1, DESCRIPTION OF PROJECT anea, sindbis one of the pokistan, located in the south itisthe historical home of the isthe third largest province andsecond largest provin, after Punjab. Sindh fourprovinces of ‘ast of the country, Sindhi people. Sindh Of Pakistan by area, ce bY population is Indian states of Gujarat and Rajat! hanto the east, and Arabian Sea to the south, Sindh has Pakistan's second lar while its provincial capital Kar largest city, financial hub, and hosts the headquarters of ‘Several multinational banks, Sindh is blessed with natural resources, including minerals, oil & gas, agriculture. It has over 250 km of coastline, deserts and ‘mountains. reest economy, rachi is Pakistan's The economy of Sindh is diversified, encompassing agriculture, oil & gas, mining, industries, education and a vibrant services sector, which contribute Significantly to both the provincial and national economy. Mapa Sah Pein Sindh is home to a large portion of Pakistan's Industrial sector and contains two of Pakistan's commercial seaports, Port Bin Qasimand the Karachi Port. Sindh is known for its distinct culture which is strongly influenced by Sufism. Several important Sufi shrines are located throughout the province which attract millions of annual devotees. 2 BACKGROUND OF THE PROJECT ‘An effective transport network plays a vital role in any economy. Roads are the predominant i er traffic in passenger, ; Mode of transport in the country, carrying 91% of passeng nger A 96% of freight traffic in tonne-kilometres. Page 1 of 25lenges, including: (i) overloaded trucks th, at ae quate highway network infrastructure, (wy and (Ww) inconsistent Policy, institutions faces a number of chalk ically outdated; (I!) Inades n and maintenance; The Sindh road sector typically old and technologi Inefficient transport operatior development and capacity constraints. It Is estimated that large number o ation or reconstruction, while the existing roads are in poor condition , Which requ, some of the roads are in sustainable cong rehal ; e. The road infrastructure has been routigy including extreme temperatures and foci further investment will be needy requiring only routine or periodic maintenanc affected by climate-induced extreme events, Because this trend is likely to continue due to climate change, for maintaining road infrastructure vis-4-vis rehabilitation and maintenance, Deteriorated roads are one of the main causes of poverty, illiteracy and socio ‘economic development of the region. The improvement of provincial roads will bring overall econome objectives are as under: developmentiin the region. Some of the m: 1. To provide an all-weather transportation link between the cities for passenger and cargo traffic. 2. To reduce poverty and provide better access for population to markets and social services by improving and rehabilitating the rural access road network. 3. To reduce cost of all supplies and cost living index. 3. PROJECT OBJECTIVES The ultimate objective of the Government of Sindh is to develop an affordable, safe, and sustainable transport system in the Province. To help achieve this, the Government of Sindh always in efforts to develop and improve the highway network in remote areas of Sanghar District having strategic importance being international border area. Keeping in view such an importance ‘the GoS has planned to Rehabilitate the road from Khipro to Umerkot via Ghulam Nabi Shah having a total length of 75.0 Km for achieving the following objectives: 1. The quality of life of people living in these areas would be substantially improved. 2. This would also open avenues for development of adjoining areas. 3. It will bring improvement of socio-economic conditions of the area. 4. It would generate economic activities, 5. It will boost the trade and commerce for directly as well as indirectly. 6. This will provide the basic facility to commuters facilities, education institutions and easy acces: These improved roads reduce the travel time an two districts namely Sanghar and Umerkot and will provide access to the heat s to the work places. \d vehicle operating cost. T Economic Growth is foresee”with the reconstruction / Rehabilitation CRITERI, SELECTION A OF ROAD FROM KHIPRO To UMERKOT VIA GHULAM NABI SHAH prsroad has been selected on the following basis / criteria Traffic Volume Road Condition ity to significant numbers of small and Large Towns Connectivity to at least one maj {}0r Provincial Road or National High Connecting two Major Highways ee Connectivity between District to District this roads ems numerous villages en-route (Table-01), as this is city to city road and most sf the population is found adjacent to these places. Therefore, high density traffic is plying over his toad and it is the need of time to improve the conditions and widen this road. The linear plan sf villages is attached in Annexure-A, ‘TABLE 01: LIST OF VILLAGES S.No: | Name of village Population 1 City Khipro 100000 Souls 2 Village Haji Hamzo Khan Bozdar 500 Souls 3. Village Khalifo Dhani Bux Bozdar 350 Souls 4 Village Bhiri Shah 350 Souls 5 Village Qazi Shamsuddin Rajar 350 Souls 6 Village Chandan Moti 350 Souls 7 Village Peerano Bozdar 350 Souls 8 Village Main Shah 350 Souls Haji Jan Muhammad 9 Village Hingorjo 350 Souls 10 Village Khalifo Sain Dad Samejo 200 Souls 11 Village Began Hingorjo 150 Souls 12 Village Haji Bacho Rajar 200 Souls Khan Muhammad 13. Town —Qaimkhani 100 Souls 14 Village Kazi Shamsuddin Rajar 1000 Souls 15 Village Wazir Ali Bozdar 450 Souls 16 Village Bacho Bhee! 150 Souls 17 Village Mukno Bheel 199 Souls 18 Village Haji Umar Gajo 2105 2: Soub. 25000 Souls 19 City Dilyar 20 Village Haji Habibullah Hingorjo 300 21 Village Noor Muhammad Hingorjo 400 22 Village Haji Jeean Fakir Hingorjo = 23 Village Dawood Hingorjo Page 3 of 254 25 26 20 28 29 30 31 32 33 34 35 36 37 38 39 41 42 43 44 45 46 47 48 49 50 51 92 33 34 55 56 37 Village Village Village Village Village Village Village Village City Village Village Village Village Village Village Village Village Village Village Village Village Village Village Village Village Village Village Village Village Village Village City Village Village Village City Village Village Jamal Abad Jan Mohammad Mehar Qurban Hingorjo Shoukat Hingorjo Rat Kot Mor Usman Chanhio Allan Chanhio Habibullah Chanhio Hamzo Khan Dars Rais Hashim Khan Mari Mohammad Hayat Chanhio Bhit Bhaitti Gazinabad Ding Patan Mevo Chalgri Mohammad Siddique Rajar Dargah Abdullah Shah Mor Kadh Daro Mori Dheran Mari Haji Tarique Mari Khan Mohammad Khaskheli Ahmed Noor Mari Roonjho Mir Hassa Mari ‘Nihal Mari ‘Abul Hassan Samo Kalhoro Haji Mahmood Rajar Muhammad Murad Mari Fatch Halepoto Ilyas Fakir Rajar Habib Halepoto Haji Samabo Rajar Ghulam Nabi Shah Ali Mardan Shah Fakir Ghazi Samo Farsh Mori stop Dhoro Nara Dawood Kuhri Din Muhammad Mangrio Page 4 of 25, 1000 800 900 400 500 1200 450 550 600 500 800 900 1500 350 400 500 600 475 650 700 600 500 450 500 650 700 500 800 600 500 400 350 500 1000 1500 800 900 2500 800 700 Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls Souls65 Village Mayas Fakir Rajar 66 Village Lal Chand Malhi ono beat : z 400 Souls 67 Village "Rana Jagir 3000 Souls 68 Village Ghulam Rasool Shah 406 hes 69 City Umarkot 150000. Souls 316434. Souls 5, DESCRIPTION ROAD FROM KHIPRO TO UMERKOT VIA GHULAM NABI SHAH sanghar is one of the largest District of Sindh Province. This has the largest tribe population it has an area of 9874 KM sq, it is an agricultural town where rice, wheat, cotton are mainly grown, it has cotton textile factories, despite of this, there is less developed road Network of Sindh Province. This road is being constructed as a development ‘step to connect several number of villages and towns of two District i.e, Umerkot and Sanghar. This road was constructed in 1994-2002 having of 5.50m width. Due to increase of Social economic activities and invention of have increased the traffic flow so it needs to widening and reconditioning to provide the smooth trafic facilities. ‘The feasibility study has been prepared for widening / reconditioning of 75.00 Kms under C.M Directives with @ portion of which will be widened from 5.50 m to 7.31m. Due to passage of time road-has developed pot holes, undulations and berms are totally washed out. The existing road passes through many villages and fertile land which produce good verity of Cotton, Wheat, Sugar Cane, Oil Seeds, and Rice etc. The existing road was constructed 30 years ago which is currently in dilapidated condition due to heavy rain fall in lower Sindh in 2011. The surface of the road is badly damaged. Therefore in the present condition it cannot be benefited to local population or any type of traffic in the area. The existing road from Khipro to Umerkot road was constructed in early 90's with 5.50 Meters wide road. Page Sof 25FIGURE 2: GOOGLE MAP OF ROAD FROM KHIPRO TO UMERKOT Page 6 of 25SUMMARY OF ROAD DETAILS: the Table No. 2 shows existing carriageway width and shoulder width. Coordinates of start and end paints are also given on maps "TABLE 02: EXISTING CARRIAGEWAY AND SHOULDER WIDTHS i Earthen Shoulder sr. eee. Width (m) No. | Scheme Name (Left and Right) Road from Khipro to Umerkot via 1 | Ghulam Nabi Shah 55 0.5-2 (Variable) 7. SURVEY AND INVESTIGATIONS: 74. OUTLINE OF TRAFFIC SURVEYS: | op surveys were carried out as a necessity for traffic analysis to capture the maximum traffic volume. The Traffic Count Sheet is detailed in Table-03. The traffic analysis for the said road was carried out for the counts being classified into 3 categories namely Heavy Vehicles (Buses, Trucks and Tractor Trollies), Light Vehicles and Animal Drawn Carts which are mentioned in Table-04. TABLE 03: TRAFFIC COUNT SHEET. TIME HEAVY VEHICLE ea ANAL Buses | Trucks | Tractor Trollies veNCe CARTS 6.00 7.00 am 15 24 16 20 31 7,00 8.00 am 7 26 18 26 aa 8.00 9.00 am 21 31 2 a Real 9.00 10.00 am 23 32 25 5 7 10.00 11.00 am 28 35 32 38 ai 11.00 12.00 Noon| 30 36 30 a3 a 12.00 1.00 pm | 29 43 28 a6 ai 1.00 2.00 pm | 26 44 34 40 a 2.00 3.00 pm | 30 51 26 a7 a 3.00 4.00 pm | 25 46 31 29 5 4.00 5.00 pm 21 41 30 45, 15 5.00 6.00 pm 18 47 2s 43 30 6.00 7.00 pm 17 40 18 36 20 7.00 8.00 pm | 12 36 2 30 Page 7 of 25 IS / 6) ww E RR for |soussmpienei@tse Ka 120% [Se Samplen 2 31090 12.00% NeW 09 5980 Kw 13.00% Ti ample Sop yh Ran Epic GF Miivay Sub Dvn Sng fre FIGURE 4: SOIL TEST RESULT 7.4, SOURCES OF CONSTRUCTION MATERIAL 7.4.1. Earth work (Embankment) th " ‘ification requirements, them suitable and bring them within specieatio 7.4.2. Subbase144. Coarse Aggregate for Asphalt & Cement Concrete fstra caution is required to choose coarse and fir iné aggregate for asphalt and cement concrete. Suitable Coarse aggregates may be procured froy m Ongar Quarry. 74S. Fine Aggregate for Cement Concrete Fine aggregate (sand) for concrete ‘may be procured from sources in Sui or from Bholari source. 746. Asphalt Cement from Attock Refinery, Karachi, Cut Back / if 74.7. Cement Cement can be obt manufacturer subjecte checked before use. 74.8. Steel Steel for structural works may be obtained from reputabl le re-rolling mills in Karachi However Quality of steel must be checked according to PWD Speci ifications before its use. 7.4.9. Water Water is to be procured from the nearest source that is suit: ‘able for construction work. Water available at site may be treated (as required) for use in consti ruction work. 7.4.10. Embankment / Subgrade Fill Suitable material is available within 2 reasonable haulage distance for Construction of embankment/subgrade along road sections Some sections ofthis road generally passes through waterlogged areas, for which A3 sand, natural sand may be hauled and used in the embankment construction. However: A3 / sandy Soils need confinement with cohesive soils. Page 15 of 257.5. ROAD PAVEMENT CONDITION SURVEY 7.5.1. PAVEMENT CONDITION SURVEY METHOD er conducted Pavernent Condon SUNY by Teveling Machine to calculate level of oui 1g road is depicted in Figures below: The Provincial Highway Division Sant extensive survey visually and by using pavement. The pavement condition of existinpage 17 of 25Page 18 of 25FIGURE 5: EXISTING ROAD CONDITION Page 19 of 25TS 7.5.2. ROAD CONDITION ~ SUMMARY OF SURVEY RESUL Road generally is in poor condition. Road surfacing is badly deteriorated / distressed. Potholes have developed and road surfacing has been completely worn out .Edge breaking of pavement surface is significantly visible on both sides. Earthen shoulders have been completely erodeq sible at some local at various locations. Water ponding has been visibl ne loca : ‘The linear chart showing the Pavement Condition of Road is depicted in the Figure below: 0.00 SOSH PTO OTe ° ~~ © C00 oO °- Sek, gem oO 8? a ee OFS oe} HReferences [Edge Sabsitence => PotHoles ° Course Erosion LLongvudinal Cracks gy FIGURE 6: EXISTING CONDITION SURVEY 7.6. HYDROLOGY STUDY 7.6.1, BRIEF APPRAISAL OF THE PROJECT SITE CONDITION Proper drainage design based on the anticipation of surface runoff accumulation and making Provision for the removal of the excess water quickly as soon as rainfall occurs to safe the infrastructure from damage, and to avoid interference with the operation of the vehicles. Proper drainage design eliminates unnecessary maintenance and cost. The road is properly Provided with the cross drainage structure but the existing condition of ‘the cross drainage structures are not satisfactory due to the lack of maintenance and deposition of debris and weeds inside the culverts. Most of them are chocked, due to the vegetation though opening Passage of cross drainage structure are sufficient enough to cater the accumulated discharge, but the poor maintenance of culverts resulted in reduced carrying capacity which potentially threat the existing road by flood of designed capacity. n order to further enhance the drainage capacity the existing culverts would be rehabilitated / reconstructed, The figure below shows the location of storm drains and culverts. Page 20 of 25Page 21 of 25| A 3 a 5 I feed dp i F Be es ae se 3s is # gE ig a3 a3 | t t FIGURE 7: LOCATION OF CULVERTS AND STORM DRAINS 7.7. GEOMETRIC AND PVEMENT DESIGN The road alignment is existing therefore the existing horizontal and vertical geometry are followed. Any improvement in road geometry requires extra Right of Way width for road corridor and at some locations land acquisition constraints create delays in project execution and cost escalation. The AASHTO guidelines for geometric design of road are followed. The road alignment has small curve radii when passes through town areas. The improvement in alignment or widening of curves is not practically possible as road travelled way is surrounded by thickly populated urban area. The minimum curve radius on the alignment is below 8 m inside town areas. The longitudinal slopes of road alignment ae flat near to zero percent in town areas. The existing embankment height of road in rural areas is below 1 m in roads located in lower Sindh. The design road embankment in lower Sindh is recommended as 1 m and in water logged areas is recommended as 1.5 m high including pavement structures. The Typical Cross-Sections of the road is shown in figure below The earthwork statement is attached in Annexure-B. Page 22 of 25. a JYPICAL X-SECLION Modified WIR road from Khip: Sat of scheme: to Umerkot via Ghulam Nabi Shab road 0.00 -75.00 Kms (with Asphalt surface). 4.50 TO 7.30m WIDENING RECONDITIONING PROPOSED: (13,319.12 x MS = 349 DEDUCTION: 1 EXISTING, (7.62-10.07)2, x 120 = 1043 2 Hard Cruse 330 x 02 = 138 3 Excavation = 2x 0.91 x Oye LBS 3 HC Shoulders 2x 183 x 030 =_110 = o.a3 / ! = ES a i ouTYPICAL X-SECTION Name of Scheme:- ‘Modified WR road from Khipro to Umerkot via Ghulam Nabi Shab 1 vad 0.00 3.0m & 6.0 m Bridges x 610 = 188.58 -"5,00 Kins (with Asphalt surface). PROPOSED: DEDUCTION: 1 EXISTING x 38 = 1968 2 HardCrase x 035 3 3 Excavation ix 091 x OTs 3 B.C Shoulders 2x 183 7 030 Add: Nonmal Het Avg: Area Page 24 of 25 gt PeoTYPICAL X-SECTION ‘Name of Scheme:- Modified W/R road from Khipro to Umerkot via Ghulam Nabi Shah road 0,00-75.00 Kins (with Asphalt 91.00 m Bridge PROPOSED: | (133+24.26)2 x 335 = @291 DEDUCTION: 1 ENISTING ——(7.62+13.12)/2 31.67 2 Hard Crust 550 138 3 Excavation 2x 091 ze 3 B.CShoulders 2x 1.83 110 om s Whe ‘Adé: Normal Height =_9438 Avgarea = 36.63 /2= 183m Poge 25 of 25Khipro Citylink road 25.87917, 69.9852 Vi: Saindad Bozder 25.81917, 69:99542 2.104 Vil Melt Hayat Bondar 25.8071, 69 25705, ‘3.90km Vilage Syedabod, 25.79552, 6940859 {6.40km Vilage M Bachal Rajr, 25.7706, 6847255 {6:70km_ Vi: Khallo MHassan Rar 25.7615, 942505 ‘8.708 Vik asi Shabmueddin Raj 25.7645, 602805 ‘Village lnk road 25.73203, 9.45504 ‘Vi: Dhiyar link road 25.73299, 69.45504 12.90 Vi: Diya ty oad 2.73299, 6.48504 16th Vil M. Sacha! ajar 25.7255, 9.45822 Vil: Jaan Hingoro, 25.7124, 69.4646 Vit: Saleemabad 25,70814, 69.4682 Vi: tink road 25:70080, 69.47505 18.20km Ratkot, Jmalabod 25.68035, 6047819 ‘Vil: Khajne Deh 25.68621, 69.47861 (BHU) Hamzo Oars 25.6574, 69.4057 it Bit Bett cy oad 25.66740, 6.48057 Vil: Sohrab Khan Mari, 2568405, 6946219 (GHS & BHU Bhit Bhatt 25.65952, 69.48201 khahl road via Kalnoro,25:63969, 69.48722 24.20em Dargah Abdus Shah 25 63680, 6048722 24-4 Vi: Haj Nal Bux Rar, 5.63774, 68.4872 ‘Vi Haji Mahak Mar 25 61642, 69.48644 ‘Vi: Haji Khan Mar, 25.60418,69.49621 i: Hof ama ar 25 50007, 6.48233 Linked 0 Charan Sp 25 5000 60.4822 \ Hamar Fagour Sap 2558426048217 it Lat Rojr 2558225, 0948696 Vit m.Sidque latin 25.5716, 60.5014 statin Var Habouan Hep, 25878 025007 37-80km City road Ghulam Nabi Shah, 25:55647, 6252008 8 ztkm Heenan Coton Man, 2502. 605558 nore road 2555647, 69.52803 VW Syed Al Mardan Shah 25.5405, 9.59638 ‘il: Lal Muh Mango, 25.52324, 69.52828 Vil: Ghazi Khan Samoo, 25 52092, 69.52038 Vil: Manghan Mangho, 5.51861, 69.59081 +1.204m Linked od approach eV 2552052 652% }<2.304m Vi: Abduteh Bachay Mala, 25.5205 8007 | cok Vi Ha tan waa ngs 255082800 44.504m Rathay road 25 50408, 69 55449 ‘Vil: Relway road 25.50408, 0.55448 ‘Dhoro Naro main road 25.4806, 69.5706 47-80 Vi: Daud Koh, 2548824, 09.57328 ofi Faqoer road 25.48688, 6957834 st 42.004m Vi in Madtammad Mange 25.4045 5958‘ie Hop Wall Mund Mangro 25.48463, 69.58742 49.14 Vit Gul Mubd Pali 25.47712,69.6188 5020 eee eae lage Link road a san ve I : a neeininie bene Noor Mihara Pll 25.4712, 60.6188 540k Vic Neva A Snare 25.7516, 6265573 ‘Vit Din Mud Rajar 25.47579, 69.63865 4.4m ipsa ate Soa Ma sop 25.1757, 659065 stsoam Va: Hat Stn, 254761, £8.62 ssn VE Ho hes Rap, 25.4812. 60.6132 Vi: Mouia Bux Rear BHU 2546276, 6065528 8.30 som Vi Chor mad a Hatin 25 4282, 6806 Vi: Linquat Rajar 25.47989, 69.06551 s.10km Vit Raves Hoat Kan Mar, 2547765 8.60912 se.e0um Vi: Rages Mehar All Mat 2.47980, 2.47511 Vit: Surhani Solangi 25.47765, 69.66912 .0.60km Govt Pamay School Juman Mango 5.47000, 69.6822 0.7m Vi: Haj Juman Mangro, 2546957, 68.585286 Vit: Soomar Mari 25.47201, 69.67876 ca.20km Vat Mer Mut Pato Rear, 2545965, 6970467 Vil: Lalchanabad 25 46409, 69.69618 .6.7oum Vi: Rana Jager (BHU) 2544099, 60.7122 4.004 Vil: Dehar Pali 25.44654, 69.7141 6.1m Vi Ando Farm 2549720, 68.7197 Mt: Rajveer Singh Sodho 25 43727, 6871904 9520 nda Al Shah 2542260, 69.72763 67. 00K} Va: Dad Bhi waro pt 25.4207, 6072678 672% a: Gamaro Baer 2541908, 6070011 200