Final Report Final Report Main Report-2 Main Report-2 Pre-Feasibility Study Pre-Feasibility Study

MINISTRY OF TRANSPORT & JAPAN INTERNATIONAL
C O MMU N IC AT IO N S COOPERATION AGENCY

SULTANATE OF OMAN
FINAL REPORT
MAIN REPORT-2
PRE-FEASIBILITY STUDY
MARCH 2005
PREFACE
In response to a request from the Sultanate State of Oman, the

Government of Japan decided to conduct the Study on Road Network
Development and entrusted the project to Japan International Cooperation
Agency (JICA).
JICA selected and dispatched a study team headed by Dr. Hani

Abdel-Halim at Katahira & Engineers International from January 2004 to
February 2005.
The team held discussions with the engineers at Directorate General

of Roads, Ministry of Transport and Communications, as well as other
officials concerned, and conducted field surveys, data analysis, Master Plan
formulation and Feasibility Study. Upon returning to Japan, the team
prepared this final report to summarize the result of the study.
I hope that this report will contribute to the enhancement of friendly

relationship between our two countries.
Finally, I wish to express my sincere appreciation to the officials

concerned of the Sultanate State of Oman for their close cooperation
extended to the study.
March 2005
Kazuhisa MATSUOKA,
Vice President
Japan International Cooperation Agency
Mr. Kazuhisa MATSUOKA
Vice President
Japan International Cooperation Agency
March 2005
Letter of Transmittal
Dear Sir,
We are pleased to submit herewith the Final Report of “The Study on Road Network
Development in the Sultanate of Oman”. The report includes the advices and suggestions of
the authorities concerned of the Government of Japan and your agency as well as the
comments made by the Ministry of Transport & Communications and other authorities
concerned in the Sultanate of Oman.
The report analyses the present and future conditions and demand of transport in the
Sultanate. It comprehensively covers the road transport sector as well as the issues of
institution, financing and environment.
The report presents the established road network development plan to the year 2030, and
pre-feasibility study on high priority projects. The output of the Study concludes that the plan
is technically, environmentally, economically and socially viable, and will contribute to the
national and regional development in the Sultanate. In view of the urgency of developing the
road network in the Sultanate, we recommend that the Government of the Sultanate of Oman
implement the projects with high priority.
We wish to take this opportunity to express our sincere gratitude to your agency, the Ministry
of Foreign Affairs and the Ministry of Land, Infrastructure and Transport. We also wish to
express our deep gratitude to the Ministry of Transport & Communications, Directorate
General of Roads as well as other Governmental Agencies concerned in the Sultanate of Oman
for the close cooperation and kind assistance extended to us during the Study. We hope this
report will contribute significantly to the development of the Sultanate of Oman.
Very truly yours,
Dr. Hani Abdel-Halim

Team Leader,
The Study on Road Network Development
in the Sultanate of Oman
Location Map
Report Composition
The Final Report of the Study is structured to meet the requirements of two user-groups,
either for experts in-charge of planning or technical feasibility studies. It contains the
following five volumes:
EXECUTIVE SUMMARY: is designed to address the decision-makers who do not

extensive information in technical and engineering aspects. It contains brief information
on all the major aspects of the Study, and concentrates on input and output of each
aspect. It contains also a more concentrated summary for the main conclusions.
MAIN REPORT – 1 “Road Network Development Plan”: is designed for planners,

engineers and directors of DGR and concerned ministries and authorities, who need
more technical information on the Master Plan formulation. It contained comprehensive
information on the present conditions in sectors related to the Study, planning objectives
and strategies, development and evaluation of alternatives, components of planned
projects, prioritization in the planning process, evaluation results of the Master Plan and
overall implementation plan. This report contains the Chapters from 1 to 16.
MAIN REPORT – 2 “Pre-Feasibility Study”: is designed to include technical and

detailed studies carried out on significant projects selected in line with the policies and
concept of the Master Plan. The report gives the objectives, preliminary design, cost
estimate and project evaluation on the technical, environmental and economic viability
of four road projects. In addition, it contains other detailed studies conducted on three
projects on specific fields of environment, hydrology and management. This report
contains the Chapters from 17 to 26.
APPENDIX: to contain necessary data, calculations and other information produced

during the course of the Study.
DRAWINGS: to contain preliminary design drawings produced for the Pre-Feasibility

Study projects.
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MAIN REPORT – 2: PRE-FEASIBILITY STUDY
TABLE OF CONTENTS
Page
Preface
Letter of Transmittal
Location Map
Abbreviations .......................................................................................................................... xvi
CHAPTER 17 SELECTED PROJECTS FOR PRE-FEASIBILITY STUDY

17.1 Selection Procedure ...................................................................................... 17-1
17.2 Status of 7th 5-Year Plan Projects ................................................................. 17-2
17.3 Selected Projects ........................................................................................... 17-3
17.4 Study Procedure.............................................................................................. 17-6
CHAPTER 18 AL HAMRA – RUSTAQ ROAD (PHASE 4)

18.1 Objective of the Project ................................................................................ 18-1
18.2 Alignment and Preliminary Design .............................................................. 18-2
18.2.1 Physical Features of Project Site ....................................................... 18-2
18.2.2 Existing Road Condition ................................................................... 18-2
18.2.3 Proposed Road Alignment ................................................................. 18-5
18.2.4 Preliminary Design ............................................................................ 18-6
18.2.5 Pavement Design ............................................................................... 18-8
18.2.6 Structure Design ................................................................................ 18-8
18.2.7 Drainage and Cross Drainage Facilities............................................. 18-8
18.3 Preliminary Cost Estimation ......................................................................... 18-10
18.3.1 Procedure of Project Cost Estimate ................................................... 18-10
18.3.2 Unit Price and Cost of Major Construction Items ............................. 18-11
18.3.3 Construction Cost .............................................................................. 18-15
18.3.4 Engineering Service and Construction Supervision Cost .................. 18-15
18.3.5 Summary of Project Costs ................................................................. 18-16
18.4 Environmental Considerations and TOR for EIA ......................................... 18-17
18.4.1 Environmental Considerations........................................................... 18-17
18.4.2 Terms of Reference for the Project .................................................... 18-22
18.5 Project Evaluation ........................................................................................ 18-23
18.5.1 General ............................................................................................. 18-23
18.5.2 Traffic Demand Forecast ................................................................. 18-23
18.5.3 Preliminary Economic Evaluation ..................................................... 18-25
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18.5.4 Technical Evaluation ......................................................................... 18-32
18.5.5 Evaluation Form Other Aspects......................................................... 18-32
18.5.6 Overall Evaluation ............................................................................. 18-33
Annex 18-1 Detailed Cost Estimate of Hamra – Rustaq Road with Bridge ... A18-1-1
Annex 18-2 Detailed Cost Estimate of Hamra – Rustaq Road without
Bridge ......................................................................................... A18-2-1
Annex 18-3 Environmental Checklist (Hamra to Rustaq Road) ...................... A18-3-1
Annex 18-4 Terms of Reference on the Environmental Impact Assessment
of the Hamra – Rustaq Road, Sultanate of Oman......................... A18-4-1
CHAPTER 19 MADHA – DAFTA ROAD

19.2.1 Physical Features of the Project Site ................................................. 19-2
19.2.5 Pavement Design ............................................................................... 19-7
19.5.1 General ............................................................................................. 19-19
19.5.5 Other Impacts..................................................................................... 19-28
Annex 19-1 Detailed Cost Estimate of Madha – Dafta Road........................... A19-1-1
Annex 19-2 Environmental Checklist (Madha to Dafta Road) ........................ A19-2-1
of the Madha – Dafta Road, Sultanate of Oman........................... A19-3-1
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CHAPTER 20 AL HIJ – FLIM ROAD
20.2.1 Physical Feature of the Project Site ................................................... 20-2
20.2.5 Pavement Design ............................................................................... 20-6
20.5.1 General ............................................................................................. 20-17
20.5.5 Other Impacts..................................................................................... 20-26
Annex 20-1 Detailed Cost Estimate of Al Hij – Flim Road ............................. A20-1-1
Annex 20-2 Environmental Checklist (Al Hij to Flim Road)........................... A20-2-1
of the Al Hij – Flim Road, Sultanate of Oman ............................. A20-3-1
CHAPTER 21 MAHLAH – ISMAIYAH ROAD

21.2.5 Pavement Design ............................................................................... 21-7
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21.5.1 General ............................................................................................. 21-20
21.5.5 Other Impacts..................................................................................... 21-30
Annex 21-1 Detailed Cost Estimate of Mahlah – Ismaiyah Road .................. A21-1-1
Annex 21-2 Environmental Checklist (Mahlah to Ismaiyah Road) ................. A21-2-1
of the Mahlah – Ismaiyah Road, Sultanate of Oman .................. A21-3-1
CHAPTER 22 ENVIRONMENTAL STUDY ON HASIK – SHUWAYMIYAH ROAD

22.2 Alignment ..................................................................................................... 22-2
22.2.3 Assumed Road Alignment ................................................................. 22-4
22.4 Engineering Evaluation ................................................................................ 22-13
22.5 Environmental Considerations and TOR for EIA........................................... 22-14
22.5.1 Environmental Considerations ......................................................... 22-14
22.5.2 Terms of Reference for the Project .................................................. 22-20
Annex 22-1 Environmental Checklist (Hasik to Shuwaymiyah Road) ............ A22-1-1
of the Hasik – Shuwaymiyah Road, Sultanate of Oman............. A22-2-1
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CHAPTER 23 WADI STUDY ON BATINAH HIGHWAY
23.1 Introduction .................................................................................................. 23-1
23.1.1 Al Batinah Region ........................................................................... 23-2
23.1.2 Al Batinah Wadi Gauging Stations ................................................. 23-3
23.2 Flood Frequencies .......................................................................................... 23-8
23.2.1 Regional Flood Frequency Curves.................................................... 23-8
23.2.2 Determination of Peak Discharges in Al Batinah Highway .............. 23-10
23.2.3 Preparation of Flood Peaks Frequency Calibration Maps
of Al Batinah Region......................................................................... 23-10
23.2.4 Hydraulic Calculations (Design) of Al Batinah Highway ............... 23-13
23.2.5 Evaluation of Flood Peaks Frequency of Existing
Al Batinah’s Bridges ......................................................................... 23-14
23.3 Present Drainage Conditions ........................................................................ 23-16
23.3.1 Structures Condition Survey ............................................................. 23-16
23.3.2 Dams and Hydrological Conditions .................................................. 23-19
23.4 Estimated Annual Closing Days..................................................................... 23-26
23.4.1 Rainfall Intensities for Durations up to 24 Hours ........................... 23-27
23.4.2 Daily Rainfall Frequencies................................................................ 23-28
23.4.3 Calculation of Rating Curves .......................................................... 23-32
23.5 Multi-Function Culverts ............................................................................... 23-37
23.5.1 Concept of Multi-Function Culverts ............................................... 23-37
23.5.2 Existing Irish Crossings .................................................................. 23-38
23.5.3 Preliminary Cost Estimates ............................................................. 23-38
23.5.4 Provision of Underpass for Large Vehicles between Roundabouts... 23-45
Annex 23-1 Drainage Studies........................................................................... A23-1-1
CHAPTER 24 MANAGEMENT STUDY ON NEW BATINAH EXPRESSWAY

24.1 Introduction .................................................................................................. 24-1
24.1.1 Study Perspective ............................................................................ 24-1
24.1.2 Physical Outline of New Batinah Expressway ................................ 24-4
24.1.3 Cost Features ................................................................................... 24-6
24.1.4 Demand Forecast ............................................................................. 24-8
24.1.5 Vehicle Operating Cost and Travel Time Cost ................................ 24-8
24.1.6 Regulatory Preparation for Privatization ........................................ 24-8
24.1.7 Equity and Loans ............................................................................ 24-10
24.1.8 Other Cost Assumptions .................................................................. 24-10
24.1.9 Inflation ........................................................................................... 24-11
24.1.10 Financial Statements of Construction Stage .................................... 24-11
24.2 Toll System Study ........................................................................................ 24-11
24.2.1 Toll of Previous Studies .................................................................. 24-11
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24.2.2 Toll induced from User’s Economic Benefit ................................... 24-13
24.2.3 Toll from Field Interview ................................................................ 24-14
24.2.4 Tolls induced from User’s Logical Behaviors ................................. 24-16
24.2.5 Shadow Toll .................................................................................... 24-17
24.2.6 Summing up of Toll Systems .......................................................... 24-18
24.3 Preliminary Financial Study ......................................................................... 24-19
24.3.1 Initial Assumptions ......................................................................... 24-19
24.3.2 Financial Statements of each Five Years ......................................... 24-19
24.3.3 Reconsideration of Revenue ........................................................... 24-21
24.3.4 Reconsideration of Project Start ...................................................... 24-23
24.3.5 Reconsideration of Construction Period ......................................... 24-23
24.3.6 Reconsideration of Depreciation Costs ........................................... 24-23
24.3.7 Reconsideration of Loan Condition ................................................ 24-25
24.3.8 Reconsideration of Paid-up Capital ................................................ 24-25
24.4 Financial Study under Revised Conditions .................................................. 24-25
24.4.1 Assumptions .................................................................................... 24-25
24.4.2 Financial Reports ............................................................................ 24-26
24.5 Financial Feasibility Study with Government Support ................................ 24-26
24.5.1 Considerable Type of Support ......................................................... 24-26
24.5.2 Shadow Toll .................................................................................... 24-28
24.5.3 Government Participation to Capital ............................................... 24-29
24.5.4 Selective Toll ................................................................................... 24-30
24.6 Discussion and Recommendation ................................................................ 24-33
24.6.1 Technical Issues .............................................................................. 24-33
24.6.2 Comparison of Two Government Supporting Systems ................... 24-34
24.6.3 Recommendations ........................................................................... 24-36
CHAPTER 25 IMPLEMENTATION PLAN FOR PRE-F/S PROJECTS

25.1 Project Implementation Program ................................................................... 25-1
25.1.1 Introduction....................................................................................... 25-1
25.1.2 Feasibility Study ............................................................................... 25-2
25.1.3 Environmental Impact Assessment ................................................... 25-2
25.1.4 Detail Design, Tendering, Bidding and Mobilization ....................... 25-3
25.1.5 Land Acquisition ............................................................................... 25-3
25.1.6 Construction ...................................................................................... 25-3
25.2 Budget and Fund Allocation .......................................................................... 25-4
25.3 Implementation Plans..................................................................................... 25-4
25.3.1 Al Hamra – Rustaq Road (N27)........................................................ 25-4
25.3.2 Madaha – Dafta Road (N30) ............................................................. 25-5
25.3.3 Al Hij – Film Road (N47) ................................................................. 25-5
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25.3.4 Mahla – Ishmayia Road (N36).......................................................... 25-5
25.3.5 Hasik – Shuwaymia Road (N7)......................................................... 25-5
25.3.6 Batinah Highway Upgrading (U1) .................................................... 25-6
25.3.7 New Batinah Expressway (N1)......................................................... 25-7
25.4 Overall Implementation Schedule.................................................................. 25-7
CHAPTER 26 CONCLUSIONS AND RECOMMENDATIONS

26.1 Pre-F/S Projects under 7th Plan ...................................................................... 26-1
26.2 Pre-F/S Projects under 8th Plan ...................................................................... 26-3
26.3 Recommendations .......................................................................................... 26-4
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List of Tables
Table 17.2-1 Status of 7th Plan Projects ....................................................................................... 17-2

Table 17.3-1 Pre-F/S Projects ...................................................................................................... 17-3
Table 18.2-1 List of the Drainage Facilities (1/2)........................................................................ 18-8

Table 18-2-1 List of the Drainage Facilities (2/2)........................................................................ 18-9
Table 18.3-1 Average Prices of Major Construction Materials ................................................. 18-11
Table 18.3-2 Labor Cost ............................................................................................................ 18-11
Table 18.3-3 Hourly Cost of Major Construction Equipments .................................................. 18-12
Table 18.3-4 Unit Cost of Major Construction Items of the Road with the Proposed Bridge.......... 18-13
Table 18.3-5 Unit Cost of Major Construction Items of the Road without the Proposed Bridge ..... 18-14
Table 18.3-6 Construction Cost of the Road with the Proposed Bridge...................................... 18-15
Table 18.3-7 Construction Cost of the Road without the Proposed Bridge................................. 18-15
Table 18.3-8 Engineering Services and Construction Supervision Cost
of the Road with the Proposed Bridge.................................................................... 18-15
Table 18.3-9 Engineering Services and Construction Supervision Cost
of the Road without the Proposed Bridge............................................................... 18-16
Table 18.3-10 Summary of Project Cost of the Road with the Proposed Bridge ......................... 18-16
Table 18.3-11 Summary of Project Cost of the Road without the Proposed Bridge ..................... 18-16
Table 18.4-1 Results of IEE on the Hamra – Rustaq Road.......................................................... 18-22
Table 18.5-1 Traffic Volume on Hamra – Rustaq Road............................................................... 18-23
Table 18.5-2 Total Vehicle Kilometers on Hamra – Rustaq Road ............................................... 18-25
Table 18.5-3 Total Vehicle Hours on Hamra – Rustaq Road ....................................................... 18-25
Table 18.5-4(1) Unit Running Cost by Vehicle Speed and Surface Type...................................... 18-26
Table 18.5-4(2) Unit Fixed Cost by Vehicle Types........................................................................ 18-26
Table 18.5-4(3) Unit Travel Time Cost by Vehicle Types ............................................................. 18-27
Table 18.5-5 Estimation of Benefits ............................................................................................ 18-27
Table 18.5-6(1) Economic Cost Estimation (Without Bridge Plan) .............................................. 18-28
Table 18.5-6(2) Economic Cost Estimation (With Bridge Plan) ................................................... 18-28
Table 18.5-7 Economic Indicators of Benefit Cost Analysis ....................................................... 18-29
Table 18.5-8(1) Benefit – Cost Stream of Al Hamra – Rutaq Road Construction Project
(Without Bridge Plan).......................................................................................... 18-30
Table 18.5-8(2) Benefit – Cost Stream of Al Hamra – Rutaq Road Construction Project
(With Bridge Plan) ............................................................................................... 18-31
Table 18.5-9 Sensitivity Analysis of Hamra – Rutaq Road Construction Project
regarding to Benefit and Cost................................................................................. 18-29
Table 18.5-10 Population, Employed Population and School Children in the Influence Area
of Hamra – Rutaq Road .......................................................................................... 18-33
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Table 19.3-1 Average Prices of Major Construction Materials ................................................... 19-11

Table 19.3-2 Labor Cost .............................................................................................................. 19-11
Table 19.3-4 Unit Cost of Major Construction Items..................................................................... 19-13
Table 19.3-5 Construction Cost ................................................................................................... 19-14
Table 19.3-6 Engineering Services and Construction Supervision Cost ..................................... 19-14
Table 19.3-7 Summary of Project Cost ...................................................................................... 19-14
Table 19.4-1 Results of IEE on the Madha – Dafta Road............................................................ 19-18
Table 19.5-1(1) Population of Direct and Indirect Influence Areas by Years................................ 19-21
Table 19.5-1(2) No of Secondary and Tertiary Workers in Direct and Indirect Influence
Areas by Years ..................................................................................................... 19-21
Table 19.5-1(3) Private Vehicle Ownership of Direct and Indirect Influence Areas ..................... 19-21
Table 19.5-2 Number of Trips in Wilayah Madha ....................................................................... 19-22
Table 19.5-3 Traffic Volume on Madha – Dafta Road................................................................. 19-22
Table 19.5-4 Total Vehicle Kilometers on Madha – Dafta Road ................................................. 19-23
Table 19.5-5 Total Vehicle Hours on Madha – Dafta Road......................................................... 19-23
Table 19.5-7 Estimation of Benefits ............................................................................................ 19-25
Table 19.5-8 Economic Cost Estimation ..................................................................................... 19-25
Table 19.5-9 Economic Indicators of Benefit – Cost Analysis .................................................... 19-26
Table 19.5-10 Benefit – Cost Stream of Madha – Dafta Road Construction Project .................... 19-27
Table 19.5-11 Sensitivity Analysis regarding Benefit and Cost of Madha – Dafta Road
Construction Project ............................................................................................... 19-28
Table 19.5-12 Number of Population, Employed Population and School Children in
the Influence Area of Madha – Dafta Road ............................................................ 19-29
Table 20.2-1 List of the Drainage Facilities ................................................................................ 20-7

Table 20.3-2 Labor Cost .............................................................................................................. 20-9
Table 20.4-1 Results of IEE on the Al Hij - Flim Road ............................................................... 20-16
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Areas by Years ..................................................................................................... 20-19
Table 20.5-1(3) Private Vehicle Ownership of Direct and Indirect Influence Areas ..................... 20-19
Table 20.5-2 Number of Trips in Willayah Muhut ...................................................................... 20-20
Table 20.5-3 Traffic Volume on Al Hij – Flim Road ................................................................... 20-21
Table 20.5-4 Total Vehicle Kilometers on Al Hij - Flim Road .................................................... 20-21
Table 20.5-5 Total Vehicle Hours on Al Hij - Flim Road ............................................................ 20-21
Table 20.5-7 Estimation of Benefit.............................................................................................. 20-23
Table 20.5-8 Economic Cost Estimate......................................................................................... 20-24
Table 20.5-10 Benefit – Cost Stream of Al Hij - Flim Road Construction Project ....................... 20-25
Table 20.5-11 Sensitivity Analysis regarding Cost and Benefit of Al Hij - Flim Road
Construction Project ............................................................................................... 20-26
the Influence Area of Al Hij - Flim Road ............................................................... 20-27

Table 21.3-2 Labor Cost .............................................................................................................. 21-11
Table 21.4-1 Results of IEE on the Hamra – Ismaiya Road ........................................................ 21-19
Areas by Years ..................................................................................................... 21-22
Table 21.5-1(3) Private Vehicle Ownership of Direct and Indirect Influence Areas by Years ...... 21-23
Table 21.5-2 Number of Trips in Wilayah Dima Wa At Taiyyin ................................................. 21-23
Table 21.5-3 Traffic Volume on Mahlah - Ismaiyah Road........................................................... 21-24
Table 21.5-4 Total Vehicle Kilometers on Mahlah - Ismaiyah Road........................................... 21-24
Table 21.5-5 Total Vehicle Hours on Mahlah - Ismaiyah Road................................................... 21-24
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Table 21.5-7 Estimation of Benefit.............................................................................................. 21-26
Table 21.5-8 Economic Cost Estimation ..................................................................................... 21-27
Table 21.5-10 Benefit – Cost Stream of Mahlah - Ismaiyah Road Construction Project .............. 21-29
Table 21.5-11 Sensitivity Analysis regarding to Costs and Benefit............................................... 21-28
the Influence Area of Mahlah - Ismaiyah Road...................................................... 21-30
Table 22.2-1 Summary Table of Alternative 1 ............................................................................. 22-9

Table 22.3-1 Unit Cost by Type of Structure ............................................................................... 22-11
Table 22.3-2 Total Cost of Alternatives ....................................................................................... 22-12
Table 22.4-1 Summary of Features of Alternatives ..................................................................... 22-13
Table 22.5-1 Results of IEE on the Hasik - Shuwaymiyah Road ................................................ 22-20
Table 23.2-1 Frequency of Flooding for Design of Highway Drainage Structures ..................... 23-10
Table 23.2-2 Mean Annual Floods (MAF) of Wadis in Al Batinah Region.............................. 23-11
Table 23.2-3 Typical Values of Manning Coefficient’s ............................................................... 23-13
Table 23.2-4 Calculated Flood Peaks Frequency of Existing Bridges......................................... 23-14
Table 23.3-1 Location and Characteristics of Surveyed 32 Irish Crossings along
Al Batinah Highway.......................................................................................... 23-18
Table 23.3-2 Existing Recharge Dams of Al Batinah Region.................................................. 23-20
Table 23.3-3 Locations of Proposed Dams .................................................................................. 23-23
Table 23.4-1 Maximum Recorded 1-Day Rainfalls (>100 mm) in Al Batinah Region ............. 23-30
Table 23.4-2 Frequency Analysis for Rain Gauge Stations: Wadi Jizzi....................................... 23-31
Table 23.4-3 Estimated Duration of Flood Peaks along Al Batinah Highway.......................... 23-32
Table 23.5-1 List of Irish Crossing on Batinah Highway ............................................................ 23-40
Table 23.5-2 Total Costs for Three Cases .................................................................................... 23-42
Table 23.5-4 Summary of Total Cost ........................................................................................... 23-43
Table 23.5-5 List of Proposed Culvert Type ................................................................................ 23-47
Table 24.1-1 Cost of New Batinah Expressway .......................................................................... 24-7

Table 24.1-2 Implementation Plan of New Batinah Expressway ................................................ 24-9
Table 24.1-3 Cost Estimate per Package...................................................................................... 24-9
Table 24.1-4 Financial Statement of Expressway Company – Construction Stage ..................... 24-12
Table 24.2-1 Tolls of Former Studies........................................................................................... 24-13
Table 24.2-2 Price Index between 1997 and 2003....................................................................... 24-13
Table 24.2-3 Toll Statement System by Country ......................................................................... 24-13
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Table 24.2-4 Economic Benefit per Car of New Batinah Expressway – 2025 ............................ 24-14
Table 24.2-5 Interviewee Attributes............................................................................................. 24-14
Table 24.2-6A Summary of Interviews........................................................................................... 24-15
Table 24.2-6B Summary of Interviews........................................................................................... 24-15
Table 24.2-7 Expected Toll Sales induced from Interview Survey.............................................. 24-16
Table 24.2-8 Time Value -2005.................................................................................................... 24-16
Table 24.2-9 Expected Sales assumed Time Value Reasonable Behavior ................................... 24-17
Table 24.2-10 Economic Benefit of New Batinah Expressway..................................................... 24-18
Table 24.2-11 Summary of Tolls.................................................................................................... 24-18
Table 24.3-1 Initial Assumptions for Preliminary Feasibility Study............................................ 24-19
Table 24.3-2 Financial Statements of each Fie Years .................................................................. 24-20
Table 24.3-3 PFI Application Field.............................................................................................. 24-24
Table 24.3-4 Financing Scheme of Severn Bridge ...................................................................... 24-25
Table 24.4-1 Assumption Revised ............................................................................................... 24-25
Table 24.4-2 Financial Reports of Revised Assumption Case ..................................................... 24-27
Table 24.5-1 Shadow Toll and Retained Earning ........................................................................ 24-28
Table 24.5-2 Growth Rate from 2005 till 2030............................................................................ 24-28
Table 24.5-3 Economic Analysis of Shadow Toll........................................................................ 24-29
Table 24.5-4 Government Investment and Retained Earning ...................................................... 24-30
Table 24.5-5 Economic Analysis of Government Investment ..................................................... 24-30
Table 24.5-6 Company Financial Analysis .................................................................................. 24-31
Table 24.5-7 Economic Analysis for Company Participation Case ............................................. 24-32
Table 24.5-8 Government Investment and Retained Earning ...................................................... 24-32
Table 24.6-1 Summary of Shadow Toll and Capital Support Cases ............................................ 24-37
Table 24.6-2 Financial Statement of RO 9,500 Shadow Toll in Selected Years .......................... 24-38
Table 25.1-1 Major Characteristics of Pre-F/S Projects .............................................................. 25-1

Table 25.1-2 Length and Required Fund of Pre-F/S Projects...................................................... 25-2
Table 25.2-1 Ratio of Pre F/S Projects Fund to Estimated Future Road Investments ................. 25-4
Table 25.3-1 Implementation Plan of Al Hamra – Rustaq Road (N27) ....................................... 25-4
Table 25.3-2 Implementation Plan of Madaha – Dafta Road (N30)............................................ 25-5
Table 25.3-3 Implementation Plan of Al Hij – Film Road (N47) ................................................ 25-5
Table 25.3-4 Implementation Plan of Mahla – Ismayia Road (N36)........................................... 25-6
Table 25.3-5 Implementation Plan of Hasik – Shuwaymia Road (N7)........................................ 25-6
Table 25.3-6 Implementation Plan of Batinah Highway (U1) ..................................................... 25-7
Table 25.4-1 Overall Implementation Schedule of Pre F/S Projects ........................................... 25-8
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List of Figures
Figure 17.3-1 Location Map of Pre-F/S Projects .................................................................. 17-4
Figure 18.1-1 Location of Project Site .................................................................................. 18-1

Figure 18.2-1 Existing Road Condition ................................................................................ 18-4
Figure 18.2-2 Proposed Bridge ............................................................................................. 18-5
Figure 18.2-3 Proposed Alignment ....................................................................................... 18-6
Figure 18.2-4 Typical Cross Sections.................................................................................... 18-7
Figure 18.3-1 Procedure of Project Cost Estimate ................................................................ 18-10
Figure 18.5-1 Procedure for Project Evaluation.................................................................... 18-24
Figure 19.1-1 Location of the Project Site ............................................................................ 19-1


Figure 20.2-3 Typical Cross Section ..................................................................................... 20-6


Figure 22.2-1 Topography of the Coast between Hasik and Shuwaymiyah (Photos)........... 22-3
Figure 22.2-2 Assumed Alignments of Alternatives ............................................................. 22-5
Figure 22.2-3 Assumed Routs of Sub-Alternatives of Alternative 1..................................... 22-7
Figure 22.2-4 Conceptual Cross Section of Alternative 1-1 ................................................. 22-6
Figure 22.2-5 Example of Road Constructed on Large Rock Blocks Placed in Sea............. 22-8
- xiv -
Figure 23.1-1 Locations of Walayat and Hydrometric Stations ............................................ 23-4
Figure 23.1-2 Location of Wadis and Drainage Pattern ........................................................ 23-5
Figure 23.1-3 Average Rainfall Runoff for Northern Oman Gauged Catchments of 1996... 23-7
Figure 23.1-4 Wadis and Location of Flood Stations of Al Batinah Region......................... 23-7
Figure 23.2-1 Regional Flood Frequencies Analysis (Growth Curves for Northern Oman)........ 23-8
Figure 23.2-2 Frequency of Rainfall Intensities for Plains, Hills and Mountains................. 23-9
Figure 23.2-3 Flood Peaks Frequency (m3/sec) for Areas Greater than 10 km2
Al Batinah (50 Years Return Period) .............................................................. 23-12
Figure 23.2-4 Locations of Bridges along Al Batinah Highway........................................... 23-15
Figure 23.3-1 Location of Surveyed Irish Crossings along Al Batinah Highway................. 23-17
Figure 23.3-3 Locations of Existing Dams in Al Batinah Region ........................................ 23-21
Figure 23.3-4 Locations of Proposed Dams in Al Batinah Region....................................... 23-22
Figure 23.3-5 Fulaji, Al Ma’awil, and Jizzi Dams at Al Batinah Region.............................. 23-24
Figure 23.4-1 Rainfall Intensity Frequencies of 12 Hours for Plain, Hills and Mountains .. 23-27
Figure 23.4-2 Rainfall Intensity Frequencies of 24 Hours for Plain, Hills and Mountain .... 23-28
Figure 23.4-3 Maximum Rainfall Frequency Plots for Plain Areas of Northern Oman ....... 23-29
Figure 23.4-4 Results of Rating Curves of the Proposed Rehabilitative Irish Crossings
of Al Batinah Region...................................................................................... 23-36
Figure 23.5-1 Schematic Drawing of Multi-Function Culvert.............................................. 23-37
Figure 23.5-2 Location Map of Irish Crossing on Batinah Highway.................................... 23-39
Figure 23.5-3 Conceptual Illustration of Three Cases........................................................... 23-41
Figure 23.5-4 Condition of Site Where Vehicle Type Culvert is Proposed........................... 23-44
Figure 23.5-5 Conceptual Sketch of Multi-Function Culverts Usable During Light Flood . 23-45
Figure 23.5-6 Conceptual Drawing of Underpass for Large Vehicles .................................. 23-46
Figure 24.1-1 Study Flow...................................................................................................... 24-2

Figure 24.1-2 Proposed Alignment of New Batinah Expressway......................................... 24-5
Figure 24.6-1 Final Profit by Type and Volume of Subsidies ............................................... 24-34
Figure 24.6-2 Cash Position .................................................................................................. 24-35
Figure 24.6-3 Economic Benefit ........................................................................................... 24-36
- xv -
ABBREVIATIONS
4WD : Four Wheel Drive

5YDP : Five-Year Development Plan
AADT : Annual Average Daily Traffic
AAGR : Annual Average Growth Rate
AASHTO : American Association of State Highway and Transport Officials
AC : Asphalt Concrete
ADT : Average Daily Traffic
amsl : above mean sea level
AP : Aden Port
ASFR : Age-Specific Fertility Rate
BAR Bowshar – Al Armarat Road
B/C : Benefit/Cost Ratio
BC : Box Culvert
BOOT : Build, Operate, Own and Transfer
BOT : Build, Operate and Transfer
bpd : Barrel per Day
BS : British Standard
CC : Cement Concrete
DBST : Double-Layer Bituminous Surface Treatment
DD : Detail Design
DGC : Directorate General of Communications (in Dhofar)
DG : Director General
DGR : Directorate General of Roads
DGWRA : Directorate General of Water Resources Assessment
DNC : Do Nothing Case
DOT : UK Department of Transport
DST : Double Surface Treatment
EBH : Existing Batinah Highway
EIA : Environmental Impact Assessment
ESCWA : Economic and Social Committee for Western Asia
EIRR : Economic Internal Rate of Return
FFCO : Flood Frequency Curve of Oman
F/S : Feasibility Study
FIRR : Financial Internal Rate of Return
FPF : Flood Peak Frequency
FTZ : Free Trade Zone
FYDP : Five-Year Development Plan
GCCS : Gulf Co-operation Council Standard
GDP : Gross Domestic Products
GR : Grouted Riprap
GRDP : Gross Regional Domestic Products
GVA : Gross Value Added
ha : hectare
HCM : Highway Capacity Manual
HDM : Highway Design Manual
- xvi -
HUC : Highway User Cost
IB : Irish Bridge
ICC : Industrial Clarification Code
IEE : Initial Environmental Examination
IMF : International Monetary Fund
IR : Internal Regulation
ISIC : International Standard Industrial Classification
JICA : Japan International Cooperation Agency
LFPR : Labor Force Participation Rate
LNG : Liquefied Natural Gas
LOS : Level of Service
MAF : Mean Annual Flood
M/P : Master Plan
MCI : Ministry of Commerce and Industry
Mcm : Million cubic meters
MD : Ministerial Decision
MOAF : Ministry of Agriculture and Fisheries
MOC : Ministry of Communications
MOCI : Ministry of Commerce and Industry
MOD : Ministry of Defense
MOE&W : Ministry of Electricity and Water
MOF : Ministry of Finance
MOG : Ministry of Oil and Gas
MOH : Ministry of Health
MOHC : Ministry of Heritage and Culture
MONE : Ministry of National Economy
MOT&C : Ministry of Transport and Communications
MRMEWR : Ministry of Regional Municipalities, Environment and Water Resources
MWR : Ministry of Water Resources
N.A., N/A : Not Available
NBE : New Batinah Expressway
NPV : Net Present Value
NR : National Road
NSA : National Survey Authority
OD : Origin-Destination
PC : Precast Concrete
PC : Pipe Culvert
P/C table : Production and Consumption Table
PCE : Passenger Car Equivalent
PCSG : Pre-stress Concrete Steel Girder
PCU : Passenger Car Unit
PDO : Petroleum Development of Oman
PFI : Private Finance Initiative
POT : Peak Over Threshold
PSS : Passing Sight Distance
R/A : Roundabout
RC : Reinforced Concrete
- xvii -
RCSG : Reinforced Concrete Steel Girder
RD : Royal Decree
RD/DGC : Road Department of DGC
RDI : Road Density Index
RO : Riyal Omani
ROP : Royal Oman Police
ROW : Right of Way
SCTP : Supreme Committee for Town Planning
SGRF : State General Reserve Fund
SPT : Standard Penetration Test
QSR : Quriyat - Sur Road
SSD : Stopping Sight Distance
ST : Surface Treatment
TEU : Twenty Feet Equivalent Unit
TFR : Total Fertility Rate
TOR : Terms of Reference
TRB : Transportation Research Board (USA)
TRL : Transport Research Laboratory
TTC : Travel Time Cost
UAE : United Arab Emirates
UK : United Kingdom
VCR : Volume/Capacity Ratio
veh : Vehicle
VOC : Vehicle Operating Cost
vpd : Vehicle per day
ph : Vehicle per hour
- xviii -
PART III
CHAPTER 17
SELECTED PROJECTS FOR

CHAPTER 17
SELECTED PROJECTS FOR PRE-F/S STUDY
17.1 SELECTION PROCEDURE
This Study on the Road Network Development in the Sultanate of Oman is composed
of two main phases. The first phase is to formulate the development plan for primary
and secondary road networks to the target year of 2030. The main task of the second
phase is to carry out preliminary feasibility studies (Pre-F/S) on selected projects with
high priority for implementation, basically from the coming 7th Plan. The 7th Plan
includes 19 road projects, either as dualization or new construction, with a total length
of more than 1,000 kilometers.
In general, the main links or skeleton of the road network in Oman is well developed
and connects regions, wilayats and major development centers as well as major
transport facilities as airports and ports. In addition, it can meet the present transport
demand requirements and basic functions of a road network in a satisfactory level. In
the short-term development of the road network, the Master Plan generally shows that
small-scale projects for improvements are required to improve the overall functions of
the road network, while major and large-scale projects are required in the medium and
long terms due to the considerable increase in the transport demand in future.
In the selection of the high priority projects for the Pre-F/S, basically significant road
projects in line with the policy and concept of the Nationwide Master Plan are selected,
providing that such projects require Pre-F/S before future implementation. In the mean
time the following criteria are considered:
Urgency: Projects that are in urgent need for implementation, and intended to solve
urgent transport problems and greatly improve the network function.
Integration: Projects that promote and provide integration with other socioeconomic
development projects.
Regional Balance: Projects that are distributed in different regions to promote regional
development and knowledge for regional offices.
Technical Issues: Projects that require technical depth in important issues such as
environmental assessment, hydrological analysis at Wadi locations and privatization
schemes through the systems of built-operate-transfer (BOT) and public-private-
participation (PPP).
17 - 1
17.2 STATUS OF 7TH 5-YEAR PLAN PROJECTS
The projects included under the 7th Plan are the most urgent and required projects that
will provide quick impact on the efficiency of the road network and meet the objectives
and policy of the Master Plan. The status of all projects included in the 7th 5-Year Plan
is investigated through information from both DGR and DGC. As the 7th Plan will start
by the year 2006 with only short period before implementation activities, most of its
planned projects are already in the design or tendering stages after carrying out required
feasibility studies as shown in Table 17.2-1.
Table 17.2-1 Status of 7th Plan Projects

Project Length Project
Project Region
No. Km Status
D3-1 Nizwa - Bahla A’Dakhliyah 40 FS+PD June 04 - UD
D3-2 Bahla - Ibri Adh Dhahira 85 FS+PD June 04 - UD
D5-1 Majis (Sohar) - Az Zarub Batina/A’Dhahi 81 FS April 04 - TD
D7 Ma'mura - Taqah Dhofar 20 TD 1993
D8 Muladdah - Hazm Batinah 24 TD 1998
D-9 Quriyat - Sur Phase III Ash Sharqiya 18 TD 2004
N4 Diba - Khasab Musandam 95 FS June 04 - UD
N5 Lima Link - Khasab Musandam 25 FS - UD
N6 Al Ashkharah - Shanna Ash Sharqiya 164 FS March 04 – UD
N9 Marmul - Sawqrah Dhofar 140 FS March 04
N10 Shelim-Shuaymiyah Dhofar 48 FS April 04 + TD
N12 Madinat AL Haq-Nashib Dhofar 28 PD May 04 - UD
N14 Teetam-Qaftat Dhofar 12 PD June 04 - UD
N26 Thumrait - Marmul Dhofar 86 FS + TD
N27 Hamra-Rustaq, PhaseIV Bat/Ad Dhakh. 28 -
N28 Yanqul-Fida-Dank Adh Dhahira 41 TD
N30 Madha - Dafta Musandam 15 -
N36 Mahlah - Ismaiyah Ash Sharqiya 38 -
N47 Al Hij - Flim Al Wusta 19 -
Notes:
FS: Feasibility Study (by consultant; economic analysis based on rough design)
PD: Preliminary Design
DD: Detailed Design
TD: Tender Documents (by consultant)
UD: Under Design (by consultant for complicated projects or by contractor for simple
projects; to include P/D, D/D and TD)
17 - 2
17.3 SELECTED PROJECTS
Due to the limited number of projects selected from the 7th Plan that meet the criteria
and require Pre-F/S, and that some of the projects in the 8th Plan are important, but
delayed due to financial constraints, it was agreed with DGR to include some of these
projects in the Pre-F/S stage. The selected projects from the 8th Plan are considered as
complicated projects that have technical importance and require special considerations
and specific viability before implementation.
The selected road projects for Pre-F/S, that are in line with the policy and concept of
the Nationwide Master Plan and confirm with the established criteria are as presented in
Table 17.3-1. Figure 17.3-1 shows a location map for the selected projects.
Table 17.3-1 Pre-F/S Projects

Major Project Length
Road Region Plan Justification
Task No. (km)
To improve network
th
Hamra – Rustaq N27 28 Bat/A’Dakh 7 efficiency and high
transport demand
To strengthen integration
Madha – Dafta N30 15 Musandam 7th
Technical and social welfare
Study To promote regional and
Al Hij – Flim N47 19 Al Wusta 7th
tourism development
To improve network
Mahlah – th
38 A’Sharqiya 7 efficiency in populated
Ismaiyah
mountainous areas
To assess the road impact
Environ- as it passes through
Hasik – th
mental 120 Dhofar 8 environmentally protected
Shuwaymiyah
Study areas in both mountain and
sea sides
To carry out hydrological
analysis at wadis to replace
Wadi Batinah th
U1 270 Batinah 8 Irish crossings to culverts
Study Highway
and to provide underpasses
at at-grade junctions
Manage- To study financing and
New Batinah th
ment N1 246 Batinah 8 management systems for
Expressway
Study private sector participation
17 - 3
Figure 17.3-1 Location Map of Pre-F/S Projects
17 - 4
The four projects selected from the 7th Plan, as listed above, will be subject to all
Pre-Feasibility Study tasks. As for the three projects selected from the 8th Plan, the study
will concentrate only on the major task for each project.
The following sections provide an explanation on the nature of each of the selected
projects.
1) Hamra – Rustaq Road Project (Phase 4): A 2-lane paved road connecting Ar
Rustaq in Batinah Region and Al Hamra in Ad Dakhliyah Region is currently
being constructed across Al Hajar Al Ghabri Mountain Range. This road project is
divided into 4 phases. Phase 1 (L = 15.0 km) is already completed. Phase 2 (L =
13.7 km) is under construction. Phase 3 (L = 9.5 km) is being designed. Phase 4 is
the final section of this road and connects this road with NR No. 13. Upon
completion, Al Hamra-Rustaq Road is expected to contribute to strengthen the
communication between Barka/Rustaq area and Al Hamra/Bahla/Nizwa area. It is
also expected to function as a detour route for NR 15 (Rusayl-Nizwa Road).
2) Madha – Dafta Road Project: Madha is the central town of Oman territory in UAE
territory, isolated from the main Oman territory of Musandam. (See Chapter 19.)
There is a road connecting Qidfa in UAE (in the east of Madha) and Dafta in UAE
(in the west of Madha), traversing the territory of Oman in east-west direction.
This road passes an isolated UAE territory existing in Oman territory around
Madha. The local residents desire to go to Dafta without passing the isolated UAE
territory in Madha area. Therefore, they requested DGR to alter the route of the
existing road so that they can go to Dafta without passing the isolated UAE
territory.
3) Al Hij – Flim Road Project: Flim is small fishing village. There is a small island
called Mahawt Island about 5 km offshore from Flim. This island is currently used
as the base for fishing. The sea between Mahawt Island and Flim is very shallow
and the bottom of the sea is visible during ebb tide. Substantial part of the island
and shore is covered by mangrove. The sea water is clear. There is plan to develop
this area as a tourist spot. The Project is to support the tourism development, as
well as to improve the access of the local residents to the market (to sell fish).
4) Mahlah – Ismaiyah Road Project: The central valley of Al Hajar Ash Sharqi
Mountain Range has rich underground and surface water. Accordingly, this area
has high potential of agriculture and tourism. The Project Road longitudinally
traverses the central valley. The section of NR 25 from Sabikah on NR 23 to
Mahlah is already paved. Therefore, Mahlah – Ismaiyah Road is an extension of
17 - 5
this NR 25. Also, Project N33 (Tiwi-Ismaiyah) and N38 (Al Mazari-Ghubrat At
Tam) are to be connected to Mahlah – Ismaiyah Road and N37 (Qaran-Maqal-
Sayq-Sabt-NR 23) Road. Accordingly, this road, together with N37 Road, is
expected to function as the axis of the local network. They are also expected to
function as the local detour route for NR 23(Bid Bid - Sur Road).
5) Hasik – Shuwaymiyah Road: This proposed road is the missing link in the coastal
road south of the country in Dhofar. While this road is expected to enhance the
function of road network in the area and contribute to socioeconomic acitivities of
the area, the area is environmentally critical that require great care in identifying
its alignment and design. The road is considered as an important link in the road
network; however, implementation of the road will be based on the results of its
EIA.
6) Upgrading of Batinah Highway: This project is to provide culverts at

Irish-crossing sections along this most important highway in the country in order
to upgrade it as an all-weather highway. In addition, the viability of providing
grade-separation structures at at-grade junctions and intersections in order to
provide safety facilities at such black-spots is investigated.
7) New Batinah Expressway: This project is to construct a divided, 4-lane, full

access-controlled expressway. The Project Road is to run parallel to the existing
Batinah Highway. The location of the route is currently being studied by the
Supreme Committee for Town Planning (SCTP). According to SCTP, the most
probable location of the route is approximately 10 km from the existing Batinah
Highway to south (to the mountain). At the Muscat-side end (near Filaiji R/A or
Halban R/A), this expressway is to be connected to the Southern Expressway
which traverses As Seeb and reach Al Qurm. Construction of the Southern
Expressway is expected to be started in near future. (Tender documents have been
prepared.) The Government intends to introduce “private participation” for
financing the cost of the New Batinah Expressway. But private participation in the
area of road is still new to Oman. Therefore, possibilities of private participation
under a few scenarios are examined.
17.4 STUDY PROCEDURE
For the four projects categorized as “Technical Study” in Table 17.3-1, (Hamra –
Rustaq, Madha – Dafta, Al Hij – Flim, and Mahlah – Ismaiyah ), studies are conducted
in the following procedures.
1) Identification of study section: This is done on 1:100,000 topographical map.
17 - 6
General alignment and starting and end point are confirmed. Discussion is held
between DGR and the Study Team as Necessary.
2) Field survey: The Study Team members and DGR officials (mainly the
Counterparts), and relevant consultant or contractor, visit the site of the project and
confirm the possible alignment, start point and end point of the study road. Then,
the Study Team members conduct simplified survey on the topography along the
proposed alignment. Locations of necessary drainage facilities are marked and
recorded. The GPS data of the proposed alignment is recorded to be used in
presenting the proposed alignment on 1:100,000 topographical map.
3) Preliminary design: The Study Team member draws cross sections and estimate
quantity of earth works. Quantities of other items such as slope protection, drainage,
pavement, etc are estimated. The drawings of alignment, cross sections, drainage
facilities, etc. are complied in a separate volume (“Drawings”).
4) Cost estimate: Based on the quantities estimated in the above, construction cost is
estimated.
5) Economic evaluation: Using the construction cost as described above and estimated
economic benefits calculated from the estimated traffic volume, three economic
indicators (Net Present Value (NPV), Benefit/Cost Ratio (BCR) and Internal Rate
of Return (IRR)) are calculated.
For the “Environmental Study” of Hasik-Shuwaymiyah Road, almost same procedure

was followed except economic evaluation. In case of this road, the main focus was
consideration on environmental impact. Therefore, economic evaluation was not
carried out.
For the “Wadi Study” of Batinah Highway which involves construction box culverts,
types of culverts are selected based on the survey on the conditions of Irish crossings.
The costs are estimated based on the design of culverts. Economic evaluation is made
by comparing the cost and economic benefit accruing from the elimination of
disturbance to the traffic.
For the “Management Study” of New Batinah Expressway, some variations of toll rate
system and resulting toll revenues are estimated and examined. Possible tolling system
is proposed.
17 - 7
CHAPTER 18
HAMRA - RUSTAQ ROAD

CHAPTER 18
AL HAMRA - RUSTAQ ROAD (PHASE 4)
18.1 OBJECTIVE OF THE PROJECT
The existing Al Hamra - Rustaq road (Project No. N27, Batinah Region) which
connects between National Road (NR) 13 in Rustaq side and NR 21 in Al Hamra side is
unpaved stony and rough road. The road is passable only by four (4) wheel drive
(4WD) vehicle. In Master Plan Study, this road becomes important road link between
NR 13 and NR 21 across Al Hajar Al Ghabri Mountain Range connecting A’Dakhliyah
Region with the coastal area.
Taking into account the importance of this road, the Government intends to improve
this Al Hamra - Rustaq road. The improvement project of this road divided into four (4)
stages as described below:
Phase 1: Length 15.000 kilometers

Location map is shown in Figure 18.1-1.
Project Site
Figure 18.1-1 Location of Project Site
18 - 1
The construction of Phase 1 project was already completed in January 2003 and opened
to traffic, and the construction of Phase 2 project is now on-going and is expected to be
completed in 2005. Phase 3 project has already been tendered-out and designing is now
being conducted by the contractor. However, due to some difficulties of the severe
terrain conditions, preliminary design of Phase 3 is haltered at present, and design of
Phase 4 has not been started yet. Therefore, DGR requested the Study Team to carry out
the pre-feasibility study of this project. The objectives of the project are:
a) To complete road linkage between NR 13 and NR 21 across Al Hajar Al Ghabri

Mountain Range,
b) To provide proper access road for people who are living along the project road, and
c) To provide a diversion road of NR 15 between Muscat and Nizwa if necessary.
18.2 ALIGNMENT AND PRELIMINARY DESIGN
18.2.1 Physical Features of Project Site
The topography of the area where Al Hamra - Rustaq road traverses is roughly divided
into northern side and southern side according to its topographic features.
The southern side is comparatively moderate rolling terrain, but climbs up

approximately 1,400 meters of the elevation before reaching the peak of the mountain.
The northern side has the cliff at the top of the mountain and climbs down
approximately 1,000 meters of the elevation to the foot of the cliff, where the village of
Hatt is located in Wadi al Hat. From Hatt to the Rustaq side, the road is passing through
mountainous terrain and sometimes is required to pass the small ridges where the road
alignment transfer from one wadi to the other. Therefore, the road traverses almost
inside the wadis, and gets down the altitude moderately to 400 meters above sea level.
18.2.2 Existing Road Condition
The road stretch is divided into four sections by the construction phases. Phase 1 & 2 are
located in the southern side while Phase 3 & 4 are in the northern side. This Study focuses
only on Section 4 between the village of Hatt and the end of the road joint with NR 13.
The project road (Section 4) starts at the village of Hatt, then, climbs down the
mountain along Wadi al Hat for about 2 kilometers. The road grazes the wadi bed in
short distance at the village of Bilad Sayt then climbs up the ridge again.
The road alignment is interrupted by the deep valley and it is forced to detour. The road
goes upstream to cross the wadi at Chainage 4.8 kilometer then comes back the
18 - 2
opposite of the valley. At this section, between Chainage 3.7 kilometer and 6.1
kilometer, the road faces very critical terrain condition with vertically standing cliff and
steeply cut deep valley, named Wadi Bimah, such as that the mountain side slopes are
overhanging, the road width is quite narrow, the shoulder is barely fixed by loose
masonry and horizontal alignment just traces the topography without any relation to
geometric requirements of road. Wadi Bimah and Wadi al Hat meet and become one
stream at downstream beyond just few hundreds meters.
From Chainage 8.4 kilometer, the road passes inside, or side bank of, the wadi up to
Chainage 12.9 kilometer. At the point of 12.9 kilometer the wadi flows down to the
narrow chasm of the mountain. The road goes away from wadi and traverse the ridge to
another wadi, named Wadi Bani Awf. From Chainage 13.8 kilometer to the end point of
Phase 4, the road just follows and passes inside Wadi Bani Awf. The wadi is passing
through the valley and is narrow and go zigzag at the most of the stretch, but
occasionally becomes relatively wider.
The existing condition of the project road is shown in Figure 18.2-1.
18 - 3
R us
ta q
NR
13
Al
Aw
End Point 28.3km
abi
Wadi Bani Awf at 27km
Proposed Bridge Location

Wadi al Hat & Bimah meet
Beginning Point 0km
Figure 18.2-1 Existing Road Condition
18 - 4
18.2.3 Proposed Road Alignment
The existing road passes through the limited space surrounded by cliffs and steep
slopes of mountains. The peaks of the mountains adjacent to the road are over 1,000
meters high and many streams have carved the mountain slope. As the result of the
investigation, it is assumed that the route of the planned road follow the existing road
because preferable alternative route could not be found from the topographic map.
However, alteration of alignment is proposed at the critical road section between

chainage 3.7 kilometer and 6.1 kilometer to avoid the risks of the stability of the road.
As the alternative, this Study suggests crossing the deep valley with a bridge, span
length of which becomes approximately 120 meters and bridge length is approximately
190 meters. In this Study, the arch bridge made by the pre-stressed concrete shall be
adopted with the consideration on the appropriateness for that span length, suitability
on the site condition and availability of the materials. This alternative is also short-cuts
the road length by about 2 kilometers. Figure 18.2-2 shows the rough sketch of the
proposed bridge.
Figure 18.2-2 Proposed Bridge
The road section inside the wadi shall be closed to bank basically to secure sufficient
cross-sectional area for the flood stream. The elevation of the road shall be raised by
1.0 meter on average from the river bed to keep the road surface above the water level
during the flood usually experienced.
Figure 18.2-3 shows the proposed alignment of the project road.
18 - 5
END
STA. 28+300
Proposed
Bridge Site
STA. 20+000
STA. 10+000
BEGINNING
STA. 0+000
Section 3
Figure 18.2-3 Proposed Alignment
18.2.4 Preliminary Design
The proposed cross sections follow the Highway Design Manual of Oman (HDM). As
mentioned in HDM, the carriageway of secondary road shall be 7.0 meters and paved
shoulder of 1.5 meters in width shall be provided on both sides in this project. Basically
the verge of 2.0 meters in width shall be adopted on both sides as stated in HDM. But
the verge will be omitted or narrowed in the mountainous terrain and rolling terrain,
18 - 6
where its vertical grade is steeper than 4 %, to avoid the erosion of unpaved verge
surface and to install the side ditch on that space. The side ditches shall be lined by the
grouted riprap on those sections to protect the pavement structure from the erosion.
Where the slope of the mountain is very steep, the retaining wall shall be adopted to
secure the necessary road width. The retaining wall will be either gravity type or
reverse T-shape type depending on the site condition, and guardrail or concrete barrier
shall be installed. Inside the wadi, road embankment shall be protected from the flood
stream by the grouted riprap.
As the result of the above consideration, the typical cross sections are proposed as
shown in Figure 18.2-4.
side ditch shoulder carriageway shoulder verge
Guardrail
4 2.0% 2.0% 5.0%

1
AC Cource 50mm
verious
Granular Base Course 150mm
Granular Subbase Course 150mm
Retaining Wall
Mountainous & Cliff Terrain
verge shoulder carriageway shoulder verge
Grouted Riprap 5.0% 2.0% 2.0% 5.0%

1.5
1
River Bed
River Bed
Average
1000
AC Cource 50mm
Granular Base Course 150mm
Granular Subbase Course 150mm
Inside Wadi
shoulder carriageway shoulder
sidewalk 2.0% 2.0% sidewalk
on Bridge
Figure 18.2-4 Typical Cross Sections
18 - 7
18.2.5 Pavement Design
The detail study for the pavement is not carried out in this Study because the traffic is
forecasted to be small and bearing capacity of the subgrade seems to be high.
Accordingly, the pavement structure similar to other secondary road may be adopted. In
this Study, the same pavement structure of Section 3 of the same road, which is
designed recently, is adopted.
18.2.6 Structure Design
HDM shows the standard drawings for the several types of structures, including
retaining wall, cross drainage and slope protection, and they are used commonly in the
projects whether they are under designing, construction or completed. In this Study, the
structures are designed in accordance with HDM and the standard drawings of HDM
are adopted in this Study for most of the cases.
18.2.7 Drainage and Cross Drainage Facilities
Through the site survey of the project road, necessary drainage facilities were studied
and listed as shown in Table 18.2-1.
Table 18.2-1 List of the Drainage Facilities (1/2)

Chainage Drainage Chainage Drainage
1 0km+300 Pipe 1-900 21 5km+100 Box 3-3.0*3.0
2 0km+500 Pipe 1-1500 22 5km+400 Box 1-3.0*3.0
3 0km+800 Pipe 2-1500 23 5km+500 Pipe 1-900
4 0km+900 Pipe 1-1500 24 5km+900 Pipe 1-900
5 1km+200 Pipe 1-1500 25 6km+100 Bridge(Short Cut)
6 1km+300 Pipe 1-1500 26 6km+200 Pipe 1-900
7 1km+600 Pipe 1-1500 27 6km+500 Pipe 1-1500
8 1km+700 Pipe 1-1500 28 7km+000 Pipe 1-1500
9 2km+025 Irish Bridge (50m) 29 7km+200 Box 1-3.0*3.0
10 2km+225 Irish Bridge (50m) 30 7km+300 Pipe 2-1500
11 2km+400 Box 1-3.0*3.0 31 7km+500 Pipe 1-600
12 2km+700 Box 1-3.0*3.0 32 8km+120 Irish Bridge (40m)
13 3km+000 Pipe 1-1500 33 8km+740 Irish Crossing (80m)
16 3km+700 Bridge(Short Cut) 36 9km+715 Irish Crossing (30m)
17 3km+900 Pipe 1-900 37 10km+700 Box 2-3.0*3.0
19 4km+400 Pipe 1-900 39 11km+300 Box 3-3.0*3.0
20 4km+820 Irish Bridge (40m) 40 11km+735 Irish Crossing (70m)
18 - 8
Table 18.2-1 List of the Drainage Facilities (2/2)
Chainage Drainage Chainage Drainage
41 12km+130 Irish Crossing (60m) 56 18km+618 Irish Crossing (35m)
43 12km+913 Irish Bridge (25m) 58 19km+950 Irish Crossing (100m)
54 18km+200 Box 1-3.0*3.0 69 27km+800 Box 3-3.0*3.0
55 18km+430 Irish Crossing (60m)
18 - 9
18.3 Preliminary Cost Estimation
18.3.1 Procedure of Project Cost Estimate
The procedure of project cost estimation is shown in Figure 18.3-1. The estimate is
made based on the unit prices of construction material, labor costs and equipment costs
which are obtained from the survey of the current market prices. The unit costs of major
construction items are decided after comparing the estimated unit cost with latest bid
prices.
The prices of items needed in the project, but not listed in the table are quoted from
those available in Japan and converted to RO using the exchange rate of ; US$ 1.0 = RO
0.385 = JPY 108.
Engineering services cost is estimated as the percentage of the construction cost.
ROW acquisition cost for new roads and widening are not estimated because there is no
necessity of new land acquisition for roads.
Unit Price of
Latest Bid Prices
- Construction Materials
- Labor Cost
Market - Equipment Cost
Prices
Unit Cost of Major

Construction Items
Quantity
Estimate
Engineering Service
ROW Acquisition Cost
Cost - New Roads
Construction
(% of Construction Cost)
- Widening
Cost Estimate
Project Cost
Figure 18.3-1 Procedure of Project Cost Estimate
18 - 10
18.3.2 Unit Price and Cost of Major Construction Items
Unit prices of major construction materials, labor cost and equipment cost, which are
determined based on the investigation of the latest market prices, are shown in Tables
18.3-1, 18.3-2 and 18.3-3, respectively.
The major construction items are defined from “The Sultanate of Oman, General
Specification for Roads, April 1994” and their unit costs of the road with and without
the proposed bridge are presented in Table 18.3-4 and Table 18.3-5, respectively.
Table 18.3-1 Average Prices of Major Construction Materials (2004 Prices)

No. Material Description Unit Unit Price (RO)
1 Aggregates for granular sub-base course Cu.m. 3.000
2 Aggregate for aggregate base course Cu.m. 3.000
3 Aggregates for bituminous base course Cu.m. 3.000
4 Fine aggregate for concrete Cu.m. 4.000
5 Coarse aggregate for concrete Cu.m. 3.500
6 Stone for drainage, masonry and slope protection Cu.m. 3.000
7 Asphalt cement, grade 60-70 on site Ton 90.000
8 Asphalt cement, grade 50-60 on site Ton 80.000
9 Emulsified asphalt, grade RS-1 on site Ton 100.000
10 Cutback asphalt, MC and RC type on site Ton 100.000
11 Portland cement on site Ton 25.000
12 Deformed billet steel bars, AASHTO M31 grade 60 (High Yield) Ton 250.000
of any diameter
13 Deformed billet steel bars, AASHTO M31 grade 40 (High Yield) Ton 225.000
of any diameter
14 Highway signs Sq.m. 50.000
15 Highway sign support Nr. 25.000
16 Timber plank, on site Cu.m 150.000
17 Timber props, on site Cu.m. 150.000
18 Wire mesh gabion, on site Ton 225.000
19 Explosive, on site Kg 50.000
20 Gas oil, on site Liter 0.500
21 Gasoline, Premium Liter 0.120
22 Gasoline, Regular Liter 0.114
23 Diesel Liter 0.102
Source: Study Team Survey
Table 18.3-2 Labor Cost (2004 Prices)

No. Labor Category Unit Unit Rate (RO)
1 Supervisor Hour 3.000
2 Site Surveyor Hour 3.000
3 Foreman Hour 2.000
4 1st Class Operator Hour 2.000
5 2nd Class Operator Hour 1.800
6 Mechanic Hour 1.700
7 Driver Hour 1.800
8 Skilled Labor Hour 1.200
9 Semi-skilled Labor Hour 1.000
10 Mason Hour 1.200
11 Painter Hour 1.200
12 Carpenter Hour 1.200
13 Steel Fixer Hour 1.200
14 Electrician Hour 1.200
18 - 11
Table 18.3-3 Hourly Cost of Major Construction Equipments (2004 Prices)
No. Construction Equipment Hourly Cost (RO)
1 Motor grader from 100 HP to 120 HP 12.000
2 Motor grader from 120 HP to 150 HP 15.000
3 Tractor from 60 HP to 100 HP 12.000
4 Bulldozer with ripper from 100 HP to 150 HP 12.000
8 Wheel Tractor up to 50 HP 8.000
9 Wheel Tractor over 50 HP 9.000
10 Motor scraper capacity up to 18 cu.m. 18.000
11 Motor scraper capacity 18 to 24 cu.m. 22.000
12 Sheeps foot roller from 5 to 10 ton 7.000
13 Vibratory compactor with prime mover up to 5 ton 5.000
14 Pneumatic compactor with prime mover from 30 to 50 ton 5.000
15 Pneumatic self-propelled roller from 15 to 20 ton 6.000
16 Tandem roller up to 8 ton 5.000
17 Tandem roller from 8 to 12 ton 7.000
18 Triaxle roller from 10 to 15 ton 8.000
19 Light frog-rammer 0.1 ton 1.000
20 Heavy frog-rammer 0.5 ton 1.500
21 Wheel loader 1.2 to 1.6 cu.m. 6.000
22 Wheel loader 1.6 to 2.5 cu.m. 8.000
23 Excavator up to 0.8 cu.m. 6.000
24 Excavator from 0.8 to 1.2 cu.m. 9.000
25 Bituminous mixing plant with batching apparatus up to 80 ton/hr 20.000
26 Bituminous mixing plant with batching apparatus 80 to 150 ton/hr 30.000
27 Finisher up to 80 ton/hr 10.000
28 Finisher from 80 to 120 ton/hr 12.000
29 Bitumen sprayer up to t ton 7.500
30 Tanker truck up to 6 cu.m. 5.500
31 Dump truck up to 10 ton 5.000
32 Dump truck from 10 ton to 15 ton 6.000
33 Screening plant from 80 to 100 ton/hr 18.000
34 Crushing plant up to 40 ton/hr 13.000
35 Crushing plant from 40 to 60 ton/hr 15.000
36 Air compressor up to 6000 l/m 2.500
37 Air compressor over 6000 l/m 4.000
38 Mechanical broom 4.000
39 Power water pump 1.500
40 Steel cutting machine 1.000
41 Steel bending machine 1.000
42 Belt conveyor 2.000
43 Concrete mixer up to 0.5 cu.m. 2.500
44 Concrete mixer over 0.5 cu.m. 4.000
45 Automatic concrete batch plant without mixing 16.000
46 Transmixer up to 5 cu.m. 15.000
47 Concrete vibrators 1.000
48 Crane up to 5 ton 5.000
49 Crane with boom and jib from 5 to 10 ton 10.000
50 Crane with boom and jib over 10 ton 15.000
51 Generator 60 ~ 75 Kw 2.500
52 Generator 100 Kw 5.000
53 Generator 150 ~ 200 Kw 9.000
54 Drilling Equipment 10.000
55 Gravel strewer 5.000
56 Asphalt cutter 2.000
57 Vehicle for foreman and surveyor 5.000
18 - 12
Table 18.3-4 Unit Cost of Major Construction Items of the Road with the Proposed Bridge
Foreign Local
No. Description Unit Unit Cost (RO) Taxes
component Component
200 EARTHWORKS
203 Earthworks Excavation
Suitable excavation to embankment Cu. m. 1.944 1.034 53% 0.859 44% 0.052 3%
Suitable excavation to waste Cu. m. 1.733 0.920 53% 0.767 44% 0.046 3%
Borrow excavation to embankment Cu. m. 3.660 1.300 36% 2.295 63% 0.065 2%
206 Excavation and Backfilling for Structures
Structural excavation in soils to a depth of 2m. Cu. m. 1.475 0.758 51% 0.679 46% 0.038 3%
Structural excavation in rock to a depth of 2m. Cu. m. 2.625 1.392 53% 1.164 44% 0.070 3%
Structural excavation in rock to a depth more than 2m. Cu. m. 4.043 1.855 46% 2.095 52% 0.093 2%
300 GRANULAR AND STABILIZED SUBBASE, BASECOURSE AND STABILIZED SUBGRADE

302 Granular Subbase
Class A Subbase Cu. m. 5.000 2.094 42% 2.801 56% 0.105 2%
Class B Subbase Cu. m. 4.000 1.675 42% 2.241 56% 0.084 2%
303 Aggregate Basecourse
Class A Basecourse Cu. m. 5.000 2.112 42% 2.783 56% 0.106 2%
Class B Basecourse Cu. m. 4.000 1.689 42% 2.226 56% 0.084 2%
400 BITUMINOUS PAVEMENT

401 Bituminous Prime Coat and Tack Coat
Prime Coat such as MC70 Kg 0.120 0.078 65% 0.039 32% 0.004 3%
Tack Coat such as RC250 Kg 0.150 0.097 65% 0.048 32% 0.005 3%
402 Bituminous Basecourse
Bituminous Basecourse Cu. m. 17.000 10.893 64% 5.563 33% 0.545 3%
405 Bituminous Wearing Course
Bituminous Wearing Course Cu. m. 17.000 10.893 64% 5.563 33% 0.545 3%
500 CONCRETE AND CONCRETE STRUCTURES

504 Concrete for Structures
Concrete Class 28/20 Cu. m. 40.000 13.954 35% 25.348 63% 0.698 2%
509 Reinforcing Steel
High yield steel bars ton 250.000 153.428 61% 88.901 36% 7.671 3%
Mild steel bars ton 250.000 152.690 61% 89.676 36% 7.634 3%
800 DRAINAGE AND SERVICE DUCTS

801 Pipe Culverts
Reinforced Concrete Pipe Culvert 600 mm Lin. m. 35.000 18.270 52% 15.817 45% 0.914 3%
900 SLOPE PROTECTION AND STABILIZATION

901 Rip Rap
Loose stone riprap Class A Cu. m. 6.000 2.477 41% 3.399 57% 0.124 2%
Loose stone riprap Class B Cu. m. 6.000 2.477 41% 3.399 57% 0.124 2%
Mortared stone riprap Cu. m. 15.000 4.438 30% 10.340 69% 0.222 1%
902 Gabions
Gabions Cu. m. 13.000 4.977 38% 7.774 60% 0.249 2%
906 Ditch lining
Ditch lining (150mm thick) Sq. m. 2.000 0.573 29% 1.399 70% 0.029 1%
1200 SIDEWALKS, PAVED AREAS AND CURBS

1202 Curbs
Precast concrete curb, Class 28/20 non-mountable type Lin. m. 5.000 1.744 35% 3.169 63% 0.087 2%
Precast concrete curb, Class 28/20 mountable type Lin. m. 5.000 1.744 35% 3.169 63% 0.087 2%
Precast concrete curb, Class 28/20 lip type Lin. m. 5.000 1.744 35% 3.169 63% 0.087 2%
1300 SAFETY BARRIERS, DELINEATORS AND FENCES

1301 Corrugated Steel Beam Safety Barrier
Safety barrier beam (Class B, W-section) Lin. m. 5.000 3.610 72% 1.210 24% 0.180 4%
Safety barrier post (Type C) including foundation Nr. 12.000 8.664 72% 2.903 24% 0.433 4%
End anchorage (ramp down), including post (Type C) and foundation Nr. 25.000 18.050 72% 6.048 24% 0.902 4%
W-beam terminal section
Re-fixing of safety barrier beam Nr. 15.000 10.830 72% 3.629 24% 0.541 4%
Re-fixing of safety barrier post including foundation Lin. m. 0.500 0.361 72% 0.121 24% 0.018 4%
Re-fixing of end anchorage (ramp down) including posts Nr. 3.000 2.166 72% 0.726 24% 0.108 4%
Re-fixing of W-beam terminal section Nr. 16.000 11.552 72% 3.870 24% 0.578 4%
1302 Concrete safety barrier
Concrete safety barrier (Type A) Lin. m. 55.000 19.186 35% 34.854 63% 0.959 2%
Concrete safety barrier (Type B) Lin. m. 30.000 10.465 35% 19.011 63% 0.523 2%
1303 Reflectorized Markers for safety barriers
Reflectorized markers (red) attached to Guardrail Nr. 4.000 2.888 72% 0.968 24% 0.144 4%
Reflectorized markers (red) attached to concrete barrier Nr. 3.000 2.166 72% 0.726 24% 0.108 4%
1304 Delineators
Flexible delineators Nr. 12.000 8.664 72% 2.903 24% 0.433 4%
Irish crossing markers Nr. 35.000 25.270 72% 8.467 24% 1.263 4%
Irish crossing water depth gauges Nr. 42.000 30.324 72% 10.160 24% 1.516 4%
1400 HIGHWAY SIGNS AND ROAD MARKINGS

1401 Highway Signs
Triangular, side 900mm Nr. 25.000 18.050 72% 6.048 24% 0.902 4%
Circular, diameter 900mm Nr. 30.000 21.660 72% 7.257 24% 1.083 4%
Rectangular sign Sq.m. 50.000 36.100 72% 12.095 24% 1.805 4%
Kilometer post (sign No. 323) Nr. 25.000 18.050 72% 6.048 24% 0.902 4%
Sign post support assembly, (Type 1A) Nr. 25.000 18.050 72% 6.048 24% 0.902 4%
Sign post support assembly, (Type 1B) Nr. 54.000 38.988 72% 13.063 24% 1.949 4%
Sign post support assembly, (Type II) Nr. 68.000 49.096 72% 16.450 24% 2.455 4%
Sign post support assembly, (Type IIIA) Nr. 150.000 108.299 72% 36.286 24% 5.415 4%
Sign post support assembly, (Type IIIB) Nr. 155.000 111.909 72% 37.495 24% 5.595 4%
Re-fixing of removed highway sign (any size with single post) Nr. 20.000 14.440 72% 4.838 24% 0.722 4%
Re-fixing of removed highway sign (any size with multiple post) Nr. 25.000 18.050 72% 6.048 24% 0.902 4%
1402 Road Markings
Traffic lines (mechanically sprayed) Sq. m. 1.600 1.155 72% 0.387 24% 0.058 4%
Curb painting (black and yellow) Sq. m. 1.000 0.722 72% 0.242 24% 0.036 4%
Reflecting road studs (double face) Nr. 3.500 2.527 72% 0.847 24% 0.126 4%
18 - 13
Table 18.3-5 Unit Cost of Major Construction Items of the Road without the Proposed Bridge
Unit Cost Foreign Local
No. Description Unit Taxes
(RO) component Component
200 EARTHWORKS
Suitable excavation to embankment Cu. m. 2.109 1.122 53% 0.931 44% 0.056 3%
Suitable excavation to waste Cu. m. 1.731 0.919 53% 0.766 44% 0.046 3%
Borrow excavation to embankment Cu. m. 3.660 1.300 36% 2.295 63% 0.065 2%
Structural excavation in soils to a depth of 2m. Cu. m. 1.475 0.758 51% 0.679 46% 0.038 3%
Structural excavation in rock to a depth of 2m. Cu. m. 2.625 1.392 53% 1.164 44% 0.070 3%
Structural excavation in rock to a depth more than 2m. Cu. m. 4.043 1.855 46% 2.095 52% 0.093 2%
300 GRANULAR AND STABILIZED SUBBASE, BASECOURSE AND STABILIZED SUBGRADE

Class A Subbase Cu. m. 5.000 2.094 42% 2.801 56% 0.105 2%
Class B Subbase Cu. m. 4.000 1.675 42% 2.241 56% 0.084 2%
303 Aggregate Basecourse
Class A Basecourse Cu. m. 5.000 2.112 42% 2.783 56% 0.106 2%
Class B Basecourse Cu. m. 4.000 1.689 42% 2.226 56% 0.084 2%
400 BITUMINOUS PAVEMENT

Prime Coat such as MC70 Kg 0.120 0.078 65% 0.039 32% 0.004 3%
Tack Coat such as RC250 Kg 0.150 0.097 65% 0.048 32% 0.005 3%
402 Bituminous Basecourse
Bituminous Basecourse Cu. m. 17.000 10.893 64% 5.563 33% 0.545 3%
Bituminous Wearing Course Cu. m. 17.000 10.893 64% 5.563 33% 0.545 3%
500 CONCRETE AND CONCRETE STRUCTURES

Concrete Class 28/20 Cu. m. 40.000 13.954 35% 25.348 63% 0.698 2%
High yield steel bars ton 250.000 153.428 61% 88.901 36% 7.671 3%
Mild steel bars ton 250.000 152.690 61% 89.676 36% 7.634 3%
800 DRAINAGE AND SERVICE DUCTS

801 Pipe Culverts
900 SLOPE PROTECTION AND STABILIZATION

901 Rip Rap
Loose stone riprap Class A Cu. m. 6.000 2.477 41% 3.399 57% 0.124 2%
Loose stone riprap Class B Cu. m. 6.000 2.477 41% 3.399 57% 0.124 2%
Mortared stone riprap Cu. m. 15.000 4.438 30% 10.340 69% 0.222 1%
902 Gabions
Gabions Cu. m. 13.000 4.977 38% 7.774 60% 0.249 2%
906 Ditch lining
Ditch lining (150mm thick) Sq. m. 2.000 0.573 29% 1.399 70% 0.029 1%
1200 SIDEWALKS, PAVED AREAS AND CURBS

1202 Curbs
Precast concrete curb, Class 28/20 non-mountable type Lin. m. 5.000 1.744 35% 3.169 63% 0.087 2%
Precast concrete curb, Class 28/20 mountable type Lin. m. 5.000 1.744 35% 3.169 63% 0.087 2%
Precast concrete curb, Class 28/20 lip type Lin. m. 5.000 1.744 35% 3.169 63% 0.087 2%
1300 SAFETY BARRIERS, DELINEATORS AND FENCES

1301 Corrugated Steel Beam Safety Barrier
Safety barrier beam (Class B, W-section) Lin. m. 5.000 3.610 72% 1.210 24% 0.180 4%
Safety barrier post (Type C) including foundation Nr. 12.000 8.664 72% 2.903 24% 0.433 4%
End anchorage (ramp down), including post (Type C) and foundation Nr. 25.000 18.050 72% 6.048 24% 0.902 4%
W-beam terminal section
Re-fixing of safety barrier beam Nr. 15.000 10.830 72% 3.629 24% 0.541 4%
Re-fixing of safety barrier post including foundation Lin. m. 0.500 0.361 72% 0.121 24% 0.018 4%
Re-fixing of end anchorage (ramp down) including posts Nr. 3.000 2.166 72% 0.726 24% 0.108 4%
Re-fixing of W-beam terminal section Nr. 16.000 11.552 72% 3.870 24% 0.578 4%
1302 Concrete safety barrier
Concrete safety barrier (Type A) Lin. m. 55.000 19.186 35% 34.854 63% 0.959 2%
Concrete safety barrier (Type B) Lin. m. 30.000 10.465 35% 19.011 63% 0.523 2%
1303 Reflectorized Markers for safety barriers
Reflectorized markers (red) attached to Guardrail Nr. 4.000 2.888 72% 0.968 24% 0.144 4%
Reflectorized markers (red) attached to concrete barrier Nr. 3.000 2.166 72% 0.726 24% 0.108 4%
1304 Delineators
Flexible delineators Nr. 12.000 8.664 72% 2.903 24% 0.433 4%
Irish crossing markers Nr. 35.000 25.270 72% 8.467 24% 1.263 4%
Irish crossing water depth gauges Nr. 42.000 30.324 72% 10.160 24% 1.516 4%
1400 HIGHWAY SIGNS AND ROAD MARKINGS

1401 Highway Signs
Rectangular sign Sq.m. 50.000 36.100 72% 12.095 24% 1.805 4%
Kilometer post (sign No. 323) Nr. 25.000 18.050 72% 6.048 24% 0.902 4%
Sign post support assembly, (Type 1A) Nr. 25.000 18.050 72% 6.048 24% 0.902 4%
Sign post support assembly, (Type 1B) Nr. 54.000 38.988 72% 13.063 24% 1.949 4%
Sign post support assembly, (Type II) Nr. 68.000 49.096 72% 16.450 24% 2.455 4%
Sign post support assembly, (Type IIIA) Nr. 150.000 108.299 72% 36.286 24% 5.415 4%
Sign post support assembly, (Type IIIB) Nr. 155.000 111.909 72% 37.495 24% 5.595 4%
Re-fixing of removed highway sign (any size with single post) Nr. 20.000 14.440 72% 4.838 24% 0.722 4%
Re-fixing of removed highway sign (any size with multiple post) Nr. 25.000 18.050 72% 6.048 24% 0.902 4%
1402 Road Markings
Traffic lines (mechanically sprayed) Sq. m. 1.600 1.155 72% 0.387 24% 0.058 4%
Curb painting (black and yellow) Sq. m. 1.000 0.722 72% 0.242 24% 0.036 4%
Reflecting road studs (double face) Nr. 3.500 2.527 72% 0.847 24% 0.126 4%
18 - 14
18.3.3 Construction Cost
Estimated construction cost of the road with and without the proposed bridge are
presented in Table 18.3-6 and Table 18.3-7, respectively. Detailed cost estimate of them
are shown in Annex 18-1 and Annex 18-2, respectively. The construction cost of the
road with the bridge was estimated at RO 10,743,000, composed of 58.0% of a foreign
currency component (or RO 6,231,000), 39.1% of a local currency component (or RO
4,201,000) and 2.9% of a tax component (or RO311,000). And the construction cost of
the road without the bridge was estimated at RO 7,866,000, composed of 52.2% of a
foreign currency component (or RO 4,106,000), 45.2% of a local currency component
(or RO 3,555,000) and 2.6% of a tax component (or RO205,000). Indirect costs
(contingency) was assumed at 10% of direct cost, referring to the latest bid prices.
Table 18.3-6 Construction Cost (RO 1,000) of the Road with the Proposed Bridge
Foreign Local Tax Total
Amount 6,231 4,201 311 10,743
(58.0%) (39.1%) (2.9%) (100%)
Table 18.3-7 Construction Cost (RO 1,000) of the Road without the Proposed Bridge
Amount 4,106 3,555 205 7,866
(52.2%) (45.2%) (2.6%) (100%)
18.3.4 Engineering Service and Construction Supervision Cost
The engineering services cost covering detailed design (D/D) and construction
supervision cost (C/S) is estimated as a certain percent of the project construction cost.
The investigation of the recent projects in the Sultanate of Oman shows that the current
percents for D/D and C/S are about 3% and 4%, respectively. Estimated engineering
services and construction cost of the road with and without the bridge are presented in
Table 18.3-8 and Table 18.3-9, respectively.
Table 18.3-8 Engineering Services and Construction Supervision Cost (RO 1,000) of the Road
with the Proposed Bridge
Detailed 258 32 32 322
Design (80.0%) (10.0%) (10.0%) (100%)
Construction 344 43 43 430
Supervision (80.0%) (10.0%) (10.0%) (100%)
Total 602 75 75 752
(80.0%) (10.0%) (10.0%) (100%)
18 - 15
Table 18.3-9 Engineering Services and Construction Supervision Cost (RO 1,000) of the Road
without the Proposed Bridge
Detailed 188 24 24 236
Design (80.0%) (10.0%) (10.0%) (100%)
Supervision (80.0%) (10.0%) (10.0%) (100%)
Total 439 56 56 551
(80.0%) (10.0%) (10.0%) (100%)
18.3.5 Summary of Project Costs
Summary of Project Cost of the road with and without the bridge are shown in Table
18.3-10 and Table 18.3-11, respectively.
Table 18.3-10 Summary of Project Cost (RO 1,000) of the Road with the Proposed Bridge
Detailed 258 32 32 322
Design (80.0%) (10.0%) (10.0%) (100%)
Construction 6,231 4,201 311 10,743
(58.0%) (39.1%) (2.9%) (100%)
Supervision (80.0%) (10.0%) (10.0%) (100%)
Total 6,833 4,276 386 11,495
(59.4%) (37.2%) (3.4%) (100%)
Table 18.3-11 Summary of Project Cost (RO 1,000) of the Road without the Proposed Bridge
Detailed 188 24 24 236
Design (80.0%) (10.0%) (10.0%) (100%)
Construction 4,106 3,555 205 7,866
(52.2%) (45.2%) (2.6%) (100%)
Supervision (80.0%) (10.0%) (10.0%) (100%)
Total 4,545 3,611 261 8,417
(54.0%) (42.9%) (3.1%) (100%)
18 - 16
18.4 ENVIRONMENTAL CONSIDERATIONS AND TOR FOR EIA
18.4.1 Environmental Considerations
1) General
The objectives of environmental considerations at the stage of the “Pre-Feasibility

Study (Pre-F/S)” are:
- To confirm the results of the “Initial Environmental Examination (IEE)”;

- To clarify present conditions in the project site and specific environmental impacts
due to proposed road construction;
- To re-evaluate comprehensively proposed project road; and
- To provide the “Terms of Reference (TOR)” for EIA in the next “Feasibility
Study”.
The examined environmental considerations are:
1. Review of result of the IEE with data and information concerning the project,
2. Environmental investigation at the project site using “Environmental Checklist”
(refer to Table 12.1-1),
3. Analysis of environmental conditions and impacts,
4. Comprehensive evaluation, and
5. Provision of TOR for EIA.
The content of the site investigation consists of the following environmental items:
(1) Air pollution

(2) Effluent
(3) Noise and vibration
(4) Land subsidence
(5) Topography and geology
(6) Soil and soil erosion
(7) Hydrology and groundwater
(8) Ecosystem, flora and fauna
(9) Landscape (including coastal zone)
(10) Regional development on the natural environment
(11) Hazards
(12) Other impacts on the natural environment
(13) Wastes
(14) Cultural heritage
18 - 17
(15) Regional development on the social environment
(16) Other impacts on the social environment
2) Environmental checklist for the project “HAMRA - RUSTAQ ROAD”
More detailed environmental investigation, analysis and comprehensive evaluation for

the road section IV between Hatt and Ar Rustaq, a part of project road of Hamra -
Rustaq road, were carried out using the environmental checklist. The results of
investigation and evaluation are shown in Annex 18-3.
Consequently, environmental impacts due to the proposed road are likely to occur on
the environmental items of Air Pollution, Noise, Topography and Geology, Soil,
Eco-system, Flora and Fauna, Cultural heritage, and Other Impacts on Social
Environment.
a. Air pollution
- Present condition:
Air pollution at present in the site is not significant, because very low traffic
volume and no other existing exhaust source. Several villages and small
settlements are located on the Lowermost Terrace along the Wadi Hatt and Wadi
Bani Awf. Topography around the villages and settlements is featured very
narrow wadi channel, particularly around Zammah and Far villages.
- Impacts with project:

The traffic volume of project road is anticipated to increase to approximately
10,000 veh/day. Most of the road sections will not be affected; however around
villages and settlements located along narrow wadi channel, air quality is likely to
deteriorate as a result of increased exhaust pollutants due to longer retention time,
where topographical feature shows closed space.
- Evaluation: 1~2:
Slight to moderate impact on air quality due to increased traffic volume is
evaluated.
b. Noise pollution
Noise pollution at present in the site is not significant, because very low traffic
volume and no other noise source. Several villages and small settlements are
located on the Lowermost Terrace along Wadi Hatt and Wadi Bani Awf.
18 - 18
Topography at the villages and settlements is featured with very narrow wadi
channel, particularly around Zammah and Far villages.
- Prediction with project:

The traffic volume of project road is anticipated to be increased approximately
10,000 veh/day. Most of theroad sections will not be affected because of open
space; however around villages and settlements located along narrow wadi
channel, noise is likely to increase because of short distance away from project
road and topographically closed space, which has cliff in both sides. The sound
will echo again by cliff.
- Evaluation: 1~2:
Slight to moderate impact to noise due to increased traffic volume.
c. Topography and Geology
Topography:
The project area is located in the central part of Al Hajar Al Gharbi Mountains.
Mountain Jabal Shams, being the highest peak in Oman, 3,009m above sea level,
is located 10km west of the area and mountain ridge from Jabal Shams is
connected to the project area.
Southern slope of the Al Jabal Al Akdar mountain ridge is characterized by

large scale of cuesta topography showing gentle slope. On the contrary, northern
slope of Al Jabal Al Akhdar mountain ridge is characterized by steep slope to
vertical cliff as the cuesta topography. The project road section belongs to the
northern steep slope terrain.
1. From 0 km (Start point: Hat village) to 15.3 km (Junction to Fashah):

The road section, marked by rugged and steep slope topography, belongs to
high to moderate relief of mountain and passes along Wadi al Hatt and Wadi
Bani Awf. V-shape deeply incised valleys and likely oddly shape rock
outcroppings show in many places.
2. From 15.3 km to 28.3 km (End point):

This road section is also marked by rugged mountainous terrain and belongs
to the moderate and low relief of mountain. The section passes along wadi
channel of Wadi Bani Awf. Around end point of the road, topography
changes to lower hilly and flat terrain.
18 - 19
Geology:
The project area crossing Al Jabal Al Akdar Mountains are continuously
cropped out the Autochthonous Units, consisting of the Huqf Group of
End-Protoezoic to Cambrian age and Akhdar Group, Sahtan Group, Kahmah
Group and Wasia Group ranging in age from Late Permian to Middle
Cretaceous. The Huqf Group is intensely metamorphosed and shows fine
schistose. The geological structure clearly shows anticline deformation
(dome structure) in large scale. Igneous rocks originated from ancient ocean
floor, so-called Samail Ophiolite, are locally found near the end point of
project road.

The project will require massive excavation and embankment for paved 2-lane
road construction, even if the road alignment mostly follows along the existing
alignment. Hence, large to small scale alteration of topography will occur in
many places. In addition, much cuttings caused in the slope will be generally
dumped to the slope side, so that topographically larger area more than
right-of-way (ROW) is likely to be irreversible altered.
- Evaluation: 1~2:
Slight to moderate impact due to road construction.
d. Soil
Soil is poorly developed, but alluvial soil is locally found in the wadi and terraces.
Farmlands in villages and settlements use these surface soils.

The existing project road mostly passes along the wadi channels, so that the area
of ROW and working site will be altered of surface soil. In addition, much
cuttings caused in the slope will be generally dumped to the slope side, so that
topographically larger area more than ROW is likely to be irreversible altered.
- Evaluation: 1~2:
Slight to moderate impact to surface soil due to road construction.
e. Eco-system, Flora and Fauna
18 - 20
Flora:
Vegetation is found along the entire stretch of the project area. The lower
lying hills have less vegetative cover than the higher areas, except for
depressions and wadi flow channels. The vegetation can be classified as an
open xenomorphic Euphorbia community type. Much of this area represents
a good example of undisturbed habitat in northern Oman.
Fauna:
Wildlife known to the area may include the Arabian Leopard, Gazelle, Arabian
Tahr and other fauna such as the red fox, etc. The IUCN red list of threatened
animals (IUCN 1990) describes the mountain gazelle as vulnerable. Leopard and
the Tahr are considered endangered.

Any development in the area will be considered as having a significant impact as
a result of the valuable nature of the habitat, because of rapidly increase of traffic
volume in future.
Whilst the area does not have official reserve status, permits are required to enter
some areas. This area could be one of the protection areas proclaimed as Nature
Reserve in near future.
- Evaluation: 2:
Moderate impact to eco-system, flora and fauna due to road construction. It is
necessary to carry out detailed investigation concerning eco-system, flora and
fauna in the area, particularly relationship between Al Jabal Al Akdar area and
project area before construction or during EIA.
f. Other Impacts on Social Environment
There are several villages and small settlements with farmlands and a number of
domestic animals along the route shown as below.
0 km point: Junction to Hat village.
1.5 km point: 6 houses and Date farms.
5.1km point: Bimah settlement.
5.1km point: Zammah village.
13.4km point: 3 houses settlement with small farm.
18.3km: Teekah village, farm and Medical office.
20.4km point: Al Wasit settlement with small date farm.
23.9 km point: 2 houses settlement with small date farm.
25.6~26.1km point: Far village.
28.3km point: Junction of NR No.13, Substation.
18 - 21
The existing and proposed road passes nearby the villages and farmland. As high
traffic volume is predicted, zone around villages and settlements as well as
domestic animals may face the chance of traffic accidents.
- Evaluation: 1~2:
Slight to moderate impact as increase of chance of traffic accidents to social
environment due to road construction.
h. Other environmental items: Not significant impact.
3) Results of IEE
The comprehensive evaluation for the Hamra - Rustaq Road is concluded to be 2 as

impact rating; summarized in Table 18.4-1. Hence, the implementation of
comprehensive EIA before road construction is recommended.
Table 18.4-1 Results of IEE on the Hamra - Rustaq Road

- Air Pollution 1~2 - Increased traffic volume
- Noise 1~2 - Increased traffic volume
- Topography and Geology 1~2 - Alteration of topography
- Soil 1~2 - Alteration of topography
- Eco-system, Flora and Fauna 2 - High potential of various species of
flora and fauna
- Increase of wastes due to increase
of visitors
- Increased traffic volume
- Other Impacts on Social Environment 1~2 - Increase of chance of traffic accidents
due to increased traffic volume
- Other items 1
Comprehensive Evaluation 2
Recommendations *1 Recommended to carry out EIA
Note *1 : Comprehensive Evaluation
1 : None to slight impacts : No need to carry out EIA or need to carry out partial EIA after scoping
1~2 : Small impacts : Recommended to carry out partial EIA on assigned items after
scoping
2 : Moderate impacts : Recommended to carry out EIA
2~3 : Relatively significant impacts: Recommended to carry out EIA
3 : Significant impacts : Recommended to carry out EIA
18.4.2 Terms of Reference for the Project
Terms of reference (TOR) on the Environmental Impact Assessment of the Hamra -

Rustaq Road, Sultanate of Oman, are shown in Annex 18-4.
18 - 22
18.5 PROJECT EVALUATION
18.5.1 General
The objective of this section is to examine viability of the improvement plan of Al

Hamra - Rustaq Road from viewpoint of national economy of Oman.
In order to achieve the objective, the following steps are carried out;
Step 1: Traffic demand forecast on the Project
Step 2: Estimation of economic benefit based on traffic demand on the Project Road
and unit vehicle operating cost
Step 3: Estimation of economic cost based on the estimated financial cost mentioned in
Section 18.3.
Step 4: Calculation of economic indicators using the economic benefit and economic cost.
Step 5: Economic Evaluation of the Project Road.
Step 6: Sensitivity analysis to be made by varying factors of influenced to economic
indicators such as the economic benefit and economic cost
Step 7: Future socio-economic framework in the influence area of the Project Road
Step 8: Evaluation from technical and socio-economic view points
Step 9: Overall evaluation
Figure 18.5-1 shows the procedure for project evaluation.
18.5.2 Traffic Demand Forecast
Future traffic demands forecasted in a form of OD matrix in the years 2010, 2020 and
2030 are assigned on the road network to estimate traffic volume on the Al Hamra -
Rustaq Road. The estimated traffic volumes on the Road for the case of ‘with’ the
project are summarized in Table 18.5-1.
Table 18.5-1 Traffic Volume on Hamra-Rustaq Road ( PCU / Day)

2010 2020 2030 AAGR (%)
’10-‘20 ’20-‘30
Hamra – Wilayah Boarder 2,974 5,978 11,044 7.2 6.3
Wilayah Border – Rustaq 2,878 6,122 11,058 7.8 6.1
Tables 18.5-2 and 18.5-3 show the estimated total vehicle kilometers and total vehicle
hours of the Road, respectively.
18 - 23
Socio-Economi Future OD Road Network w/ and Financial Cost of
c Framework Traffic w/o Project Project
Traffic Demand Forecast on

Project
Unit Vehicle Elimination of

Operating Cost Transfer Cost
Running Fixed Cost Travel Time

Cost Saving Saving Cost Saving
Economic Benefit of Economic Cost of

Project Project
Evaluation of Project from Economic Indicators

Other Viewpoints - NPV, -B/C Ratio
- Technical Aspect - EIRR
- Socio-economic Aspect
- Other Aspect
Economic Evaluation of
Project
Sensitivity Analysis
Overall Evaluation
Figure 18.5-1 Procedure for Project Evaluation
18 - 24
Table 18.5-2 Total Vehicle Kilometers on Hamra-Rustaq Road ( ‘000 PCU-km / Day)
W/O Project W/ Project W/O-W/
2010 W/O Bridge Plan 18,168.5 17.967.1 201.3

W/ Bridge Plan 17,959.8 208.7
2020 W/O Bridge Plan 31,719.3 31,377.6 341.7
W/ Bridge Plan 31,363.1 356.2
2030 W/O Bridge Plan 55,377.0 54,797.5 579.5
W/ Bridge Plan 54,769.2 607.8
Table 18.5-3 Total Vehicle Hours on Hamra-Rustaq Road ( PCU-Hour / Day )

W/O Project W/ Project W/O-W/
2010 W/O Bridge Plan 241,939 240,049 1,890

W/ Bridge Plan 239,803 2,136
2020 W/O Bridge Plan 442,603 439,198 2,922
W/ Bridge Plan 439,198 3,406
2030 W/O Bridge Plan 809,697 805,331 2,922
W/ Bridge Plan 804,389 5,308
18.5.3 Preliminary Economic Evaluation
1) Evaluation Period
The evaluation period is assumed to be 30 years from 2010 to 2039 taking into account
the service life of the Al Hamura - Rustaq Road.
2) Implementation Schedule
Following the recommended implementation schedule of the Master Plan, the

implementation schedule of the Project is assumed as follows:
・ 2006 Detailed design, tendering and bidding

・ 2007 – ’09 Construction of Al Hamura- Rustaq Road (Phase 4)
3) Plans to be evaluated
There are two (2) plans of construction of Hamra - Rustaq Road to be evaluated as
follows:
・ Without Bridge Plan: Constrction of Hamra – Rustaq Road without new Arch Bridge
・ With Bridge Plan: Construction of Hamra – Rustaq Road with new Arch Bridge
18 - 25
4) Economic Indicators
The economic indicators used in this study are as follows:

− Net Present Value (NPV)
− Benefit Cost Ratio, (BCR), and
− Economic Internal Rate of Return (EIRR)
5) Estimation of Benefit
By implementing Hamra-Rustaq Road project, a variety of benefits is expected such as

improvement of comfort and safety, promotion of international and inter-regional trade
and promotion of regional development in long term basis. Among these benefits,
limited benefits to the three (3) items of vehicle operating cost: saving in running cost
(VRC) (distance related vehicle operating cost), saving in fixed cost (VFC) (time
related vehicle operating cost) and travel saving in time cost (TTC).
a. Unit Vehicle Operating Cost (VOC)
Detailed unit VOC is described in Appendix A9-2. Tables 18.5-4 (1) to (3) summarizes
the unit VOC on paved and unpaved surface type, VFC and TTC for vehicle groups.
Table 18.5-4 (1) Unit Running Cost by Vehicle Speed and Surface Type (RO/’000 km)
Paved Surface Unpaved Surface
Speed Passenger Bus Truck Passenger Bus Truck
(km/h) Car Car
5 km/h 66 109 116 104 177 143
30 34 43 49 53 69 61
50 33 41 47 53 66 58
70 36 44 50 57 70 62
90 41 49 55 64 79 69
110 47 57 63 73 92 78
130 54 67 73 85 108 91
150 63 79 85 99 127 105
Note: All unit costs are presented in 2005 prices
Table 18.5-4 (2) Unit Fixed Cost by Vehicle Types (RO/Hr)

Vehicle Type Fixed Cost
Passenger Car 1.088
Bus 1.835
Truck 2.661
Note: All unit costs are presented in 2005 prices
18 - 26
Table 18.5-4 (3) Unit Travel Time Cost by Vehicle Types (RO/Hr)
Vehicle Type TTC (Person Base) TTC (Vehicle Base)
Passenger Car 0.58 1.27
Bus 0.47 5.75
Truck 0 0
Notes: 1) All unit costs are presented in 2005 prices
2) TTC means travel time cost
b. Estimation of Benefits
The saving in vehicle operating costs and travel time cost are estimated as presented
shown in Table 18.5-5.
Table 18.5-5 Estimation of Benefits (RO ‘000 /Year)

Saving in Saving in Saving in Saving in Total
Year
VRC VFC VOC TTC Saving
W/O Bridge
1,104.8 1,072.8 2,087.5 654.2 4,829.3
Plan
2010
W/ Bridge
1,120.2 1,212.4 2,332.6 739.4 5,404.6
Plan
W/O Bridge
1,274.4 1,657.3 2,931.7 1,010.7 6,874.1
Plan
2020
W/ Bridge
1,413.7 1,936.6 3,350.3 1,181.0 7,881.5
Plan
W/O Bridge
1,630.8 2,478.1 4,108.9 1,511.3 9,729.0
Plan
2030
W/ Bridge
1,839.4 3,012.9 4,852.3 1,837.4 11,542.0
Plan
Note: VRC: Vehicle running cost, VFC: Vehicle fixed cost, VOC: Vehicle operating cost
(VRC+VFC), TTC: travel time cost
6) Economic Cost
a. Construction Cost
The project cost calculated in the previous section is expressed as the financial cost. The
economic cost is estimated by deducting government taxes and import duty of imported
materials from financial cost as shown in Table 18.5-6/1 and 18.5-6/2 without and with
bridge plan, respectively.
18 - 27
Table 18.5-6 (1) Economic Cost Estimation (Without Bridge Plan) (RO ‘000)
Description Economic Cost Financial Cost
1 Construction Cost 7,722.8 8,011.9
1.1 Labor Cost 292.7 292.7
1.2 Material Cost 3,683.1 3.777.5
1.3 Equipment 3,470.1 3,652.7
2 Consultancy 532.8 560.9
2.1 Detailed Design 228.3 240.4
Construction
2.2 304.5 320.5
Supervision
Total 8,255.6 8,572.8
Table 18.5-6 (2) Economic Cost Estimation (With Bridge Plan) (RO ‘000)
Description Economic Cost Financial Cost
1 Construction Cost 10,431.9 10,743.2
1.1 Labor Cost 341.5 351.6
1.2 Material Cost 5,164.3 5,318.4
1.3 Equipment 4,926.1 5,073.1
2 Consultancy 432.8 560.9
2.1 Detailed Design 306.2 322.3
Construction
2.2 408.2 429.7
Supervision
Total 11,146.0 11,495.0
b. Maintenance Cost
The maintenance cost of the Hamra Rustaq Road is estimated on the basis of
maintenance costs per kilometer applied on other national roads, which is RO 361
per km.
7) Benefit Cost Analysis
The economic analysis of the Project is carried out based on the above mentioned
economic benefit and cost estimations. Table 18.5-7 shows the benefit – cost analysis
of the Hamra Rustaq Road Construction Project during a project life period of 30
years and Tables 18.5-8 (1) and (2) shows the benefit - cost stream.
Economic indicators show that both plans are economically feasible. However,
construction of the proposed bridge gives lower indication from view points of B/C
ratio and EIRR.
18 - 28
Table 18.5-7 Economic Indicators of Benefit Cost Analysis
Without Bridge Plan With Bridge Plan
Net Present Value (NPV) RO 34.1 million RO 37.8 million
BCR 4.95 4.24
EIRR 27.3% 23.9%
Note: 1) Project life is assumed to be 30 years
2) Discount rate is assumed to be 6%.
8) Sensitivity Analysis
The sensitivity analysis is conducted under a worse case scenario incorporating

increase and/or decrease of the estimation of economic cost and benefit. Table 18.5-9
shows the results of the sensitivity analysis regarding to benefit and cost.
Table 18.5-9 Sensitivity Analysis of Hamra - Rutaq Road Construction Project

regarding to Benefit and Cost
Benefit
20% down Base Case 20% up
NPV (RO Million) 27.7 33.8 41.8
20%
B/C Ratio 4.95 6.19 7.42
down
EIRR (%) 27.2 32.0 36.4
NPV (RO Million) 24.1 32.1 40.2
Cost Base Case B/C Ratio 3.96 4.95 5.94
EIRR (%) 23.0 27.2 31.1
NPV (RO Million) 22.4 30.5 38.5
20% up B/C Ratio 3.30 4.12 4.95
EIRR (%) 20.0 23.7 27.2
Note: Project life of the project is assumed to be 30 years
9) Summary of Economic Analysis
The implementation of both Hamra - Rustaq Road construction plans can be justified
from view of national economic point of view since the economic indicators of all
cases are higher than the opportunity rate of the capital investment in Oman which is
designated at 6 % per annum. Regarding to the two plans, without Bridge plan is
superior to with Bridge Plan. However, the second plan is expected to generate more
NPV than the first plan.
18 - 29
Table 18.5.8 (1) Benefit - Cost Stream of Al Hamra - Rustaq Road Construction Project (Without Bridge Plan)
Undiscounted Benefit Cost Stream Discounted Benefit Cost Stream
RO '000 RO '000
Sq Year Construction Cost O & M Cost Cost Total Benefit Cost-Benefit Sq Year Discounted Construction Cost O & M Cost Cost Total Benefit Cost-Benefit
1 2005 0.0 0.0 0.0 0.0 0.0 1 2005 1.000 0.0 0.0 0.0 0.0 0.0
2 2006 228.3 0.0 228.3 0.0 -228.3 2 2006 1.060 215.4 0.0 215.4 0.0 -215.4
3 2007 2,809.6 0.0 2,809.6 0.0 -2,809.6 3 2007 1.124 2,500.5 0.0 2,500.5 0.0 -2,500.5
4 2008 2,809.6 0.0 2,809.6 0.0 -2,809.6 4 2008 1.191 2,359.0 0.0 2,359.0 0.0 -2,359.0
5 2009 2,408.2 0.0 2,408.2 0.0 -2,408.2 5 2009 1.262 1,907.5 0.0 1,907.5 0.0 -1,907.5
6 2010 0.0 154.5 154.5 2,741.8 2,587.3 6 2010 1.338 0.0 115.4 115.4 2,048.8 1,933.4
7 2011 0.0 154.5 154.5 2,842.0 2,687.5 7 2011 1.419 0.0 108.9 108.9 2,003.5 1,894.6
8 2012 0.0 154.5 154.5 2,946.1 2,791.6 8 2012 1.504 0.0 102.7 102.7 1,959.3 1,856.6
9 2013 0.0 154.5 154.5 3,054.5 2,900.0 9 2013 1.594 0.0 96.9 96.9 1,916.4 1,819.5
10 2014 0.0 154.5 154.5 3,167.1 3,012.6 10 2014 1.689 0.0 91.4 91.4 1,874.6 1,783.2
11 2015 0.0 154.5 154.5 3,284.2 3,129.7 11 2015 1.791 0.0 86.2 86.2 1,833.9 1,747.7
12 2016 0.0 154.5 154.5 3,405.9 3,251.4 12 2016 1.898 0.0 81.4 81.4 1,794.2 1,712.8
13 2017 0.0 154.5 154.5 3,532.5 3,378.0 13 2017 2.012 0.0 76.8 76.8 1,755.5 1,678.7
14 2018 0.0 154.5 154.5 3,664.2 3,509.7 14 2018 2.133 0.0 72.4 72.4 1,717.9 1,645.5
15 2019 0.0 154.5 154.5 3,801.2 3,646.7 15 2019 2.261 0.0 68.3 68.3 1,681.3 1,613.0
16 2020 0.0 154.5 154.5 3,942.4 3,787.9 16 2020 2.397 0.0 64.4 64.4 1,645.0 1,580.6
17 2021 0.0 154.5 154.5 4,091.7 3,937.2 17 2021 2.540 0.0 60.8 60.8 1,610.7 1,549.9
18 2022 0.0 154.5 154.5 4,245.8 4,091.3 18 2022 2.693 0.0 57.4 57.4 1,576.7 1,519.3
18 - 30
19 2023 0.0 154.5 154.5 4,406.1 4,251.6 19 2023 2.854 0.0 54.1 54.1 1,543.6 1,489.5
20 2024 0.0 154.5 154.5 4,572.9 4,418.4 20 2024 3.026 0.0 51.0 51.0 1,511.4 1,460.4
21 2025 0.0 154.5 154.5 4,746.5 4,592.0 21 2025 3.207 0.0 48.2 48.2 1,480.0 1,431.8
22 2026 0.0 154.5 154.5 4,927.0 4,772.5 22 2026 3.400 0.0 45.4 45.4 1,449.3 1,403.9
23 2027 0.0 154.5 154.5 5,114.9 4,960.4 23 2027 3.604 0.0 42.9 42.9 1,419.4 1,376.5
24 2028 0.0 154.5 154.5 5,310.4 5,155.9 24 2028 3.820 0.0 40.4 40.4 1,390.2 1,349.8
25 2029 0.0 154.5 154.5 5,513.9 5,359.4 25 2029 4.049 0.0 38.1 38.1 1,361.8 1,323.7
26 2030 0.0 154.5 154.5 5,620.2 5,465.7 26 2030 4.292 0.0 36.0 36.0 1,309.5 1,273.5
27 2031 0.0 154.5 154.5 5,722.3 5,567.8 27 2031 4.549 0.0 34.0 34.0 1,257.8 1,223.8
28 2032 0.0 154.5 154.5 5,826.4 5,671.9 28 2032 4.822 0.0 32.0 32.0 1,208.2 1,176.2
29 2033 0.0 154.5 154.5 5,932.4 5,777.9 29 2033 5.112 0.0 30.2 30.2 1,160.6 1,130.4
30 2034 0.0 154.5 154.5 6,040.4 5,885.9 30 2034 5.418 0.0 28.5 28.5 1,114.8 1,086.3
31 2035 0.0 154.5 154.5 6,150.5 5,996.0 31 2035 5.743 0.0 26.9 26.9 1,070.9 1,044.0
32 2036 0.0 154.5 154.5 6,262.7 6,108.2 32 2036 6.088 0.0 25.4 25.4 1,028.7 1,003.3
33 2037 0.0 154.5 154.5 6,377.0 6,222.5 33 2037 6.453 0.0 23.9 23.9 988.2 964.3
Total 8,255.6 4,324.8 12,580.4 127,243.0 114,662.6 Total 6,982.4 1,640.0 8,622.4 42,712.2 34,089.8
Discount Rate 6.0% NPV (RO Million) 34.1

B/C Ratio 4.95
EIRR 27.3
Cost 1
Benefit 1
Table 18.5.8 (2) Benefit - Cost Stream of Al Hamra - Rustaq Road Construction Project (With Bridge Plan)
Undiscounted Benefit Cost Stream Discounted Benefit Cost Stream
RO '000 RO '000
Sq Year Construction Cost O & M Cost Cost Total Benefit Cost-Benefit Sq Year Discounted Construction Cost O & M Cost Cost Total Benefit Cost-Benefit
1 2005 0.0 0.0 0.0 0.0 0.0 1 2005 1.000 0.0 0.0 0.0 0.0 0.0
2 2006 306.2 0.0 306.2 0.0 -306.2 2 2006 1.060 288.9 0.0 288.9 0.0 -288.9
3 2007 3,794.0 0.0 3,794.0 0.0 -3,794.0 3 2007 1.124 3,376.7 0.0 3,376.7 0.0 -3,376.7
4 2008 3,794.0 0.0 3,794.0 0.0 -3,794.0 4 2008 1.191 3,185.6 0.0 3,185.6 0.0 -3,185.6
5 2009 3,252.0 0.0 3,252.0 0.0 -3,252.0 5 2009 1.262 2,575.9 0.0 2,575.9 0.0 -2,575.9
6 2010 0.0 208.6 208.6 3,072.0 2,863.4 6 2010 1.338 0.0 155.9 155.9 2,295.6 2,139.7
7 2011 0.0 208.6 208.6 3,191.9 2,983.2 7 2011 1.419 0.0 147.1 147.1 2,250.1 2,103.0
8 2012 0.0 208.6 208.6 3,316.8 3,108.2 8 2012 1.504 0.0 138.8 138.8 2,205.9 2,067.1
9 2013 0.0 208.6 208.6 3,447.1 3,238.5 9 2013 1.594 0.0 130.9 130.9 2,162.8 2,031.9
10 2014 0.0 208.6 208.6 3,583.0 3,374.4 10 2014 1.689 0.0 123.5 123.5 2,120.8 1,997.3
11 2015 0.0 208.6 208.6 3,724.7 3,516.1 11 2015 1.791 0.0 116.5 116.5 2,079.9 1,963.4
12 2016 0.0 208.6 208.6 3,872.4 3,663.8 12 2016 1.898 0.0 109.9 109.9 2,039.9 1,930.0
13 2017 0.0 208.6 208.6 4,026.5 3,817.9 13 2017 2.012 0.0 103.7 103.7 2,001.0 1,897.3
14 2018 0.0 208.6 208.6 4,187.3 3,978.7 14 2018 2.133 0.0 97.8 97.8 1,963.2 1,865.4
15 2019 0.0 208.6 208.6 4,355.0 4,146.4 15 2019 2.261 0.0 92.3 92.3 1,926.2 1,833.9
16 2020 0.0 208.6 208.6 4,531.3 4,322.7 16 2020 2.397 0.0 87.1 87.1 1,890.8 1,803.7
17 2021 0.0 208.6 208.6 4,712.5 4,503.9 17 2021 2.540 0.0 82.1 82.1 1,855.1 1,773.0
18 2022 0.0 208.6 208.6 4,903.0 4,694.4 18 2022 2.693 0.0 77.5 77.5 1,820.8 1,743.3
19 2023 0.0 208.6 208.6 5,101.8 4,893.2 19 2023 2.854 0.0 73.1 73.1 1,787.4 1,714.3
20 2024 0.0 208.6 208.6 5,309.3 5,100.7 20 2024 3.026 0.0 69.0 69.0 1,754.8 1,685.8
18 - 31
21 2025 0.0 208.6 208.6 5,525.7 5,317.1 21 2025 3.207 0.0 65.1 65.1 1,722.9 1,657.8
22 2026 0.0 208.6 208.6 5,751.8 5,543.2 22 2026 3.400 0.0 61.4 61.4 1,691.9 1,630.5
23 2027 0.0 208.6 208.6 5,987.7 5,779.1 23 2027 3.604 0.0 57.9 57.9 1,661.6 1,603.7
24 2028 0.0 208.6 208.6 6,233.9 6,025.3 24 2028 3.820 0.0 54.6 54.6 1,632.0 1,577.4
25 2029 0.0 208.6 208.6 6,491.0 6,282.4 25 2029 4.049 0.0 51.5 51.5 1,603.1 1,551.6
26 2030 0.0 208.6 208.6 6,689.7 6,481.1 26 2030 4.292 0.0 48.6 48.6 1,558.7 1,510.1
27 2031 0.0 208.6 208.6 6,823.8 6,615.2 27 2031 4.549 0.0 45.9 45.9 1,499.9 1,454.0
28 2032 0.0 208.6 208.6 6,960.8 6,752.2 28 2032 4.822 0.0 43.3 43.3 1,443.4 1,400.1
29 2033 0.0 208.6 208.6 7,100.6 6,892.0 29 2033 5.112 0.0 40.8 40.8 1,389.1 1,348.3
30 2034 0.0 208.6 208.6 7,243.3 7,034.7 30 2034 5.418 0.0 38.5 38.5 1,336.8 1,298.3
31 2035 0.0 208.6 208.6 7,389.1 7,180.5 31 2035 5.743 0.0 36.3 36.3 1,286.5 1,250.2
32 2036 0.0 208.6 208.6 7,537.8 7,329.2 32 2036 6.088 0.0 34.3 34.3 1,238.1 1,203.8
33 2037 0.0 208.6 208.6 7,689.7 7,481.1 33 2037 6.453 0.0 32.3 32.3 1,191.6 1,159.3
Total 11,146.3 5,841.9 16,988.2 148,759.5 131,771.3 Total 9,427.1 2,215.7 11,642.8 49,409.9 37,767.1
Discount Rate 6.0% NPV (RO Million) 37.8

B/C Ratio 4.24
EIRR 23.9
Cost 1
Benefit 1
18.5.4 Technical Evaluation
The results of the technical analysis of the Hamra - Rustaq Road show that the Hamra -
Rustaq Road construction project is technically feasible. However, the following
technical notes shall be considered in the detailed design stage.
・ According to the preliminary engineering design, it is inevitable to avoid the steep

gradient of 12.33 % between station 0.000 and station 2.400 and of 13.53 %
between station 6.500 and station 8.300. Taking into account the environmental
considerations and function of this road, the preliminary design made in this study
shall be accepted at this stage.
・ The area that the Hamra - Rustaq Road are sometimes influenced by heavy rain. In
order to minimize damage of the road, proper Irish crossing and slope protection
are proposed in this Study.
18.5.5 Evaluation Form Other Aspects
1) Improvement of Standard Living of Peoples
Construction of the Project Road is expected to contribute to the improvement of

standard living of peoples. At present, it is estimated that 2,464 peoples in Rustaq side
and 1,467 peoples in Hamra side are living at present within the influence areas of the
Project Road as shown in Table 18.5-10, which can not be accessible without four (4)
wheel drive vehicles. Daily travel such as ‘to work’ trip for workers, ‘to school’ trips
for school children, ‘business’ trip for business men, and ‘ private’ trip for people can
not be made without four (4) wheel drive vehicles.
After completion of the Project Road, the Project will contribute to
・ More opportunities to access various basic facilities, such as religious facilities,

hospitals, markets,
・ Achievement of easier daily travel to offices for employed people, and schools for
school children,
・ More chances of developing unutilized potential lands,
・ Contribution to effective land use and the unity of nation
18 - 32
Table 18.5-10 Population, Employed Population and School Children in the Influence Area
of Hamra – Rustaq Road
2005 2010 2020 2030
Rustaq Side
Population 2,464 2,585 2,636 2,614
No. of Employed Population 674 726 809 886
No. of School Children (below 15 ys old) 527 472 461 400
Hamra Side
Population 1,467 1,528 1,555 1,562
No. of Employed Population 367 393 439 484
No. of School Children (below 15 ys old) 314 287 272 239
2) Regional Development
Improved road system in the project area would greatly contribute to regional
development. Travel time reduction, transport cost reduction, accessibility improvement
and safe, comfort and reliable means of transportation would be directly and indirectly
provide positive impact on the following;
a. Agricultural industry
・ Higher farm gate prices → higher income for farmers →
Upgrading the living standards → Incentive for farmers to produce →
Regional economic growth
b. Tourism industry
・ Cheaper transport cost / Easy accessibility to Hotels / Sightseeing spots →
More tourists to visit → Regional economic growth
3) Traffic Safety
The existing road is a track road and poorly equipped with traffic safety facilities such
as guard rail, etc. with the completion of the Project, the traffic safety facilities will be
installed and traffic safety will be greatly improved. Also, travel by non-4WD vehicles
will become possible.
18.5.6 Overall Evaluation
As mentioned above, the implementation of the Hamra – Rustaq road construction

project can be justified as feasible from view of economic, technical, and social impact
points.
18 - 33
Annex 18-1
Detailed cost estimate of Hamra – Rustaq Road with the Bridge

Item Unit Price Cost Cost Component
Description Unit Quantity
No. (RO) (RO) Lab. Mat. Equip. For. Local Tax
Earthworks
203.1 Suitable excavation to embankment Cu. m. 1.944 216,739 421,338 7,101 19,556 394,680 224,058 186,077 11,203
203.2 Suitable excavation to waste Cu. m. 1.733 153,446 265,966 4,624 10,661 250,681 141,220 117,684 7,061
203.4 Borrow excavation to embankment Cu. m. 3.660 39,033 142,859 611 48,851 93,397 50,735 89,588 2,537
206.1 Structural excavation in soils to a depth of 2m. Cu. m. 1.459 26,431 38,551 1,049 2,177 35,326 19,878 17,679 994
206.3 Structural excavation in rock to a depth of 2m. Cu. m. 2.625 27,743 72,834 1,335 2,923 68,575 38,622 32,281 1,931
206.4 Structural excavation in rock to a depth more than 2m. Cu. m. 3.990 21,270 84,867 2,545 16,659 65,663 39,298 43,605 1,965
Subbase and Base course
302.1 Class A Subbase Cu. m. 5.000 0 0 0 0 0 0 0 0
302.2 Class B Subbase Cu. m. 4.000 55,177 220,707 4,534 48,991 167,183 92,426 123,661 4,621
302.3 Class C Subbase Cu. m. 3.000 0 0 0 0 0 0 0 0
303 Aggregate Basecourse 0
303.1 Class A Basecourse Cu. m. 5.000 0 0 0 0 0 0 0 0
303.2 Class B Basecourse Cu. m. 4.000 41,566 166,265 3,476 35,920 126,869 70,221 92,533 3,511
303.3 Class C Basecourse Cu. m. 3.000 0 0 0 0 0 0 0 0
Bituminous Pavement
401.1 Prime Coat such as MC70 Kg 0.120 257,500 30,900 90 30,535 275 19,981 9,920 999
401.2 Tack Coat such as RC250 Kg 0.150 0 0 0 0 0 0 0 0
405.1 Bituminous Wearing Course Cu. m. 17.000 28,178 479,019 1,186 447,892 29,941 306,932 156,740 15,347
Concrete and Concrete Structures
504.1 Concrete Class 28/20 Cu. m. 40.000 24,629 985,175 77,443 494,830 412,901 343,674 624,317 17,184
504.2 Concrete Class 32/20 Cu. m. 45.000 0 0 0 0 0 0 0 0
509.1 High yield steel bars ton 250.000 1,199 299,787 11,786 261,858 26,142 183,983 106,605 9,199
509.2 Mild steel bars ton 250.000 33 8,285 359 7,179 746 5,060 2,972 253
Drainage
801 Pipe Culverts
801.1 Reinforced Concrete Pipe Culvert 600 mm Lin. m. 35.000 14 490 18 113 359 256 221 13
801.3 Reinforced Concrete Pipe Culvert 900 mm Lin. m. 75.000 14 1,050 38 243 770 548 474 27
801.5 Reinforced Concrete Pipe Culvert 1500 mm Lin. m. 155.000 252 39,060 1,406 9,023 28,631 20,389 17,651 1,019
Slope Protection
901 Rip Rap
901.1 Loose stone riprap Class A Cu. m. 6.000 10,652 63,911 1,770 15,360 46,781 26,381 36,210 1,319
901.2 Loose stone riprap Class B Cu. m. 6.000 0 0 0 0 0 0 0 0
901.3 Mortared stone riprap Cu. m. 15.000 37,317 559,750 34,301 306,569 218,881 165,619 385,850 8,281
902 Gabions 0
902.1 Gabions Cu. m. 13.000 0 0 0 0 0 0 0 0
906 Ditch lining 0
906.1 Ditch lining (150mm thick) Sq. m. 2.000 26,819 53,638 6,479 25,875 21,285 15,360 37,511 768
Bridge (Arch Bridge L=190m, W=14m) 3,300,000 118,800 1,689,600 1,491,600 2,006,400 1,193,280 100,320
MSCELLANEOUS STRUCTURES(1300 SAFETY

BARRIERS, DELINEATORS AND FENCES, 1400
723,445 30,205 555,519 137,720 522,323 175,005 26,116
HIGHWAY SIGNS AND ROAD MARKINGS, AND
OTHER ITEMS, 10% of SECTION 200 to SECTION
MEASURED WORKS TOTAL

7,957,897 309,155 4,030,334 3,618,408 4,293,362 3,449,866 214,668
(SECTION 200 to 1900)
SECTION 100 PRELIMINARIES (25% of SECTION

------ 1,989,474 16,439 894,088 1,078,947 1,471,594 444,300 73,580
200 to SECTION 1800)
SUB TOTAL 9,947,371 325,593 4,924,422 4,697,355 5,764,956 3,894,166 288,248
CONTINGENCY (10% of SECTION 200 to SECTION 1800) ------ 795,790
Total 10,743,160
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Annex 18-2
Detailed cost estimate of Hamra – Rustaq Road without the Bridge

Item Unit Price Cost Cost Component
Description Unit Quantity
No. (RO) (RO) Lab. Mat. Equip. For. Local Tax
Earthworks
203.1 Suitable excavation to embankment Cu. m. 2.109 267,489 564,189 9,715 26,329 528,145 300,204 248,975 15,010
203.2 Suitable excavation to waste Cu. m. 1.731 160,743 278,299 4,827 11,130 262,342 147,759 123,152 7,388
203.4 Borrow excavation to embankment Cu. m. 3.660 71,379 261,246 1,117 89,333 170,795 92,778 163,829 4,639
206.1 Structural excavation in soils to a depth of 2m. Cu. m. 1.475 27,523 40,597 1,121 2,418 37,058 20,860 18,694 1,043
206.3 Structural excavation in rock to a depth of 2m. Cu. m. 2.625 27,743 72,834 1,335 2,923 68,575 38,622 32,281 1,931
206.4 Structural excavation in rock to a depth more than 2m. Cu. m. 4.043 30,963 125,192 3,626 26,174 95,393 57,441 64,879 2,872
Subbase and Base course
302.1 Class A Subbase Cu. m. 5.000 0 0 0 0 0 0 0 0
302.2 Class B Subbase Cu. m. 4.000 60,639 242,558 4,982 53,841 183,734 101,576 135,903 5,079
302.3 Class C Subbase Cu. m. 3.000 0 0 0 0 0 0 0 0
303 Aggregate Basecourse 0
303.1 Class A Basecourse Cu. m. 5.000 0 0 0 0 0 0 0 0
303.2 Class B Basecourse Cu. m. 4.000 45,461 181,843 3,801 39,285 138,756 76,800 101,203 3,840
303.3 Class C Basecourse Cu. m. 3.000 0 0 0 0 0 0 0 0
Bituminous Pavement
401.1 Prime Coat such as MC70 Kg 0.120 283,000 33,960 98 33,559 303 21,960 10,902 1,098
401.2 Tack Coat such as RC250 Kg 0.150 0 0 0 0 0 0 0 0
405.1 Bituminous Wearing Course Cu. m. 17.000 30,754 522,811 1,295 488,839 32,678 334,992 171,070 16,750
Concrete and Concrete Structures
504.1 Concrete Class 28/20 Cu. m. 40.000 40,943 1,637,731 128,740 822,594 686,398 571,315 1,037,851 28,566
509.1 High yield steel bars ton 250.000 2,077 519,281 20,416 453,582 45,283 318,688 184,658 15,934
509.2 Mild steel bars ton 250.000 33 8,285 359 7,179 746 5,060 2,972 253
Drainage
801 Pipe Culverts
801.3 Reinforced Concrete Pipe Culvert 900 mm Lin. m. 75.000 98 7,350 265 1,698 5,388 3,837 3,321 192
801.5 Reinforced Concrete Pipe Culvert 1500 mm Lin. m. 155.000 252 39,060 1,406 9,023 28,631 20,389 17,651 1,019
Slope Protection
901 Rip Rap
901.1 Loose stone riprap Class A Cu. m. 6.000 10,652 63,911 1,770 15,360 46,781 26,381 36,210 1,319
901.2 Loose stone riprap Class B Cu. m. 6.000 0 0 0 0 0 0 0 0
901.3 Mortared stone riprap Cu. m. 15.000 41,701 625,516 38,331 342,588 244,597 185,078 431,184 9,254
902 Gabions
902.1 Gabions Cu. m. 13.000 0 0 0 0 0 0 0 0
906 Ditch lining
906.1 Ditch lining (150mm thick) Sq. m. 2.000 35,999 71,998 8,697 34,731 28,570 20,617 50,350 1,031
MSCELLANEOUS STRUCTURES(1300 SAFETY

BARRIERS, DELINEATORS AND FENCES, 1400
529,715 22,116 406,758 100,841 382,451 128,141 19,123
HIGHWAY SIGNS AND ROAD MARKINGS, AND
OTHER ITEMS, 10% of SECTION 200 to SECTION
MEASURED WORKS TOTAL

5,826,866 254,035 2,867,457 2,705,374 2,727,066 2,963,447 136,353
(SECTION 200 to 1900)
SECTION 100 PRELIMINARIES (25% of SECTION

------ 1,456,717 12,037 654,662 790,018 1,077,519 325,322 53,876
200 to SECTION 1800)
SUB TOTAL 7,283,583 266,071 3,522,119 3,495,392 3,804,584 3,288,769 190,229
CONTINGENCY (10% of SECTION 200 to SECTION 1800) ------ 582,687
Total 7,866,270
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Annex 18-3
ENVIRONMENTAL CHECKLIST (HAMRA TO RUSTAQ ROAD)

Road Section: From Hamra to Rustaq, Existing road condition: Gravel road
Project Road No.: N27, Planning road: Metalled 2-lane road, Distance: 28.3km
Impact Rating Remarks

Environmental Items Present environmental condition 1 = Slight
2 = Moderate Predicted traffic volume in 2030:
3= Significant 10,000 veh/day
Air Pollution - Not significant so far, because very low traffic 1~2 - Although the project area at present is low
volume. population, slight to moderate impact to air
quality is anticipated due to increase of future
traffic volume, approximately 10,000 veh/day,
and narrow wadi channels around Zammah and
Far villages.
Effluent and Water contamination - Not significant so far. 1 - Additional impact to effluent and water quality
due to new road construction is not anticipated
in the area.
Noise and Vibration - Not significant so far. 1~2 - Although the project area in very low
population, slight to moderate impact to noise
pollution is anticipated due to increase of
future traffic volume, approximately 10,000
veh/day, and narrow wadi channels around
Zammah and Far villages.
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Land Subsidence - No existing in the area. 1 - Not existing.
Topography and Geology Topography: 1~2 - Slight to moderate impact due to road
- Project area is located in the central part of the Al construction in the central part of Al Hajar
Hajar Al Gharbi Mountains. Al Jabal Al Akdar Mountains with relatively thick wadi
(Jabal Shams) Mountains, being the highest vegetation. It is necessary to follow the
peak, 3,009m above sea level, in Oman, is existing road alignment for minimizing of
located 10km west of the area and mountain cutting.
ridge from Jabal Shams is connected to the
project area.
- Southern slope of the Al Jabal Al Akdar mountain
ridge is characterized by large scale of cuesta
topography showing gentle slope. On the
contrary, northern slope of the Al Jabal Al Akdar
Photo: Gentle slope in south part of mountain ridge is characterized by steep slope to
Al Jabal Al Akdar Mountains vertical cliff as the cuesta topography. The
project road section belongs to the northern Photo: Deeply incised valley
steep slope area.
(1) 0 (Start point: Hat village)~15.3km (Junction to
Fashah):
- The road section between them, marked by
rugged and steep slope topography, belongs to
Photo: Steep slope in north part of the high to moderate relief of mountain and
Al Jabal Al Akdar Mountains passes along Wadi al Hatt and Wadi Bani Awf.
V-shape deeply incised valleys and likely oddly Photo: V-shape deep valley at Zammmah
shape rock outcroppings show in many places.
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(2) 15.3~28.3km (End point): This road section is
also marked by rugged mountainous terrain and
belongs to the moderate and low relief of
mountain. The section passes along wadi
channel of Wadi Bani Awf. Near end point of the
road changes lower hills and to flatter terrain.
Geology: Photo: Cutting of Existing road
- The project area crossing the Al Jabal Al Akdar
Mountains are continuously cropped out the
Autochthonous Units, consisting of the Huqf
Group of End-Protoezoic to Cambrian age and
Akhdar Group, Sahtan Group, Kahmah Group
and Wasia Group ranging in age from Late
Permian to Middle Cretaceous. The Huqf Group Photo: Limestone of Deformed Huqf Group
is intensely metamorphosed and shows fine
schistose.
- The geological structure clearly shows anticline
deformation (dome structure) in large scale.
- Igneous rocks originated from ancient ocean
floor, so-called Samail Ophiolite, are locally
found near end point of the project road.
Soil - Soil is poorly developed, mostly suffered by 1~2 - Slight to moderate impact to surface soil due to
wind erosion. Alluvial soil is found in the wadi road construction. It is necessary to follow the
and terraces, but mostly thin. existing road alignment for minimizing of
cutting.
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Hydrology, groundwater Hydrology: 1 - Not significant impact with project. However, as
- Precipitation in the project area is relatively high, the project area has relatively much
200 to 300mm by year. These events can precipitation, it is necessary to install enough
produce rapid runoff and major wadi underflow. drainage system and protection against
- Although the road section from 0 km to 7.8km flooding flows.
passes the steep slope, rest of road section from
7.8 km to 28.3 km (End point) mostly passes in
the wadi channels of Wadi Bani Awf, which are
likely to experience flooding.
Photo: Falaj at downstream of Al Bir Groundwater:
- There are eight settlements in the project area.
Most of settlements get water by falaj system. At Photo: Water gage in Wadi Bani Awf
present, no falaj system crosses existing road.
Photo: Wadi sediments in Aadi Bani Awf
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Eco-system, Flora and Fauna Flora: 2 - Whilst the area does not have official reserve
- Vegetation is found along the entire stretch of the status, permits are required to enter some areas.
project area. The lower lying hills have less - This area could be one of the protection areas
vegetative cover than the higher areas, except for proclaimed as Nature Reserve in near future.
depressions and wadi flow channels. The - Any development in the area will be considered
vegetation can be classified as an open as having a significant impact as a result of the
xenomorphic Euphorbia community type. Much valuable nature of the habitat, because of
of this area represents a good example of rapidly increase of traffic volume in future.
Photo: Wadi vegetation in Wadi al Hat undisturbed habitat in northern Oman. The future traffic volume in 2030 is predicted
Fauna: to be 10,000 veh/day in the project area.
- Wildlife known to the area includes the Arabian - It is necessary to investigate concerning
Leopard, Gazelle, Arabian tahr and other fauna eco-system, flora and fauna in the area,
such as the red fox, etc. The IUCN red list of particularly relationship between the Al Jabal
threatened animals (IUCN 1990) describes the Al Akdar area and project area before
mountain gazelle as vulnerable. Leopard and the construction or during EIA.
Photo: Wadi vegetation in Wadi Bani Awf tahr are considered endangered.
Landscape - The area is the most typical landscape of highland 1 - Minimum cut and embankment will be required
in Oman. for the road construction.
Hazards - Not existing so far. But small erosion of road due 1 - Not existing impact by road improvement.
to flooding is found in some places.
Regional Development on Natural - Not existing so far. 1 - Unknown.
Environment
Other Impacts on Natural - Not existing so far. 1 - Unknown.
Environmenta1
Cultural Heritage - Not existing so far. 1~2 - The investigation of the cultural heritage in the
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site might be required before road construction.
Wastes - Not significant so far. 1 - As high future traffic volume in 2030 is
predicted, wastes along the road and parking
areas could be increased. And increase of
uncontrolled wastes might be affected to the
eco-system.
Regional Development on Social - Not existing so far. 1 - Unknown.
Environment
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Other Impacts on Social Environment - 0 km: Junction to Hat village. The distance 1~2 - Some sections of the road pass through and
between junction and Hat village is about 1km. nearby or inside of the villages and areas of
- 1.5 km: 6 houses and Date farm with falaj system. farmland, which may be impacted by the road
Unknown name of this small settlement. The development. Because high traffic volume,
settlement is located 40m from existing road. There approximately 10,000 veh/day in 2030, is
is water flow in Wadi Hat. Electricity is supplied.
predicted. Particularly, narrow wadi channels
3.7km: Deep and narrow valley, bridge is planned
around Zammah and Far villages.
to build, 12o long, as a alternative.
- Increased chance of traffic accident as well as
- 5.1km: Bimah settlement. 2 houses and date
Photo: Hat village farms with falaj system. The settlement is domestic animals due to increased traffic
located 400m from existing road. volume.
- 5.1km: Zammah village. 12 houses and date
farms with falaj system. The village is located on
the lowermost terrace and existing road passes in
the wadi. No school in village.
- 13.4km: 3 houses and small farm. The settlement
Photo: Small settlement in Wadi Hat is located in narrow wadi channel and 50m away
from existing road. Electricity is supplied.
- 15.3km: Junction to Fashah. Road passes in the
wider wadi, ranging in width from 40m to 200m.
Photo: Narrow wadi channel near Far village
- 18.3km: Teekah: 10 houses, date farm and
Medical office.
- 20.0 km: Water flow gage and falaj.
- 20.4km: Al Wasit, 1 house and small date farm.
and long date farms. Rich vegetation.
Photo: Narrow wadi channel - 26.8km: Water gage of MRMEWR.
- 28.3km: Junction of NR No.13 to Ar Rustaq.
Substation.
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- 23.9 km: 2 houses and small date farm.
- 25.6~26.1km: Far village. More than 50 houses
Evaluation - Air quality 1~2 Increased traffic volume

- Noise 1~2 Increased traffic volume
- Topography and Geology 1~2 Alteration of topography
- Soil 1~2 Alteration of topography
- Eco-system, Flora and Fauna 2 High potential of various species of flora and
fauna
Increase of wastes due to increase of visitors
Increased traffic volume
- Cultural heritage 1~2 Influence to cultural heritage
- Other Impacts on Social Environment 1~2 Increase of chance of traffic accidents due to
increased traffic volume
- Other items 1
Comprehensive Evaluation 2
Recommendations *1 Recommended to carry out EIA
*1 : Comprehensive Evaluation
1 : None to slight impacts. : No need to carry out EIA
1~2 : Small impacts. : Recommended to carry out EIA on assigned items
2 : Moderate impacts. : Recommended to carry out EIA
2~3 : Relatively significant impacts. : Recommended to carry out EIA
3 : Significant impacts. : Recommended to carry out EIA
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Annex 18-4
TERMS OF REFERENCE
ON
THE ENVIRONMENTAL IMPCT ASSESSMENT
OF
THE HAMRA - RUSTAQ RORD,
SULTANATE OF OMAN
1. Project Title
"Environmental Impact Assessment of the Hamrat – Rustaq Road, Sultanate of Oman"

(hereinafter referred to as “Study”)
2. Executive Agency
Directorate General of Road, (hereinafter referred to as “DGR”), Ministry of Transport

and Communications, Sultanate of Oman.
3. Location of Project Area
Project area is located in the central part of the Al Hajar Al Gharbi Mountains. Jabal
Shams Mountain, being the highest peak in Oman, 3,009m above sea level, is located
10km west of start point of the project road, and mountain ridge from Jabal Shams is
connected to the project area, as shown in Attachment-1.
4. Background of the project
The Hamrat – Rustaq Road is designated as one of the 6th (2000-2005) and 7th Plan
(2006-2010) proposed projects. This road has an important role of directly connecting
between Al Batinah Region and A’Dakhuliyah Region crossing the Al Hajar Al Gharbi
Mountains.
The road construction between Hamrat and Rustaq, which distance of the road is 76
km, is scheduled as four sections, i.e. Road Section I, II, III, and IV. The project road
is the Road Section IV.
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The Road Section I was completed. Road Section II is under construction. Road
Section III will be commenced to construct in this year. The road planning and design
for the Road Section IV is going on.
5. Objectives of the Study
The Study should carry out to accord the Royal Decree No. 10/82 and its amendments
entitled “Law on Conservation of the Environment and Prevention of Pollution” as
well as other relevant regulations, decisions and guidelines.
The principles of the Study are as follows:
- EIA is a process to help decision makers to protect, conserve and manage Oman’s
environment, according to the principles of sustainable development, maintaining
human well-being, healthy environment and a sound economy;
- The EIA process should ensure that the individual, company or government
agency, proposing a project considers its effect on health, economy and culture of
surrounding community as well as its impact on air, land and water;
- The EIA should be applied as early as possible in project’s planning stage and
before irrevocable decisions are made; and
- Public information is an important component of an open and balanced EIA
process.
And, the specified objectives of the Study are shown as below:
i) To identify, predict, and assess environmental impacts due to proposed activities

on the physical, biological and social environment;
ii) To propose mitigation measures for avoiding and reducing the impacts and
evaluating associated risk; and
iii) To submit the Environmental Impact Assessment report and relevant documents.
6. Project Description:
The project description of the Hamrat - Rustaq Road is shown hereafter:
- The project road is located in the southeastern part of the Al Batinah Region and
adjoined to the A’Dakhuliyah Region. The project road area is topographically
characterized by steep northern slope of cuesta topography developed at Jabal
Shams Mountain,
- The project road has important role of directly connecting between Al Batinah
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Region and A’Dakhuliyah Region,
- The project road is the final road section (Section IV) of the Hamrat – Rustaq Road.
- The length of the project road is 28.3 km,
- At 3.7 km from start point it is planned to build bridge, 120 m long, as an alternative
crossing deep valley,
- The road hierarchy of the project road is designated secondary road that its
right-of-way is 50 m, and
- The project road traverses mostly mountainous terrains and along the wadis, as
shown in Atachment-2.
7. Scope of the Study:
This project is classified as Roads of the Group five (Service projects) in accordance
of the “Guidelines for Obtaining Environmental Permits” (Directorate General of
Environmental Affaires). In addition, as results of the environmental consideration of
the project is recommended that the project EIA should be carried out before project
implementation, comprehensive EIA should be required.
In order to achieve the objectives mentioned above, the scope of the Study consist of
the following items:
1) Collect and review the existing data and information relevant to the project
- Legislative information,
- Topographical, geological and pedological data,
- Aero photographs and/or satellite images covered in and around the project area,
- Meteorological data around the project,
- Hydrological and hydro-geological data relevant to the project,
- Biological and ecological data and information,
- Information of land use and its history,
- Natural scenic spots, national park, etc.,
- Information of open-air recreation,
- Information of natural hazards,
- Sociological data and information,
- Administrative data and information,
- Socio-economic data,
- Cultural and historical heritages,
- Traffic volume data, and
- Other data and information relevant to the traffic, etc.
A18-4-3
2) Project description
- Location,
- Road design and design criteria,
- Road capacity,
- Road section for construction,
- Pre-construction activities,
- Construction plans and scheduling,
- Staffing and support,
- Associating facilities and services,
- Operating procedures and maintenances,
- Future traffic volume,
- Land use requirement, and
- Alternative alignments, etc.
3) Site description and its environment (Baseline survey)
The content of the baseline study consists of the following environmental items:
(1) Air quality: Measuring points consist of each villages and settlements as
well as start and end points, and number of measuring times is two, i.e.
summer and winter seasons, and measuring parameters consist of SO2, TSP,
PM10 and fallen-dust,
(2) Water quality: measuring points consist of each surface water flows, wells,
water spring, and aflaj water, and number of measuring times is two, i.e.
summer and winter seasons, and analysis parameters consist of pH, Electric
conductivity (EC), Water temperature, Ca, Mg, Fe, Mn, K, Na, CO3, Hg, Pb,
As, Cr, Cd, Se, SO4 and Cl,
(3) Noise and vibration: measuring points consists of each villages and
settlements, and number of measuring times is two, i.e. summer and winter
seasons, and measuring parameter is dB(A) on the boundary of ROW,
(4) Topography and geology: Topographical and geological investigation, and
drilling survey at bridge building site, 2 holes x 10m in depth,
(5) Soil: Pedological investigation consists of soil sections at the point of every
2 km interval and each villages and farmlands,
(6) Surface water and groundwater: Hydrological and hydro-geological
investigation consist of outflow and measurement in the sites, comprising of
pH, EC and Water temperature,
(7) Ecosystem, flora and fauna: Number of investigating times is two, i.e.
summer and winter seasons,
(8) Landscape,
A18-4-4
(9) Hazards,
(10) Communities,
(11) Wastes,
(12) Cultural heritage,
(13) Resettlement, and
(14) Traffic volume and traffic accidents: Traffic census and interviews.
While baseline survey, the proponent should be found stakeholders, related to the
project, e.g. residents of local communities in the site, indigenous people, experts from
government organizations, local government officer, NGO, etc., and should be
collected their opinions in order to get an appropriate agreement and to reflect to the
decision-making of the project.
4) Evaluation of project’s impacts
The content of the evaluation of impacts with the project consists of the following
items:
- Cumulative and indirect environmental impacts, likely to result from the project in
combination with existing or planned projects or activities,
- Impact on socio-economic conditions,
- Impact on physical and cultural heritage, and
- Proposal and evaluation of reasonable alternatives to the project and their impacts.
The evaluation should be carried out to use the environmental standards or guidelines
to establish significant of the harmful impacts. A risk assessment can be used when
there are no applicable threshold standards or guidelines. The following criteria should
be applied to determine significant or adverse impacts:
(1) Magnitude,
(2) Frequency and duration,
(3) Location and sensitivity of environment, and
(4) Irreversibility.
5) Mitigating measures and evaluating associated risks
The following approaches can be used to mitigate likely significant harmful impacts:
- Direct prevention by avoiding sensitive areas,

- Reduction by adjusting work schedules, pollution control devices, changes in
design, etc.,
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- Restoration and remediation measures, and
- Compensation.
6) Final assessment
The final assessment should be done to evaluate through a net effect analysis.
7) Documentation
Documentation I composed of reference and working documents. The former will

contain a detailed record of the work done on the EIA. The latter is the document,
which contain the information for action, e.g. the Environmental Impact Statement as
well as Summary.
The content of the Environmental Impact Statement should be contained the following
items:
- Information describing the EIA,

- Information describing the project,
- Information describing the site and its environment, shown as below:
(1) Physical features
(2) Legislative framework
(3) Assessment of impacts, shown as below:
a. Impacts on human beings, buildings and man made features,
b. Impacts on flora, fauna and geology,
c. Impacts on land,
d. Impacts on water,
e. Impacts on air and climate,
f. Other direct and secondary effects associated with the project,
g. Environmental management plan – Mitigating measures and risk
assessment, and
h. Conclusions and additional information.
8. Study Timetable
Tentative study timetable of the project shows in Attachment-3.
A18-4-6
Attachment:
Attachment-1 Location Map of the Project Road

Attachment-2 Topographic Map of the Project Road
Attachment-3 Tentative Study Timetable of the Project
A18-4-7
Persian Gulf
Khasab
Shinas
Saham
Al Khaburah
Barka Muscat
United Arab Emirates Dank
Ibri
Nizwa
Ibra Sur
Adam
Al Ghabah
Saudi Arabia
Hayma
Ad Duqm
Dawkah
Al Kahil Arabian Sea
Shalim
Thumrayt LEGEND
Yemen Major road
Sadah Network
Taqah
Salalah
0 25 50 100km Project site
Attachment-1 Location Map of the Project Road
A18-4-8
End point
Start point
0 5 km
Attachment-2 Topographic Map of the Project Area
A18-4-9
Attachment-3 Tentative Study Timetable of the Project
Year 200 - Remarks

Number of 1 2 3 4 5 6 7 8 9 10 11 12 13 14 -
month
1. Data
collection
2. 1st. Field Summer/winter
investigation season
3. 2nd. Field Winter/summer
investigation season
4. Data
analysis
5. Reporting 1 2 3
△ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ ○ △ △
△ 1 : Inception report : Work in the site

2 : Draft Final report : Chemical analysis
3 : Final report
○ : Monthly report
A18-4-10

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MINISTRY OF TRANSPORT & JAPAN INTERNATIONAL

C O MMU N IC AT IO N S COOPERATION AGENCY

In response to a request from the Sultanate State of Oman, the

JICA selected and dispatched a study team headed by Dr. Hani

The team held discussions with the engineers at Directorate General

I hope that this report will contribute to the enhancement of friendly

Finally, I wish to express my sincere appreciation to the officials

Very truly yours,

Dr. Hani Abdel-Halim

EXECUTIVE SUMMARY: is designed to address the decision-makers who do not

MAIN REPORT – 1 “Road Network Development Plan”: is designed for planners,

MAIN REPORT – 2 “Pre-Feasibility Study”: is designed to include technical and

APPENDIX: to contain necessary data, calculations and other information produced

DRAWINGS: to contain preliminary design drawings produced for the Pre-Feasibility

CHAPTER 17 SELECTED PROJECTS FOR PRE-FEASIBILITY STUDY

CHAPTER 18 AL HAMRA – RUSTAQ ROAD (PHASE 4)

CHAPTER 19 MADHA – DAFTA ROAD

CHAPTER 21 MAHLAH – ISMAIYAH ROAD

CHAPTER 22 ENVIRONMENTAL STUDY ON HASIK – SHUWAYMIYAH ROAD

22.1 Objective of the Project ................................................................................ 22-1

CHAPTER 24 MANAGEMENT STUDY ON NEW BATINAH EXPRESSWAY

CHAPTER 25 IMPLEMENTATION PLAN FOR PRE-F/S PROJECTS

CHAPTER 26 CONCLUSIONS AND RECOMMENDATIONS

Table 17.2-1 Status of 7th Plan Projects ....................................................................................... 17-2

Table 18.2-1 List of the Drainage Facilities (1/2)........................................................................ 18-8

Table 19.3-1 Average Prices of Major Construction Materials ................................................... 19-11

Table 20.2-1 List of the Drainage Facilities ................................................................................ 20-7

Table 21.2-1 List of the Drainage Facilities (1/2)........................................................................ 21-8

Table 22.2-1 Summary Table of Alternative 1 ............................................................................. 22-9

Table 24.1-1 Cost of New Batinah Expressway .......................................................................... 24-7

Table 25.1-1 Major Characteristics of Pre-F/S Projects .............................................................. 25-1

Figure 17.3-1 Location Map of Pre-F/S Projects .................................................................. 17-4

Figure 18.1-1 Location of Project Site .................................................................................. 18-1

Figure 19.1-1 Location of the Project Site ............................................................................ 19-1

Figure 20.1-1 Location of the Project Site ............................................................................ 20-1

Figure 21.1-1 Location of the Project Site ............................................................................ 21-1

Figure 22.1-1 Location of the Project Site ............................................................................ 22-2

Figure 24.1-1 Study Flow...................................................................................................... 24-2

4WD : Four Wheel Drive

SELECTED PROJECTS FOR

SELECTED PROJECTS FOR PRE-F/S STUDY

17.1 SELECTION PROCEDURE

Table 17.2-1 Status of 7th Plan Projects

Table 17.3-1 Pre-F/S Projects

6) Upgrading of Batinah Highway: This project is to provide culverts at

7) New Batinah Expressway: This project is to construct a divided, 4-lane, full

17.4 STUDY PROCEDURE

For the “Environmental Study” of Hasik-Shuwaymiyah Road, almost same procedure

HAMRA - RUSTAQ ROAD

AL HAMRA - RUSTAQ ROAD (PHASE 4)

18.1 OBJECTIVE OF THE PROJECT

Phase 1: Length 15.000 kilometers

Location map is shown in Figure 18.1-1.

Figure 18.1-1 Location of Project Site

a) To complete road linkage between NR 13 and NR 21 across Al Hajar Al Ghabri

18.2 ALIGNMENT AND PRELIMINARY DESIGN

18.2.1 Physical Features of Project Site

The southern side is comparatively moderate rolling terrain, but climbs up

18.2.2 Existing Road Condition