions are to be made to all the existing bridge structures and
culverts. Four (4) bridges have an additional extension on either side
accommodating service roads to allow local traffic to negotiate land
locked areas between canals.
 The required drainage and cross drainage structures are to be
provided throughout the Project length.
 Seven (7) New Interchanges are to be provided to support
populations, towns, industrial zones and other isolated pockets
enabling them to commute on the motorway after fencing of the Right
of Way (“ROW”). Although at some locations, volume of traffic does
not justify an interchange, the isolation of roadside developments and
population’s warrants connectivity as there is no other route available
for transport. Interchanges within the closed system to have entry
and exit 2-lane Toll Plazas. The locations for the new interchanges are
as follows:
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15. Traffic and Financial Analysis of Karachi – Hyderabad Superhighway (M-9)
FINAL REPORT
Study Methodology
Figure 2.1: NHA Highways and Motorways Map
National Highways and Sus t
Khunjrab Pass
CHINA
Mis gar
Motorways of Pakistan Chitral
Karimabad
N-35
Jaglot
Gilgit
Kalam Saz in Rondu
Dros h
S-1
N-45 N-95 Das u Chilas Skardu
Dir Khw azakhela
Jalkhad
N-90
Tamergara
Balakot
N-95
Chakdara Naran
Bararkot
Bat Khela S-4
Malak and
Muzaffarabad
Sher Ghargh
Mansehra Hatian
Mardan
Abbottabad S-2
Torkham Charsadda
M-1 Kohala Chakothi
N-5
Natio n al Highway Srinagar
Parachinar
Nowshera Haripur
N-35
N-75 JAMMU & KASHMIR
PESHAWAR
Natio n al Highway (Sh ingle) AFGHANISTAN Dara Ademk hel
Murree
(DISPUTED
N-80
ISLAMABAD
Rawalpindi
Ro ad Pro posed fo r Fed eralization Lac hi
Kohat
TERRITORY)
Gujar Khan
N-55 Sohawa
Motorway (Operational) Latambar M-2 J helum
Bannu
Kharian
Mo to rway (Under construction)
Indus River
Sarai Gambila Gujrat
Mo to rway (Planned) N-55
National Capital Pez u Gujranwala
Pindi
Pro vincial Cap ital DI Khan
Bhattian
Komok e
Daraz inda
Shahdara
M-3
City/Town Mughal Kot Malana Sahianwala
Millat LAHORE Sr. Rout Length
Zhob Route Detail
In terch ange Faisalabad No. e No. (Km)
Nutk ani
Pro vincial Bo undary Chaman Mus lim Mina Baz ar
Bahi Pheru
MOTORWAYS – 767 Kms.
Qila
Bagh Qila N-50 Retra Pattok i
Abdullah Saifullah M-4
Renala Khurd
1 M-1 Islamabad-Peshawar Motorway 155
International Boundary
Khanewal
Tauns a
N-25
Ok ara Lahore-Islamabad Motorway incl. 32 Km Link
Sahiwal 2 M-2 367
River roads
Kuchlak Shadan Lund Chic hawatni
Loralai
Mek htar
Multan Mianc hannu 3 M-3 Pindi Bhattian-Faisalabad-Motorway 53
QUETTA Muz affargarh 4 M-9 Karachi-Hyderabad Motorway (Super Highway) 136
Rak hni
Lakpass Spez and
DG Khan
Lar
N-5A 5 M-10 Karachi Northern Bypass 56
Mac h M-5
Bahawal Khan
Nos hk i
Mas tung
Sibi Lodhran
NATIONAL HIGHWAYS – 8710 Kms.
Ahmed Wal J ampur
Bahawalpur
1 N-5 Karachi-Lahore-Peshawar-Torkham 1819
Dadhar N-65
Taftan
N-55 Nurpur Nauranga Makran-Coastal; Liari-Ormara-Gwadar-Jiwani-
Padog 2 N-10 653
Dalbandin Kalat Bellpat
Rajanpur
Ahmedpur Eas t Gabd
Nok Kundi T. M. Panah
Yak Muc h
M-6 3 N-15 Mansehra-Naran-Jalkhad 240
Khan Bela
N uthal
Zahirpir 4 N-25 Karachi-Kalat-Quetta-Chaman 813
DM J amali
Surab Kas hmor Sardar Garh
5 N-30 Basima - Khuzdar 110
Rahimy ar Khan
6 N-35 Hassanabdal-Thakot-Khunjrab 806
Basima J ac c obabad
Kandhk ot
Sadiqabad
INDIA
Ubauro 7 N-40 Lakpass-Dalbandin-Taftan 610
Dhark i
Nag N-30 Khuzdar Shik arpur
Ghotk i 8 N-45 Nowsehra-Dir-Chitral 309
N-85 Pano Aqil
Panjgur
IRAN Lark ana R ohri
9 N-50 Kuchlack-Zhob-D.I.Khan 531
Wad Baberlo 10 N-55 Kotri-Larkana-D.G.Khan-D.I.Khan-Peshawar 1264
M-8 Mehar N-5 Ranipur
11 N-65 Sukkur-Sibi-Quetta 385
Kakkar Kotri Kabir
Naus hero Feroz 12 N-70 Multan-D.G.Khan-Loralai-Qali Saifullah 447
Moro
Hoshab N-25 Dadu 13 N-75 Islamabad-Satra Mile-Lower Topa-Kohala 90
Turbat Daulatpur
Kaz i Ahmed
14 N-80 Tarnol-Fateh Jang-Jand-Khushal Garh-Kohat 146
Bela
Sehwan Sak rand 15 N-85 Hoshab-Panjgur-Nag-Basima-Surab 487
Saeedabad
Hala
STRATEGIC ROADS – 207 Kms.
M-7
Uthal 1 S-1 KKH-Skardu Road (Strategic Road) 167
Gwadar Pas ni Liari Petaro 2 S-2 Kohala-Muzaffarabad 40
Ormara
Gabd Hyderabad Total length of Motorways/National Highways/Strategic
9684
Jiwani Nak k a Karri M-10 Kotri M-9 Roads
Hub Chowk i
N-5
ROADS PROPOSED FOR FEDERALIZATION – 374 Kms.
1 N-5A Lodhran - Khanewal 102
KARACHI Thatta 2 Chakdara - Kalam 135
3 Khwazakhela - Besham 65
ARABIAN SEA 4 S-4 Muzaffarabad – Bararkot 17
5 Muzaffarabad - Chakothi 55
GRAND TOTAL 10058
DB O (R AM S)
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16. Traffic and Financial Analysis of Karachi – Hyderabad Superhighway (M-9)
FINAL REPORT
Study Methodology
Name of Interchange Chainage (Km)
1. Malir Road - CH 14+985
2. Damba Goth - CH 23+112
3. Lucky Cement - CH 45+596
4. Nooriabad - CH 55+760
5. Tooriabad - CH 66+936
6. Thano Bullah Khan - CH 80+952
7. Borari Sand - CH 113+440
 Two kinds of service road formations are to be incorporated with
minimum provisions as follows:
o Urban (Shoulder – 1.5m (DST), Carriageway – 7.0m (Asphalt),
Shoulder – 1.5m (DST))
o CH 0+000 to CH 15+000 Both Sides of Motorway
o Semi-Urban, rural (Shoulder – 1.0m (Earthen), Carriageway
-6.1m(TST), Shoulder – 1.0m (Earthen))
 CH 15+000 to CH 19+800 Both Sides of Motorway
 CH 22+000 to CH 34+000 Both Sides of Motorway
 CH 36+875 to CH 46+875 Both Sides of Motorway
 CH 51+600 to CH 58+600 Both Sides of Motorway
 CH 61+350 to CH 83+600 Both Sides of Motorway
 Minimum two main Service Areas of M-2 (Lahore-Islamabad
Motorway) Service Area standard, with minimum following facilities,
are to be established as part of the Project:
o Restaurants and Food Courts
o Toilets
o CNG/LPG Filling Stations with Tuck Shop
o Diesel/Petrol Filling Stations with Tuck Shop
o Tyre Shop and Mini Workshop
o Trauma Centre
o Mosque
o Parking Area
o Truckers Workshop
o AamSarai and Dhaba (with Trucks/Buses Parking)
o Customer service centers where motorists can inquire about
products, services, road information, weather etc.
o Internal Roads, Sewerage, Water Supply and Electrification
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17. Traffic and Financial Analysis of Karachi – Hyderabad Superhighway (M-9)
FINAL REPORT
Study Methodology
 The CH 60+790 (North Bound & South Bound) is a proposed location
for Service Areas,
 Two New 16-lane Toll Plazas with ETTM and other state-of-the-art
facilities are to be provided on the main carriageway at entry point on
the Karachi End and the Hyderabad End on the following Project
Chainages, respectively. These new Toll Plazas shall replace the
existing Toll Plazas:
o CH 16+000
o CH 131+900
o Seven (7) weigh stations are to be provided strategically to cover
movement of heavy traffic and minimize overloading at least on
the following locations:
 CH 15+500 (North Bound)
 CH 30+750 (South Bound)
 CH 40+850 (South Bound)
 CH 40+850 (North Bound)
 CH 71+850 (South Bound)
 CH 71+850 (North Bound)
 CH 132+900 (South Bound)
 Provision of chain link fence with pre-stressed poles and necessary
arrangements on both sides of defined ROW
 Landscaping and tree plantation
 Provision of a minimum of two maintenance and operation
compounds
 Undertake Ancillary Development relevant to the Project. Such
development encompasses approach roads, pedestrian/ cattle
crossings, lighting, administrative and operation buildings/centers,
controlling systems, vehicle recovery and environment-friendly
development of areas located in the project jurisdiction and where the
Motorway links with the city or other connecting points.
 Ensure provision of following motorway facilities and will maintain
them in a good working condition throughout the Concession Period:
o Electronic Toll collection (ETC) for quick convenient and cashless
transactions
o Emergency Call Service for motorists requesting assistance in
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18. Traffic and Financial Analysis of Karachi – Hyderabad Superhighway (M-9)
FINAL REPORT
Study Methodology
case of accidents and other emergencies
o Road structure safety features:
 Reflectorized lane markings
 Emergency parking areas
 Rumble strips
 Motorway signage plan
 Installation of urban road lighting and reflectorized lane
marking along the strategic locations as well as interchanges
and toll plazas
o Centralized Operation Centre: The smooth traffic flow is to be
ensured through electronic traffic management system,
complementing its operation with CCTV (close circuit TV) system
for closer monitoring of traffic situations inside a centralized
operation, maintenance and control center.
o Traffic counting station / weight-in-Motion (WIM) systems.
o Variable message signs (VMS) that provide motorists with useful
updates on the traffic situation and other helpful information
along the highway.
o Emergency assistance system with:
 First aid emergency trucks & Mobile Workshops
 Traffic patrol surveillance system equipped with cameras,
radios and speed monitoring devices
2.2 Study Methodology:
The accuracy of measuring traffic growth is linked to the ability of highway
planners to adequately monitor the patterns and trends of highway usage
by various types of vehicles. This is directly related to the selection of data
collection sites, the reliability of data collection technique, and the ability
to extrapolate from short-term data collection periods to represent annual
average data. These and other factors can significantly affect the
estimated growth patterns and universal procedures are not in place to
represent the variations, which can be on the geographical area, type of
facility, socio-economic factors, and various demand generators.
This section documents the framework and update process of the STRADA
travel demand model used in the analysis. This model was developed by
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19. Traffic and Financial Analysis of Karachi – Hyderabad Superhighway (M-9)
FINAL REPORT
Study Methodology
recalibrating the existing City of Karachi model with attention given to
more detailed refinement within the study area.
The steps performed in conducting the study are given in Figure 2.2.
Figure 2.2: Steps in Performing Study
Review available Secondary Data
Conduct Field visit to determine survey locations
Determine types of surveys to be conducted
Prepare survey schedule
Prepare survey forms
Conduct Field surveys
Process raw data into spreadsheets
Analysis of processed survey data
Develop highway network in STRADA
Use traffic volume counts for model calibration
Utilize OD and Occupancy data for development of current OD matrix
Perform Policy Testing for future Demand forecast
Determine Future Transport Demand
Develop Financial Model for the Project
In the earlier stage of the Study, the focus was placed on the conduct of
transport surveys, which include traffic count surveys, travel time
surveys, willingness to pay surveys, occupancy surveys and a road
condition survey. Second, a current OD matrix representing the existing
conditions surveyed was developed based on the Person Trip database
developed for the Karachi Transport Improvement Plan (KTIP), 2030, and
a network database was created with the result of the road inventory
survey. The current OD matrix, the existing network database, and
socio-economic framework are essential input to build the models for
forecasting, and the future network database developed based on the
existing network database provided the forecast of the future transport
demand by using the models developed.
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20. Traffic and Financial Analysis of Karachi – Hyderabad Superhighway (M-9)
FINAL REPORT
Study Methodology
Results of the traffic count surveys were used to calibrate the model. In
addition, the results of the traffic count surveys utilized in estimating the
Average Daily Traffic (ADT) as well as the existing condition analysis of the
highway. The occupancy surveys were conducted to develop the
Origin-Destination (OD) matrix.
Willingness to Pay (WTP) surveys were performed to gather information
about the potential diversion from / to the M-9 from other areas, notably
the National Highway (N-5). The WTP can reflect drivers expectations of
what the tolled facility offers, such as improved safety and reliability and
fine savings.
Travel time surveys were designed to determine the Level of Service
(LOS) on arterial roads, while the Road Condition Survey was performed
to determine the current length, width of the arterial road and other
parameters for estimation of road capacities within the study area
corridor.
Figure 2.3 shows the approach employed in the development of the travel
demand model.
Figure 2.3: Model Development Approach
Household Conducting
Person Trip Study
Transport
by JICA
Surveys
Interview Surveys
(HIS) data)
Establish-
ment of
Person Trip Network
Survey Results Database
Database
Development
of Current OD KSDP-2020
Existing Network
Matrix
Database
Current OD Matrix
Development
Socio-economic of Models
and Landuse Data
Future
Transport
Demand Future Network
Forecast Database
Future Transport
Demand
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21. Traffic and Financial Analysis of Karachi – Hyderabad Superhighway (M-9)
FINAL REPORT
Study Methodology
Once the model was developed, Policy Testing was performed to get the
future year traffic forecast based on the results of the surveys. Policy
Testing is considered to be an important tool in Transportation
Engineering as it enables the engineers and planners to determine the
possible outcomes of various scenarios. Generally in Policy Testing,
alternate options are developed so as to analyse the pros and cons each of
the test may have, and by doing this iteratively the best possible solutions
could be proposed. This is a general practice carried out in almost all parts
of the world.
The results of the policy testing were then utilized to predict the
forecasted traffic growth rate for the years 2015, 2020, 2030, 2040 and
2042. The projected traffic was used in the capacity estimation and
financial modelling.
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22. Traffic and Financial Analysis of Karachi – Hyderabad Superhighway (M-9)
FINAL REPORT
Field Surveys
Chapter 3 - Field Surveys
3.1 Background:
Traffic surveys are an integral component of a comprehensive Traffic &
Transportation study. Appreciation of existing traffic and travel
characteristics is extremely important for developing a comprehensive
traffic and transportation plan.
The baseline data, apart from helping in understanding the existing traffic
and transportation situation along with its problems and constraints, would
help in development, calibration and validation of the travel demand
forecasting models. Base year data has been analyzed to provide the
planning, transport and land use information, trip end summaries and
travel time matrix that form the basis for model construction.
The above discussion leads to the following objectives of this section:
 In depth discussion on surveys and their specifications including but not
limited to the following:
o Type of survey
o Survey justification
o Selection of appropriate locations
o Scope of Work
o Survey Performance
o Technique used for field data collection
o Data collection sample size
o Quality assurance measures
o Special Considerations
 Data processing techniques being adopted
 Data preparation for traffic modeling
 Analysis and discussion of results of data collection.
To meet the above objectives, this chapter is divided into several logical
sections. Additionally, the Sections are supplemented with three (3)
appendices containing support information and data.
After this section, which covers Introduction to the field surveys, Section
3.2 covers a detailed discussion on the selection of locations, while Section
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