CHAPTER 11

PRELIMINARY DESIGN AND

COST ESTIMATE
 CHAPTER 11

PRELIMINARY DESIGN AND COST ESTIMATE

11.1 DESIGN FLOOD PEAKS, STANDARDS, AND WADI CHARACTERISTICS

Problem of flash floods in wadis is the one of the major problems in planning road
network in the Sultanate. This section discusses this problem from hydrological
viewpoint.

11.1.1 General

Floods in Oman are hazardous, and difficult to predict: Mean velocities, sometimes in
excess of 5 m/s, and high sediment flowage rates are a feature of torrential wadis.
Estimates of flood flow with probable various risks of exceedance are indispensable for
a wide range of engineering applications including:

• Highway bridge, culvert and dam spillway design.

• Assessment of flood risk, including flood zoning/flood risk mapping.
• Establishment of flood-resistant design and development of flood alleviation, and
protection works.

Ministry of Regional Municipalities, Environment & Water Resources (MRMEWR) is

responsible for collecting flood data in the Sultanate of Oman, in addition to defining
flood features, and providing instructions in specifying national engineering design
standards.

The Hydromteorological Monitoring Network embraces 138 wadi gauges 325 rainfall
stations; including 216 Autographic recorders is presented in Figure 11.1-1. Channel
cross section can be utilized and assessed with the historical information such as flood
debris marks from major historic floods, and with the slope, to estimate flood peaks.

The return period of the flood event which the structure is designed to withstand with
full factors of safety is commonly taken as the design standard. In some cases (e.g.
large dams) there may be two standards, one which the structure should last without
any deterioration, and an advanced standard at which repairable damage is allowed,
providing the structure remains basically intact.

11 - 1
 2
MM
3
MM
1
MM
Sultanate of Oman MM
4

Wadis and Location of Wadi Flood Gauges

3
SS SS4

5S6
MMHH
43 SSS
7
2 SS SS
9
MH
8
SS 35
MH
1 10 S1 4
SS10 SSS1
SS 2
SK
13 12
MS SS 5
SK
Khasab

Nataba
1
Al Bih

SK
K98
Khabb Sh

3 K 4 S
SK
S1
1 SKS 13145
M KK
SS BK K56 K8
12 B
MS MS9 B
7 2 U2
10MS8 MS 7
SK 6 SA U 1 U4
M M U3 M
Hatta Hatta

S
M S6 5
Fizh

M S 12 K34 7 M
SK
Fizh

BBK BK
Sharm
Sharm B Umar Gh

B Umar Gh

M 4
Y1T
Al Jizi

10
Mahdah

YYTYTT23
Al Jizi

SK
Al Ayn Ahin
Salahi

11
Ahin

4 2
Hilti Sarami

MS SKBK1 BK T675 8
Ajran Ahin Shafan
Hawasinah

YYT YT
Sarami

2 1
Diyan
B Ghafir

MSS1 SA
B Ghafir
BaniHawasinah
Umar
Al Fatah Fara
Fara
Fara
BB Kharus
Kharus

13
Ma'awil
Al Fatah
Khubayb

Yanqul Al KhawdAiden
M3 Y1T
125
Dank Dank B
B Ghafir

MS
Ghafir Jaba Aday
Bila Lansab
Far Al Abyadh

15
Bila Al Abyadh Afi

AUHM 1
Mayh
Jannah

8
Sahtan

9 YT YT
Manzariyah
Haym
Jifrah Fara Sabt

AH
Awabi Hayfadh
SarinMiglas
Sarin
Ibri Al 'Uqq

T
Lusayl

Y
Dayqah
Al Ayn

1
Misfah
Adam

13
Sayh DayqahArabiyin

UM
Tayyin
Kawr

AH AH7 H5
Al Abyadh
Muaydin
Bahla H alfayn

3
UM
Samad
Kalbu

Umayri
Ibra
Hilm

A
1
Batha Rafsah
B Khalid

14 AH
Andam

Didu
B Khalid
Didu
AH 16
Batha

BA
2 YT
4
UM 2 10 1
A3H BA SU
AH

12
BA
14
BA

Andur

Dhahban

Rzat
Sahalnawt Darbat
Jarziz Darbat

4
NA
3
NA

6H5H4 SH21
SHS S SH

Note: List of Flood Stations are given in Table 11.1-5 in Subsection 11.1.5

Figure 11.1-1 Wadis and Location of Flood Stations of Oman

11 - 2
(1) Wadi Gauging Stations

One hundred and twenty (120) active gauging stations are currently in operation, and six
former stations are now closed. Eight (8) wadi-gauging stations are located downstream of
recharge dams which have tangible impact on its flood peak characteristics since their
installation. It is noted that the limitation of flood storage in upper gorges means that flood
peaks hold up in upper catchment’s reaches and flood peaks in the lower catchment’s
reaches can often be very small proportion of the up stream floods, depending on the
relative proportion of alluvial plain.

It is reported that flood characteristics of Dhofar appear to differ appreciably from those
in northern Oman. From the maximum recorded flood peaks in Oman, it is observed
that nearly all of the highest peaks relate to mountain gorge cases. (Figure 11.1-2)

25

20
Frequency

15

10

0
0
0
0
0
0
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
00
20
40
60
80
10
12
14
16
18
20
22
24
26
28
30
32
34
36
38
40
42
44
46
48

Catchment Area (km2)

Figure 11.1-2 Oman Regional Flood Frequency Analysis, Flood Data

Catchment’s Size Distribution

Figure 11.1-3 presents the maximum recorded flood peaks in Oman. These have been
selected on the basis of peak related to catchment’s area, such that only flood peaks
greater than 10% of the world maximum related to area (Rodier, 1984) are depicted,
and they are plotted against the world maximum curve. It is noted that nearly all of the
highest peaks relate to mountain gorge cases.

The great floods recorded in Oman shown in the figure include the floods of Wadi
Dayqah at Mazara in 1927, and 1965, Wadi Ibra in 1927, Wadi Halfayn at Izki in 1951
and Wadi Muaydin at Birkat al Mauz in 1951.

11 - 3
 The implication of repeat of the event should be considered in any proposed and
prospected development in the vicinity of the ad hoc areas, before any decision on final
design parameters are taken.

16000

14000 World Maximum

12000

Mudayy 2
Flood Peak - m3/s

10000
Mazara

8000 Thumrait 2
Mazara

6000
Ibra Mazara
Bayyad
4000 Izki Mudayy 1
Birkat al Mauz
Habubiyah 2
2000

0
0 500 1000 1500 2000 2500
Area - km2

Figure 11.1-3 Greatest Recorded Flood Peaks in Oman Compared with World Maximum
(Rodier 1984)

(2) Rainfall

Oman rainfall is caused by five principal weather mechanisms:

• Cold Fronts.
• Tropical Cyclones.
• Monsoonal Currents.
• Convective Storms.
• Orographic Storms.

Rainfall intensity, duration, frequency relationship, for use in determining design storm
rainfall, was developed by Directorate General of Water Resources Assessment
(DGWRA), MRMEWR in 1998. Further, 2000 Master Plan by MRMEWR filled the
gap of rainfall data for the period 1975-96 utilizing the data from non-recording rain
gauges, of some 2214 station years, from 126 stations including 11 from Dhofar, as
well as the data of the study of Wheater, H. S and Bell, N. C, 1983.

11.1.2 Regional Flood Frequency Curves

The methodologies and procedures of the antecedent ways and means for the regional
flood frequency analysis have been developed and upgraded by the MRMEWR. The

11 - 4
 regional flood frequency analysis for a number of combinations of regional groupings
has been utilized in order to identify areas of homogeneity with respect to flood
characteristics. The criteria for grouping the stations include administrative region,
topography (hill and mountain/plain), catchment’s area, and catchment’s rainfall. The
flood series at each of the selected sites are standardized by dividing each by its relevant
mean annual flood. Probability weighted moments are computed for each of the flood
series, averaged, and used to derive the parameters of the selected distribution.
Dimensionless regional quantities or growth factors are computed for the derived
distribution which is used to compute flood frequency curves for each of the sites
included in the analysis. An example of regional growth curves of Northern Oman are
summarized graphically in Figure 11.1-4.

Compared with the Nov 2000 Flood Manual, the curve for Northern Oman derived in
this guide gives lower values, -33% at 5 years and -18% at 20 year return period, then
converges at around 47 years and thereafter gives significantly higher values, +22% at
100 years and +50% at 200 year return period.

Oman Regional Flood Frequency Analysis - Regional Growth Curves (GEV Distribution)
Hills/Mountains & Plains - Northern Oman - AM
Return Period

yrs
5 10 20 50 100 200 500 1000

40

35

30

25 All-p-am-nodams 356(21)
All-p&np-am-
Q/MAF

20
All-np-am 1206(63)
15

Flood-manual-Nov2000
10

0
0 1 2 3 4 5 6 7 8
Reduced variate y

*p: Plain, np: Non-plain, am: Above Maximum, nodam: Cases where there is no dam in
upstream
Figure 11.1-4 Regional Flood Frequency Analysis, Growth Curves for Northern
Oman

11.1.3 Mean Annual Flood Estimation Method

The approach to deriving the mean annual flood (MAF) estimation method or MAF
prediction equation is to carry out a multiple regression analysis of MAF on the

11 - 5
 catchment’s characteristics. The mean annual flood is first calculated using the mean of
the annual peak flows at the site.

To date, it has been possible to correlate area (A), wadi length (L), wadi slope (S), and
catchment’s percentage which is non-mountain/hill or alluvial plain (NM). The NM area
has been taken as the flat area in the lower catchment, which is indicative of flood plain,
recharge and flood routing effects. In the case of L and S, two versions have been tried,
one taking the average for the major tributaries, and the second being the more traditional
approach of simply using the longest tributary only. Undoubtedly the averaged lengths
and slopes provide better estimates of catchment’s relative lengths, and slopes.

The rational method is widely used around the world for flood estimation on small rural
drainage basins, and particularly for urban drainage design. It is a very approximate
deterministic model representing the flood peak that results from a given rainfall, with
the runoff coefficient. It should be noted that the rational formula approach should not be
used for areas greater than about 10 km2.

The method theoretically assumes:

• That there is no temporary storage of water on the surface of the drainage basin.

• The frequency of occurrence for the peak discharge is the same as the frequency for
the rainfall producing event.

• The peak discharge rate corresponding to a given intensity would occur only if the
rainfall duration is at least equal to the time of concentration.

The rational method formula is:

Q = FCiA

Where,
C = runoff coefficient
i = rainfall intensity in mm/h
A = catchment’s area in km2
F = 0.278 (for SI units)
There are number of formulas for time of concentration including Kirpich and Papadkis
& Kazan. The formula adopted for a region should be assessed to ensure that it gives
reasonable velocities, and compared with times of rise of observed hydrographs.

11.1.4 Flood Frequency Analysis.

Flood frequency analysis is a tool used in forecasting the frequencies of future floods.
Experience has shown that the regional flood frequency curve is more reliable means in
predicting flood frequencies, and is to be preferred to estimates made from the data of

11 - 6
 single station. There are many catchment’s parameters which could be included in the
regression analysis, to date, thus, it has been possible to correlate area (A), wadi length
(L), wadi slope (S), and percentage of the catchment’s which is non- mountain /hill, or
alluvial plain (NM).

11.1.5 Development of Currently Used Methodologies and Approach for HDM

The hydrological studies of flood design methodologies are based on the data and
studies carried out by the MRMEWR, and on the published Highway Design Manual
(HDM) of the Sultanate of Oman.

Three procedures have been adopted, in the process of design flood estimation’s
methods as follows:

• Standard Frequencies Analysis, where there are suitable nearby flood peak data,
available from the records.
• For small catchments (less than 10km2), the Rational Method.
• For larger catchments (greater than 10km2), the Mean Annual Floods.

In addition, a new method relying on the preparation of synoptic flood frequency maps
for the calibration of above procedures for catchment’s areas greater than 10 km2, and
estimating best fit to the calculated values as a practical tool for enhancing the accuracy
of results is introduced here. However, those maps have to be handled by professional
hydrologists in their estimation.

(1) Standard Frequency Analysis

Flood peak data have been steadily collected for many years, from wadi gauging
stations, across the Sultanate. Flood frequencies, from the available stations are
computed from flood peaks data. These are continually updated on a regular basis. The
method of transposition can be applied to estimate design floods at points of interest.

(2) Rational Method

In the absence of suitable observed data, the Rational Formula approach used in the
HDM, is still being used for small catchments. This method uses the time of
concentration (Tc) which is the time taken for water to flow from the furthest point of
the catchment to the site under study. Tc could be determined using the widely accepted
Kirpich formula. Recently, rainfall intensity-frequency curves for storm duration up to
12 hours and a means for reducing daily design rainfalls to hourly or shorter have been
developed for Oman by Surface Water System Program of MRMEWR. These curves

11 - 7
can be utilized for estimating various storm-durations and average recurrence intervals.
The latest results of frequency, rainfall intensities for plains, hills and mountains of the
Sultanate of Oman are depicted in Figure 11.1-5.

MOUNTAIN AREA RAINFALL INTENSITI

1000
Av
5-yr
10-yr
20-yr
Rainfall - mm

50-yr
100
100 -yr
200 -yr

10
0.1 1.0 10.0 100 .0
Duration - hours

HILL AREA RAINFALL INTENSITI

1000

Av
5-yr
10-yr
Rainfall - mm

20-yr
100
50-yr
100-yr
200-yr

10
0.1 1.0 10.0 100.0
Duration - hours

PLAINS AREA RAINFALL INTENSITIES

1000
Av
5-yr
10-yr
Rainfall - mm

20-yr
100 50-yr
100-yr
200-yr

10
0.1 1.0 10.0 100.0
Duration - hours

Figure 11.1-5 Frequency of Rainfall Intensities for Plains, Hills and Mountains

11 - 8
(3) Mean Annual Flood Estimation

In order to estimate any un-gauged location of wadi’s design flood, a synthetic method
has been developed. A station–year dimensionless analysis has been carried out using
all available Omani flood peak data for non–overlapping wadi gauging station since
many of the lowland wadi gauges, as the case along the Batinah Highway, have
multiple channels where the wadi gauges measure only a portion of the total
catchment’s flow. The method involved the Peak-Over-Threshold flood series (POT)
but with mean annual flood using the Annual Maximum series (AM). This is resulted in
flood growth factor. Deriving mean annual flood is based on catchment’s parameters
such as catchment’s area, slope, length of wadi channel, and degree of alluvium
percentage upstream.

Therefore the circular of DGR, No, 68/2000, to all consultants briefly stated the
followings:

The flood frequency curves presented in Highway Design Manual, 1994 (Flood
Frequency Curves of Oman (FFCO)), were produced based on few years of flood data,
and hence, provided crude assumption that catchment’s area was overriding
catchment’s parameter for determining flood peaks. Recent analysis of suitably long
records of measured flood peaks has shown that for flatter areas which cover large parts
of the nation, and particularly most of the major highways, FFCO tend significantly to
overestimate flood frequency leading to costly over design. However, in very steep
mountainous areas with gorges, FFCO are more reasonable, but even then they tend to
overestimate the long return period floods.

For flood derivation at un-gauged catchments larger than 10 km2, MRMEWR has
recommended the following relationships for:

Hill/mountain catchment’s areas

Qmaf = 2.1 * A 0.76 * S.15 0.16 * NM-0.142

Where
Qmaf = Mean annual flood
A = Catchment’s area (km2)
NM = Proportion of the catchment which is non hill/mountain (%)
S.15 = Slope of the catchment along its longest tributary, from 15% of its
length down from the catchment’s boundary to the outlet, in m/km.

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Mainly plain /lowland areas

Qmaf = 1746 * A 0.883 * NM-0.638 * L.15-0.553

Where
Qmaf = Mean annual flood
A = Catchment’s area (km2)
NM = Proportion of the catchment which is non hill/mountain %
L.15 = 85% of the length of longest wadi extended to the catchment
boundary i.e. the length from the point 15% down from the boundary
of the inlet, in meters.

The MRMEWR has used the following modified SGWD (Surface and Groundwater
Division) Synthetic Method for current calculations

Qmaf =1.91 * A0.76 * S0.2 * NM-0.15

The mean annual flood (MAF) value derived using above relationships is to be
multiplied by the growth factors of its specific flood growth curves generated recently
or its later modification. It is worth noting that above formulas are subject to ongoing
modification according to the available and modified data. The overall approach does
not differ appreciably from the original formulas.

The following flood growth factors which are subjected to continuous development, have
been derived from mountain/hill catchments, and appear to result in somewhat conservative,
overestimated, flood frequencies for plain areas.

Table 11.1-1 Flood Growth Factors for Oman

Return period (yrs) Growth Factor
MAF 1.0
5 1.9
10 2.8
20 3.8
50 5.0
100 5.9

(4) Velocity Estimates

Several models are used in order to estimate flood velocities: HEC-RAS software, SWM, and
others available software, are useful programs for the calculation, simulation of watershed
flood incidents, and catchment’s modelling. Among these, the calculation of flood velocities
utilizes topographic data of the cross section, longitudinal section, design discharge flow, and
Manning’s roughness coefficient (n).

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(5) Data collection

The rainfall data can be collected from the MRMEWR, (HDM 1994), and used in the
field of the evaluation of minor discharges of the catchment’s area. The available
1:100,000 topographic maps of NSA (National Survey Authority), Ministry of Defence,
can be used for the catchment’s coverage for road alignment.

In order to define water-crossing locations, field inspection program can be organized

in order to prepare a specifications list of the existing crossings for further evaluation.

(6) Estimation of flood runoff

a. Design Return Period

For the design of highway structures, culverts, and Irish bridges, return period of flood
as, 20, 50 and 100 years can be determined. Table 11.1-2 shows relation of types of
structures and frequency of flooding for design of highway elements.

Table 11.1-2 Frequency of Flooding for Design of Highway Elements.

Type of Structure Frequency
Bridges 1 in 100 years (1%).
Culverts, Irish Crossings, Irish Bridges 1 in 50 years (2%)
Channels and Ditches 1 in 10 years (10%)
Storm Water Systems 1 in 5 years (20%)

b. Runoff Coefficients

The runoff coefficient C for watershed area relevant to topographic features is shown in
Table 11.1-3.

Table 11.1-3 Runoff Coefficients

Average Slope
Soil and Land Use Mild (<4%) Medium (4-10%) Steep (>10%)
Rocky Intense Cultivation 0.6 0.75 0.85
Loamy Clay Soils 0.5 0.6 0.7
Grass Cover Medium Soils 0.4 0.5 0.6
(After Table 11.2 of HDM)

11 - 11
c. Maximum Allowable Water Velocities

Table 11.1-4 shows maximum allowable velocities for various type embankment
materials and pavement/lining prescribed in HDM.

Table 11.1-4 Maximum Allowable Water Velocities

Material Maximum Allowable Velocity
(m/s)
Earth without Vegetation
Silt 0.2
Fine Sand 0.3
Medium Sand 0.5
Sandy Loam 0.6
Ordinary Firm Loam 0.9
Stiff Clay 1.0 - 1.5
Gravel 1.0
Coarse Gravel/Pebbles 1.5 - 3.0
Soft Shale 1.5 - 1.8
Paved/Lined Structures
Concrete 5.0 - 7.0
Asphalt 1.5 - 2.5
Grouted Riprap 2.5 - 5.0
(After Table 11.3, HDM)

d. Time of Concentration

Section 11.11 of HDM shows the method to calculate the time of concentration based
on Kirpich formula:

Tc = 0.0195 * L 0.77 * S 0.385

Where;
Tc = Time of concentration in minutes,
L= Catchment main stream length in meter,
S = Main stream slope in m/m

e. Determination of Peak Discharges, (Ref:. Section 11.11 of HDM)

As explained above for natural catchment less than 10 km2 reference is made to the
Rational Method in comparing the calculated discharge, using the Flood Frequency
Curves for Oman. The rainfall intensity (I) for particular time intensity used to be
obtained from the regional intensity-duration-frequency relationship, shown in Figure
11.2 of HDM. However, rainfall intensity is recommended to be derived using curves
of rainfall intensities for plain, hilly and mountainous catchment’s areas developed by

11 - 12
MRMEWR, which are attached as Figure 11.1-5 above. The discharge is evaluated
using the following Rational Formula:

Q = 0.278 * C*I*A
Where,
Q = Discharge in m3/sec
C = Coefficient of runoff
I = Intensity in mm/hour
A = Catchment’s area in km2

For catchment larger than 10 km2, the peak discharges are utilized which must be used
by the applicants since appreciable modifications and improvements have occurred on
the adopted methodologies relevant to the HDM standards of Flood Frequency Curves
for areas larger than 10 km2.

It is worth mentioning that great care should be given to the adjustments of the
conventional methods being used until now, which have been subjected to major
improvement.

An attempt has been made in order to utilize the calculated Flood Peaks Frequencies for
single stations, for different return periods of the main wadi’s catchment, to be used as a
tool in the calibrated estimation of regional flood peaks in a nearby un-gauged wadi by
correlation and extrapolation.

Gridding and Kriking Methods were applied to produce a regularly spaced, rectangular
array of flood peak values from irregularly spaced XYZ data. The term "irregularly
spaced" means that the points follow no particular pattern over the extent of the map, so
there are many "holes" where data are missing. Gridding fills in these holes by
extrapolating or interpolating Z values at those locations where no data exists.

A grid is a rectangular region comprised of evenly spaced rows and columns. The
intersection of a row and column is called a grid node. Rows contain grid nodes with
the same Y coordinate, and columns contain grid nodes with the same X coordinate.
Gridding generates a Z value at each grid node by interpolating or extrapolating the
data values.

Kriging is a geostatistical gridding method that has proven to be useful and is popular
in many fields. This method produces visually appealing maps from irregularly spaced
data. Kriging attempts to express trends suggested in the data, so that, for example, high
points might be connected along a ridge rather than isolated by bull's-eye type contours.
Kriging is a very flexible gridding method to produce an accurate grid of the data, or
Kriging can be custom-fit to a data set by specifying the appropriate variogram model.

11 - 13
Kriging can be either an exact or a smoothing interpolator depending on specified
parameters. It incorporates anisotropy and underlying trends in an efficient and natural
manner. These maps should be used by professional designers for catchment’s area
more than 10 km2, as explained in the following section.

(7) Preparation of Flood Peaks Frequency Calibration Maps of Oman.

The above methodology as contained in the said circular, peak discharges have been
calculated accordingly. Following the determination of Peak Floods Frequency values
in (m3/sec), based on the updated Flood Peaks Frequency approach for un-gauged
catchments, several thematic and synoptic maps for further calibration have been
prepared for the first time in Oman, covering northern Oman, Musandam Governorate,
and Salalah Plain in the south, in compatible with current developing approach. Ad hoc
maps encompassing area distribution of Flood Peaks Frequencies for the calibration of
the return periods of 20, 50 and 100 yrs, relevant to the road crossings for the regions
under study, were prepared. These maps can be utilised in the calibration of estimated
flood peaks discharges, for hydraulic calculations under different Oman’s conditions.
The following figures show the results of Musandam Governorate, North Oman, and
Southern Region (Salalah Plain) calibration maps.

By comparing the above estimated conventional flood peak results with calibrated
values, the lower is selected.

In preparing the maps, the data of the gauges listed in Table 11.1-5 were used. The
locations of the gauges listed in Table 11.1-5 are shown in Figure 11.1-1. The maps
thus prepared are presented in the pages following Table 11.1-5.

11 - 14
 Table 11.1-5 Mean Annual Floods of Wadis in the Sultanate of Oman
(Locations of flood stations are shown in Figure 11.1-1.)
Station Wadi Station Region Period Drainage Mean
ID of Area (MAF)
Record km² m3/s
Salhad Al Bih DD250664AD Musandam 79-98 222 80
Khasab Khasab DD295021AD Musandam 75-99 299 107
Limah Nataba DD368975AD Musandam 81-99 60 73
Bayah Khabb Sh DD245145AD Musandam 81-98 70 187
Ajib Hatta DC237976AD N Batinah 81-99 437 303
Shinas Hatta DC434816AD N Batinah 83-99 523 105
Sabakh Fizh DC417300AD N Batinah 81-98 266 104
Dawanij Fizh DC514700AD N Batinah 82-99 282 37
Bayda B Umar Gh DB496929AD N Batinah 81-98 275 91
Mulayinah Al Jizi DB388507AD N Batinah 79-98 630 307
Sohar Al Jizi DB698772AD N Batinah 84-97 - 119
Yanbu Salahi DM578762AD N Batinah 83-99 89 58
Riqqah Hilti DB576043AD N Batinah 82-98 242 93
Hayl Ahin DB554869AD N Batinah 82-99 734 405
M Kabirah Ahin DB872977AD N Batinah 83-99 879 59
Khishdah 1 Ahin DB875654AD N Batinah 83-97 936 82
Khishdah 2 Ahin DB875650AD N Batinah 83-99 - 37
Fujayl Sarami DB747538AD N Batinah 81-98 212 142
Saham Sarami DB869846AD N Batinah 83-98 355 22
Lihban Bani Umar DB839224AD N Batinah 80-98 204 152
Ghuzayn Hawasinah DB938385AD N Batinah 77-98 387 197
Khaburah Hawasinah EB057335AD N Batinah 82-99 878 84
Houqain B Ghafir EM304474AD S Batinah 86-99 591 266
F as Saidi B Ghafir EB304504AD S Batinah 76-99 602 258
Suwayq 1 B Ghafir EB431349AD S Batinah 77-99 745 50
Suwayq 2 B Ghafir EM431747AD S Batinah 77-97 952 54
Tabaqah Sahtan EL381641AD S Batinah 83-99 165 109
Fara Fara EA479986AD S Batinah 81-99 171 234
Mazahit Far EA496507AD S Batinah 80-98 687 333
Tarif 1 Fara EM622638AD S Batinah 84-97 1014 -
Tarif 2 Fara EM622881AD S Batinah 83-99 1014 74
Musanaah Fara EM626741AD S Batinah 84-97 - 9
Awabi Awabi EL574613AD S Batinah 85-99 253 121
Ghubrah Sabt EA770960AD S Batinah 82-98 199 121
Hajar Al Abyadh EL697332AD S Batinah 75-98 761 261
Al Abyadh Al Abyadh EA698596AD S Batinah 75-99 767 262
Bu Abali 1 B Kharus EB722408AD S Batinah 77-98 1112 36
Bu Abali 2 B Kharus EM723612AD S Batinah 83-98 1117 26
Afi Afi EL895407AD S Batinah 85-99 316 231
Hifri Ma'awil EM824206AD S Batinah 83-99 - 36

11 - 15
 Station Wadi Station Region Period Drainage Mean
ID of Area (MAF)
Record km² m3/s
Dasir Al 'Uqq FA160968AD Muscat 80-98 125 84
Al Khawd Al Khawd FB104840AD Muscat 72-98 1657 285
Seeb Al Buhayyis FB211736AD Muscat 84-97 - -
Rusayl Jaba FB201263AD Muscat 81-93 114 79
Muaskar Aiden FB208640AD Muscat 79-99 3 11
Hammam Lansab FA395799AD Muscat 80-99 50 57
Bajariyah Aday FB505467AD Muscat 80-99 308 222
Hajir 1 Jannah FA580672AD Muscat 82-99 130 31
Hajir 2 Haym FA583530AD Muscat 82-98 72 32
Hajir 3 Manzariyah FA585595AD Muscat 82-98 210 70
Hajir 4 Mayh FA596055AD Muscat 81-99 478 156
Habubiyah 1 Hayfadh FA777631AD Muscat 82-99 123 93
Ma'awil Sarin FA775288AD Muscat 82-98 36 34
Habubiyah 2 Sarin FA776239AD Muscat 82-95 298 341
Quriyat Miglas FA877343AD Muscat 79-99 554 130
Bayyad Tayyin FA740974AD Muscat 80-99 1105 785
Mazara Dayqah FA950420AD Muscat 75-99 1711 1113
Al Ghaf Dayqah FA968370AD Muscat 76-99 1856 703
Dibab Arabiyin GA057335AD Muscat 81-98 307 278
Qalhat Hilm GA413121AD Sharqiyah 81-99 289 213
Sur Rafsah GV497083AD Sharqiyah 80-99 516 226
Ibra Ibra FA507887AD Sharqiyah 77-99 687 400
Sabt B Khalid GV189810AD Sharqiyah 77-99 370 513
Al Wafi Didu GK350499AD Sharqiyah 88-99 374 56
Bani Bu Ali Batha GK336887AD Sharqiyah 88-99 4991 575
Samad Samad FA128240AD Sharqiyah 81-99 353 194
Sanaw 1 Batha FV086879AD Sharqiyah 81-98 731 147
Sanaw 2 Andam EV989372AD Sharqiyah 82-99 1407 512
Izki Halfayn EA738426AD Dakhliyah 80-98 270 318
Al Mawz Muaydin EA638772AD Dakhliyah 80-99 197 294
Saiq Sayh EA655108AD Dakhliyah 80-99 7 20
Nizwa Al Abyadh EA546034AD Dakhliyah 77-99 398 259
Adam Kalbu EV686593AD Dakhliyah 82-98 1032 54
Adam 2 Adam EV539735AD Dakhliyah 82-98 964 78
Ghafat Kawr EA144301AD Dakhliyah 81-98 260 204
Al Hamra Misfah EA350697AD Dakhliyah 81-99 58 163
Bahla Bahla EA330729AD Dakhliyah 79-99 610 195
Adam 4 Umayri EV394690AD Dakhliyah 82-98 2154 203

11 - 16
 Station Wadi Station Region Period Drainage Mean
ID of Area (MAF)
Record km² m3/s
Sulayf Lusayl DA561519AD Dhahirah 82-98 1807 189
Ibri Ibri DA479073AD Dhahirah 82-98 907 48
Tanam Al Ayn DA467001AD Dhahirah 82-98 2752 131
Subaykhi Jifrah DA380054AD Dhahirah 80-97 452 44
Masharub Bila DA299426AD Dhahirah 82-99 155 102
Dank 1 Bila DA199915AD Dhahirah 79-98 233 88
Yanqul Yanqul DB502785AD Dhahirah 80-98 476 310
Dank 2 Dank DB206512AD Dhahirah 80-98 1322 436
Khubayb Khubayb DB210788AD Dhahirah 80-98 208 325
Dank 3 Dank DB103374AD Dhahirah 80-98 1644 262
Al Fatah Al Fatah DB123785AD Dhahirah 80-98 255 276
Sunaynah Al Fatah DB014723AD Dhahirah 80-98 272 105
Fayyad Ajran DB151787AD Dhahirah 82-97 180 168
Buraymi Al Ayn CB973852AD Dhahirah 82-97 163 68
Mahdah Mahdah CB899534AD Dhahirah 82-98 255 105
Sharm Sharm CC907987AD Dhahirah 83-98 205 191
Nuway Sharm CN915047AD Dhahirah 79-99 208 123
Falls Darbat BD298272AD Salalah 82-98 394 142
Taqah 2 Darbat BD286800AD Salalah 82-98 418 117
Mamurah Rzat BD095279AD Salalah 83-99 149 53
Salalah 1 Sahalnawt AD997284AD Salalah 84-99 272 49
Salalah 2 Jarziz AD980966AD Salalah 83-98 100 12
Mudayy 1 Gharah YV542060AD Najd 83-99 1105 232
Mudayy 2 Ghadun YV751124AD Najd 83-99 1937 1116
Thumrait 1 Dhahban BE059867AD Najd 83-99 1389 137
Thumrait 2 Andur BE561976AD Najd 83-99 884 419

11 - 17
a. Musandam Governorate

Figures 11.1-6 to 11.1-8 show changes of Flood Peaks Frequency (FPF), of 20, 50 and
100 years return period, respectively, for areas more than 10 km2. In case of the return
period of 20 years, FPF decreases from 760 m3/sec around Khabb Sh in the south, to
about 420 m3/sec, around Khasab in the north of Musandam.

In case of 50 years return period, FPF decreases from 1,050 m3/sec around Khabb Sh in
the south to about 600 m3/sec around Khasab in the north of Musandam.

Likewise, in case of 100 years return period, FPF decreases from 1,200 m3/sec around
Khabb Sh in the south to about 600 m3/sec around Khasab in the north of Musandam.

11 - 18
 Sultanate of Oman
Musandam Governorate
20 years Flood Peaks Frequency for areas more than 10 km2

Khasab
780 cum/s
760 cum/s
740 cum/s
720 cum/s
700 cum/s
680 cum/s
660 cum/s
640 cum/s
620
600
cum/s
cum/s Nataba
580 cum/s
560 cum/s
540 cum/s
520 cum/s
500 cum/s
480 cum/s
460
440
cum/s
cum/s
Al Bih
420 cum/s
400 cum/s
380 cum/s
360 cum/s
340 cum/s
320 cum/s
300
280
cum/s
cum/s
Khabb Sh
260 cum/s
240 cum/s

Figure 11.1-6 (20 years) Flood Peaks Frequency of Musandam Governorate for
Areas more than 10 km2

11 - 19
 Sultanate of Oman
Musandam Governorate
50 years Flood Peaks Frequency,for areas more than 10 km2

1025 cum/s

1000 cum/s

950 cum/s

900 cum/s

850 cum/s

800 cum/s

750 cum/s

700 cum/s

650 cum/s

600 cum/s

550 cum/s

500 cum/s

450 cum/s

400 cum/s

350 cum/s

300 cum/s

Figure 11.1-7 (50 years) Flood Peaks Frequency of Musandam Governorate

for Areas more than 10 km2

11 - 20
 Sultanate of Oman
Musandam Governorate
100 years Flood Peaks Frequency,for areas more than 10 km2

Khasab

Nataba

Al Bih

1050 cum/s

Khabb Sh 1000 cum/s

950 cum/s

900 cum/s

850 cum/s

800 cum/s

750 cum/s

700 cum/s

650 cum/s

600 cum/s

550 cum/s

500 cum/s

450 cum/s

400 cum/s

350 cum/s

300 cum/s

Figure 11.1-8 (100 years) Flood Peaks Frequency of Musandam Governorate

for Areas more than 10 km2

11 - 21
b. Northern Oman

Figures 11.1-9 to 11.1-11 show changes of Flood Peaks Frequency (FPF) of 20, 50 and
100 years return period for areas more than 10 km2.

In case of 20 years return period, FPF decreases from 3,600 m3/sec around Al
Ashkharah town in the south to about 2,000 m3/sec around Al Kamil to the north of Al
Ashkharah.

The highest recorded flood peaks are seen around Qurayyat and Al Qabil reaching
3,000 m3/sec, covering NR No. 23 and No. 17, and part of NR No. 15 near Izki. At the
north around Dank, FPFs show an area of increased values reaching 1,500 m3/sec.
Values are decreasing steadily towards the coast of Al Batinah.

In case of 50 years return period, FPF decreases from 5200 m3/sec around Al
Ashkharah town in the south to about 2800 m3/sec around Al Kamil to the north of Al
Ashkharah.

The highest recorded FPFs are around Qurayyat and Al Qabil reaching more than 3,000
cubic m3/sec, also covering NR No. 23 and No. 17, and part of NR No. 15 near Izki. At
the north around Dank, FPFs show an area of increased values reaching 2,500 m3/sec.
Values are decreasing steadily towards the coast of Al Batinah.

In case of 100 years return period, FPF decreases from 5,300 m3/sec around Al
Ashkharah town in the south to about 2,900 m3/sec around Al Kamil to the north of Al
Ashkharah.

The highest recorded FPFs are, again, around Qurayyat and Al Qabil reaching more
than 3,000 m3/sec, covering NR No. 23 and No. 17, and part of NR No. 15 near Izki. At
the north, also, around Dank Flood peaks show an area of increased values reaching
2,600 m3/sec. Values are decreasing steadily towards the coast of Al Batinah.

11 - 22
 Khasab

Ras Al Khaymah
Daba Al Bayah

Madha
Dubai
To Dubai

05 Shinas
4800cum/s 01
4600cum/s
4400cum/s Abu Dhabi
4200cum/s Al Buraimi
07
4000cum/s Saham
To Abu Dhabi
3800cum/s Al Khaburah
3600cum/s
3400cum/s 08 Suwaiq
09 01
3200cum/s Barka Mutrah
3000cum/s
2800cum/s Ar Rustaq 11 MUSCAT
2600cum/s 21
2400cum/s 10 13

11 - 23
2200cum/s
Quriyat
Al Hamra

for Areas more than 10 km2

2000cum/s Ibri
Nizwa 15 17
1800cum/s
1600cum/s 21
Izki Tiwi
1400cum/s
1200cum/s Sur
1000cum/s Al Mudhaibi
800cum/s Al Qabil
600cum/s 23 23
Adam 27
400cum/s 29 Al Kamil
200cum/s To Saudi Arabia
0cum/s

Al Ashkharah

31

Figure 11.1-9 (20 years) Flood Peaks Frequency of Northern Oman

32
Khuwaymah
20 YEARS FLOOD PEAKS FREQUENCY cum/s, Ash Sharq
Northern Sultanate of Oman Al Ghabah
(for areas more than 10 km2 )
An Najdah
 Khasab

Ras Al Khaymah
Daba Al Bayah

Madha
Dubai
To Dubai

6800
05 Shinas
6400
01
6000 Abu Dhabi
Al Buraimi
07
5600 Saham
To Abu Dhabi
Al Khaburah
5200 Suwaiq
08 01
09 Mutrah
4800 Barka

4400 Ar Rustaq 11 MUSCAT

21
10 13

11 - 24
4000 Quriyat
Ibri Al Hamra
Nizwa 15

for Areas more than 10 km2

3600 17
21
3200 Izki Tiwi
Sur
2800
Al Mudhaibi
2400 Al Qabil 23
Adam 27 23
29 Al Kamil
2000 To Saudi Arabia

1600
Al Ashkharah
1200
800 31 32
Khuwaymah

Figure 11.1-10 (50 years) Flood Peaks Frequency of Northern Oman

400 50 YEARS FLOOD PEAKS FREQUENCY cum/s Ash Sharq
Northern Sultanate of Oman Al Ghabah
0
( for areas more than 10 km2)
An Najdah
 Khasab

Ras Al Khaymah
Daba Al Bayah

Madha
Dubai
To Dubai

7800cum/s 05 Shinas
7500cum/s
01
7200cum/s
6900cum/s Abu Dhabi
Al Buraimi
6600cum/s 07
Saham
6300cum/s To Abu Dhabi
6000cum/s Al Khaburah
5700cum/s 08 Suwaiq
5400cum/s 09 01
Barka Mutrah
5100cum/s
4800cum/s Ar Rustaq 11 MUSCAT
21

for Areas more than 10 km

4500cum/s
4200cum/s 10 13 Quriyat

11 - 25
3900cum/s Ibri Al Hamra
3600cum/s Nizwa 15 17
3300cum/s 21
3000cum/s Izki Tiwi
2700cum/s Sur
2400cum/s Al Mudhaibi
2100cum/s Al Qabil 23 23
1800cum/s Adam 27
1500cum/s 29 Al Kamil
To Saudi Arabia
1200cum/s
900cum/s
600cum/s Al Ashkharah
300cum/s

Figure 11.1-11 (100 years) Flood Peaks Frequency of Northern Oman

0cum/s
31 32
Khuwaymah
100 YEARS FLOOD PEAKS FREQUENCY cum/s Ash Sharq
Northern Sultanate of Oman Al Ghabah

( for areas more than 10 km2)

An Najdah
Figure 11.1-12 shows the highest recorded flood peaks for 5 years frequency. It should
be noted that very high FPFs are seen around Qurayyat and Al Qabil reaching more
than 2,000 m3/sec, covering NR No. 32, No. 23, No. 25, No. 17 and part of NR No. 31
near Ghabah.

Khasab

ISLAMIC REPUBLIC OF IRAN

Ras Al Khaymah
Daba Al Bayah

Madha
Dubai

To Dubai

Arabian Gulf
05 Shinas
2000cum/s 01
Gulf of Oman
1950cum/s
Abu Dhabi Sohar
1900cum/s Al Buraimi
07
1850cum/s Saham
To Abu Dhabi
1800cum/s Al Khaburah
1750cum/s Suwaiq
1700cum/s UNITED ARAB EMIRATES 08
09 01
Mutrah
Barka
1650cum/s
1600cum/s Ar Rustaq 11 MUSCAT
21
1550cum/s Bidbid
10 13
1500cum/s Quriyat
1450cum/s Ibri Al Hamra
Nizwa 15 17
1400cum/s
1350cum/s 21
Izki Tiwi
1300cum/s
Sur
1250cum/s
1200cum/s Al Mudhaibi
Al Qabil
1150cum/s 23 23
Adam 27
1100cum/s 29
Al Kamil
To Saudi Arabia
1050cum/s
1000cum/s
Al Ashkharah
KINGDOM OF SAUDI ARABIA
Sultanate of Oman,North 31
32
Khuwaymah
Areas of Potential Roads Hazards of Al Ghabah
Ash Sharq

5 Years Flood Peaks Frequency cum/s

An Najdah

0 100 200km

Figure 11.1-12 Areas of Potential Roads Hazards of 5 years Flood Peaks Frequency for
Areas more than 10 km2

11 - 26
c. Southern Region of Salalah Plain

Figure 11.1-13 shows changes of FPF in Salalah Plain of 20 years return period for
areas more than 10 km2. It is seen that FPF increases from 20 m3/sec around Raysut
town in the south to about 400 m3/sec around Andur to the northeast, covering part of
NR No. 39 and No. 31.

Andur

Dhahban

Rzat
Sahalnawt Darbat
Sultanate of Oman Jarziz
20YEARS FLOOD FREQUENCY OF Darbat
SALALAH PLAIN REGION cum/s
(for areas more than 10 km20)

Figure 11.1-13 (20 years) Flood Peaks Frequency of Salalah Plain for Areas more than
10 km2

11 - 27
 Figure 11.1-14 shows changes of FPF of 50 years return period for areas more than 10
km2. It is seen that FPF increases from 30 m3/sec around Raysut town in the south to
about 450 m3/sec around Andur to the northeast, covering part of NR No. 39 and No.
31.

Sultanate of Oman
50YEARS FLOOD FREQUENCY OF
SALALAH PLAIN REGION cum/s 59

(for areas more than 10 km20)

Figure 11.1-14 (50 years) Flood Peaks Frequency of Salalah Plain for Areas more than 10
km2

Figure 11.1-15 shows changes of FPF of 100 years return period for areas more than 10
km2. It is seen that FPF increases from 30 m3/sec around Raysut town in the south to
about 470 m3/sec around Andur to the north east, covering part of NR No. 39 and No.
31.

11 - 28
 Sultanate of Oman
100YEARS FLOOD FREQUENCY OF
SALALAH PLAIN REGION cum/s 59

(for areas more than 10 km20)

Bridge 59

Figure 11.1-15 (100 years) Flood Peaks Frequency of Salalah Plain for areas more than
10 km2

11.1.6 Oman’s Design Standards for Hydraulic Calculations

(1) Open Channel flow analysis

The hydraulic calculations (design) are based on the Omani Standards. Reference is
made to Section 11.18 of HDM on open channel calculations for evaluating the flow
regime under uniform flow conditions. For cross drainage structures, the following
Manning equation (refer Section 11.19 of HDM) is applied:
Q= (AR2/3*S 0.5)/n
Where:
Q = Discharge (m3/s).
N = Manning’s roughness coefficient.
A = Cross section of flow area m2.

11 - 29
 R = Hydraulic radius (A/WP)
S = Percentage of slope of channel bed.
V = Average velocity of flow in m/s.
WP = Wetted perimeter (m).

Typical values of Mannig’s roughness coefficient, n, recommended by HDM (Section

11.19) are presented in Table 11.1-6.

Table 11.1-6 Typical Values of Manning’s Roughness

Coefficient, n (HDM)
Concrete lined channel 0.016

Smooth rubble channel 0.020

Reno mattresses or gabions 0.025

Rough riprap 0.040

Gravel, cobbles and not many large boulders 0.030 - 0.500

With large boulders 0.040 - 0. 70

The above formula is used for estimating the capacity of Irish crossing. In this case, R
becomes equal to average depth of flow (h) as wetted perimeter is equal to the length of
crossing in meters. Generally, for parabolic curves, which are the case for all vertical
curves, average depth works out to be 0.65 times the maximum depth.

(2) Irish Bridge, Irish Crossing and Road Protection Discharges:

The hydraulics of Irish Bridge is a combination of "broad crested weir" and culvert
discharge. Initially the discharge over the highway is calculated using the broad crested
weir formula for a depth of flow 150 mm. The discharge equation is:

1. Broad Crests Weir formula Q = 1.69W*H 1.5

2. Bernoulli’s equation derivation (specific
head of flow). H = V2/ (2*g) +h
3. Continuity flow equation Q = W* h * V

Where
Q = Discharge (m3/s)
W = Width of the crossing measured along the highway (m).
H = h+V2g: Total energy head

11 - 30
 H = Depth of flow (m) above weir and over the highway.
V = Velocity of flow (m/s),
G = Acceleration due to gravity (9.81 m/s2)

Capacities of Irish crossings can be determined using road weir formula given above,
and reproduced below:

Q =1.69 B (H) 1.5

Where,
B= Length of wadi crossing
H= Specific energy head including average water depth and velocity head.

(3) Discharge through culverts

Nomographs recommended by HDM are used for the analysis of culverts.

Pipe culverts based on Figure 11-7, HDM.

Box culverts Based on Figure 11-8, HDM.

Standard sizes for concrete pipe culvert range from 600 mm to 1,050 mm diameter in
increments of 150 mm. Box culverts vary from 1,000 mm to 4,000 mm with a
maximum height of 4,000 mm.

An example of some capacity of box/pipe culverts existed in the area can be grouped
into various sizes. An example of capacity of one cell of each size is listed below:

PC n (1) Pipe culverts, n cells of 1.0 m dia 1.6 m3/s/cell

PC n (.9) Pipe culverts, n cells of 0.9 m dia 1.2 m3/s/cell
BC n (1.5*1) Box culverts, n cells of 1.5 m wide
by 1.0 m high 3.0 m3/s/cell
BC n (2*2) Box culverts, n cells of 2.0 m wide
by 2.0 m high 11.2 m3/s/cell

The above capacities are based upon Hw/D ratio of 1.2 and are derived from
nomographs produced in HDM.

It is worth mentioning, that the difficulties encountered in measuring flood peaks in

Oman has resulted in some limitation to the reliability of ad hoc data. Difficulties in
measuring flood peaks are such facts as; (i) that wadi flows tend to be swift, and it is
dangerous to measure flood peaks, (ii) some wadi gauges are remote and not accessible

11 - 31
 during flood incidents, especially when highway Irish crossings inhibit traffic, and (iii)
peak flow tends to pass quickly giving no enough time for the surveyor to reach
gauging stations, as well as that wadi beds are typically wide and unstable and not ideal
for gauging purposes.

11.1.7 Evaluation of Flood Peaks Frequency of the Existing Bridges

Bridges design discharges and coordinates have been worked out using all available
data especially on the basis of conventional control methods, calibrated points, and
above prepared synoptic calibration maps pertaining to the return periods of 50 and 100
years, in order to be utilized in the evaluation of existing and calculated capacities
pertaining to Oman’s road network.

The flood peaks frequencies were estimated for the bridges listed in Subsection 4.4.9.

Table 11.1-7 shows the results of flood peaks frequencies determined for the return
periods of 50 and 100 years for all bridges.

11 - 32
Table 11.1-7 Calculated Flood Peaks Frequency of Existing Bridges
Flood Peaks Flood Peaks
Bridge, Road Design, 50years Design,100years Deteriorated
x y no no Return 3Period, Return 3Period, Bridges
m /s m /s
225015 1886987 59 6 115 115
749408 2489715 58 23 1230 1570
747412 2486222 57 23 1250 1500
745916 2484226 56 23 1250 1500
744918 2482231 55 23 1250 1500
743421 2479736 54 23 1250 1500
741425 2477740 53 23 1200 1500
740427 2474746 52 23 1140 1250
617686 2557572 51 23 1140 1300
617686 2557572 50 23 1150 1400
611200 2569546 49 23 590 700
613196 2573039 48 23 530 650
477482 2555576 47 21 1240 1500
531368 2539610 46 21 1230 1500
555318 2540109 45 15 1400 1500
587251 2559567 44 15 975 1150
615690 2590502 43 15 630 780
616688 2593496 42 15 650 800
621179 2594993 41 15 600 720
550827 2581022 40 13 850 1000 d
554320 2579026 39 13 700 900 d
557813 2579026 38 13 675 800 d
564798 2581022 37 13 700 820 d
569787 2584515 36 13 800 900 d
577272 2586012 35 13 750 900 d
385676 2677818 34 7 350 370
390665 2680812 33 7 425 480
398649 2681809 32 7 525 620
401143 2681809 31 7 550 650
403638 2682308 30 7 600 700
406133 2683306 29 7 650 750
410623 2682807 28 7 700 800
414116 2680812 27 7 725 830
416112 2680313 26 7 750 850
418606 2679315 25 7 775 900
420602 2678317 24 7 800 900
423596 2678317 23 7 820 950
426091 2677818 22 7 870 980
429084 2678816 21 7 880 1000
430082 2678816 20 7 890 1000
431579 2679814 19 7 900 1000
433575 2681809 18 7 890 990
435072 2683306 17 7 870 970
437068 2684803 16 7 860 960
437567 2685302 15 7 850 950
440560 2687797 14 7 800 920
442057 2688795 13 7 790 880
443554 2689793 12 7 770 850
445051 2690291 11 7 750 800
446548 2690790 10 7 700 800
449042 2692786 9 7 600 750
451537 2694782 8 7 600 700
451537 2695281 7 7 600 700
453034 2696778 6 7 550 700
456526 2699771 5 7 600 700
406632 2688296 4 7 700 820
424095 2742681 3 1 1300 1500 d
513905 2648380 2 1 600 700 d
478480 2686799 1 1 630 750 d

11 - 33
11.1.8 Record of Damage on Road Caused by Flash Floods

There is no official record of flash floods on road. However, Maintenance

Department of DGR started, in year 2002, to issue written instructions for repairing
damages of flash floods to the contractors of maintenance. A total of 28 cases of
record of such repair works were obtained, with one case being a record of year 1997.
Table 11.1-8 shows the recorded cases of repair of damage caused by flash floods. It
is noted that many of these recorded cases of flash flood damage occurred on same
days. For example, instructions for the damage of Cases No. 2 to No. 5 were issued
on 29 June 2002. Those for Cases No. 7 to No.16 were issued on 19 April 2003.
Those for Cases No. 24 to No.26 were issued on 15 March 2004.

Locations of the damages listed in Table 11.1-8 are shown in Figure 11.1-17. Figure
11.1-16 shows the flood which occurred on 16 April 2003 near Ibri.

Figure 11.1-16 Flood Which Occurred Near Ibri on 16 April 2003

Although the issuance of written instruction for repair of flood damage was started
recently and the number of recorded cases is still limited, the followings can be
concluded from this figure:

(i) Many sections of NR No. 15 (Rusayl-Nizwa Road), including a section near

Bid Bid, were damaged by the flood of 19 April 2003 (Nos. 7 to 12). (Note that
the actual flood may happened before 19 April because the 19 April is the date
when the instructions to repair damage were issued.
(ii) Bid Bid area was damaged again by the flood of 15 March 2004 (Nod. 24 to
26)
(iii) In April 2003, another flood occurred in the south of along NR No. 23 (Bid
Bid-Sur Road) near Al Kamil.
(iv) Also, it is suspected the damage of Case 17 (dated 28 April 2003) was caused
by the flood of 16 April 2003. Therefore, the weather condition of April 2003

11 - 34
 was rather unusual.
(v) In addition to above, flood damages are concentrated in Ibri-Diriz area and
Nizwa-Al Hamra area.
(vi) Therefore, four areas are suspected to be prone to flood damage. They are; (a)
Bid Bid-Izki (NR No. 15), (b) around Al Kamil, (c) Nizwa-Al Hamra Area, and
(d) Ibri-Miskin and vicinity.
(vii) Comparing Figure 11.1-17 with Figure 11.1-10, it is known that four areas
identified above approximately coincide with the center of high flood peak
frequency contour lines.
(viii) Thus these areas are identified as high flood flash-prone areas.
(ix) Damage due to flash flood occurred at different locations and did not happen
twice or more at same location in the past 2 years.

Table 11.1-8 List of Past Cases of Damages on Road due to Flash Floods
No. Date Region/ Road Name/ Road Location Damage
*
Wilayat No. Class Description
1 14/Nov A’Dakhliyah/ Rusayl – Nizwa P Near Seror - Washout the paved
village road ,R.W
1997 Bid Bid (NR No. 15) - Riprap
Gabion,G.R,S.B
2-1 24/Mar Al Batinah/ Branch Road of A Al Sawa - Erosion of shoulder
North, Al and asphalt surface
2002 Barka NR No. 01 Jinaynah etc treatment, 20 m etc
2 29/Jun A’Dakhliyah/ Al Mughbariyah P Embankment failures
2002 Samayl – Al Ayn as follows:
(NR No.15?) - Samaal, Al
Mahrabi/Al Ain Al
Dahali Road, 200m
3 ↑ A’Dakhliyah/ Tanuf L - Nizwi, Tanouf Al
Dahali Road, 200m
Nizwa (NR No. 21?) P
4 ↑ A’Dakhliyah/ Al Hamra - S - Al Hamarah, Al
Hamara-Bladsayt
Hamra Biladsayt Road, 150m
5 ↑ A’Dakhliyah/ Wadi Qurait L? - Bahla, Wadi Qurait
Bahla Road, 200m
6 26/Aug A’Dhahirah Wadi Al Jizi P Near Al - 50 m embankment
2002 NR No. 07 Wasit? failure
7 19/Apr A’Dakhliyah/ Rusayl – Nizwa P At 4 km & 12 - Failure of 1350 cu.m
km from Bid Gabion and
2003 Bid Bid (NR No. 15) Bid Junc. 480cu.m riprap
protectionand 2000
cu.m embankment.
8 ↑ A’Dakhliyah/ Rusayl – Nizwa P At 20 km - Failure of 60 cu.m
from Bid Bid Gabion and 200
Bid Bid (NR No. 15) Junc. cu.m riprap
protection and 200
cu.m embankment

11 - 35
No. Date Region/ Road Name/ Road Location Damage
Wilayat No. Class* Description
9 ↑ A’Dakhiliyah/ Rusayl – Nizwa P At 21 km & - Failure of 300 cu.m
22 km from Gabion and 300 cu.m
Bid Bid (NR No. 15) Bid Bid Junc. riprap protection and
1500 cu.m
embankment
10 ↑ A’Dakhliyah/ Rusayl – Nizwa P At 23 km - Failure of 500 cu.m
from Bid Bid Gabion and 175
Bid Bid (NR No. 15) JUnc cu.m riprap
11 ↑ A’Dakhliyah/ Rusayl – Nizwa P At 24km & - Failure of 60 cu.m
32 km from Gabion and 350
Bid Bid (NR No. 15) Bid Bid Junc. cu.m riprap
protection and 200
cu.m embankment
12 ↑ A’Dakhliyah/ Rusayl – Nizwa P At 37 km & - Failure of 240 cu.m
47 km from Gabion and 10
Bid Bid (NR No. 15) Bid Bid Junc. cu.m riprap
protection and
900cu.m loss of
riprap
13 ↑ A’Sharqiyah/ Rusayl – Nizwa P At 18 km, 21 - Failure of 30 cu.m
km & 22 km riprap protection and
wadi el uoq (NR No. 15) from Al 460 cu.m
Mudaybi embankment 100
Junc. cu.m loss of riprap.
14 ↑ A’Sharqiyah/ Rusayl – Nizwa P At 12 km & - Failure of 20 cu.m
16 km & 26 embankment and 15
Wadi Bani (NR No. 15) km from
Khalid Wadi Bani cu.m loss of riprap
Khalid Junc.
15 ↑ A’Sharqiyah/ Bid Bid - Sur P At 15+300 - Failure of 80 cu.m
km from Sur riprap
Sur (NR No. 23) R/A
16 ↑ A’Sharqiyah/ Haymah – S At Uyun & - Failure of 6 cu.m
Sinaw Barzaman. riprap
Sinaw (NR No. 27)
17 28/Apr A’Dahirah/ NR No. 09 P Al Dariz, - Washout (45m L x
Intsctn. with 4.0m W x 1,5m H)
2003 Ibri Rd. to Yanql - Riprap protection
7m
18 2/Jul/2 A’Dakhliyah/ Rusayl – Nizwa P - Embankment failure
and blockage of 4
003 Bid Bid (NR No. 15) box culverts
19 4/Aug A’Dahirah/ Branch of NR S or L Maqniyat - Failure of 150m
protection barriers
2003 Ibri No. 09 and 830 m riprap
protection
20 21/Se A’Dakhliyah/ Birkat – Sayq S/L Hai al Ain - Embankment
2003 Nizwa failure
21 ↑ A’Dakhliyah/ Hai Al Saad - Embankment
Bahla failure

11 - 36
No. Date Region/ Road Name/ Road Location Damage
Wilayat No. Class* Description
22 27/Sep A’Dakhliyah/ Al Ayn - Failure of
2003 Nizwa embankment,
255m
23 ↑ A’Dakhliyah/ Al Saad – Al - Failure of
Manourah embankment,
Bahla (Branch of NR 200m
No. 21)
24 15/Mar A’Dakhliyah/ Bid Bid - Sur P Near Junc. Embankment failure,
with NR 1380 m
2004 Bid Bid NR No. 23 No.15
25 ↑ Local Rd near L Bidbid Embankment failure,
Wali Office 130m
26 ↑ Same as above L Bidbid Embankment failure,
165m
27 17/Jan/ Musandam/ NR No. 02? S Khasab, - Road surface
Khasab, Bukha, covered by sand and
04 Bukha, Madha Madha gravel
- wash out of unpaved
roads
28 20/Mar A’Dahirah/ Branch of NR S or L Hijayrmat - 802 m3 of shoulder
and embankment
2004 Ibri No. 09 failure
* Road Class P: Primary S: Secondary L: Local A: Access

Figure 11.1-17 Locations of Recorded Damages of Flash Floods

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11.1.9 Basic Policy for Countermeasures for Flash Floods

One of the difficulties in considering countermeasures for flash flood is that it is very
difficult to forecast location and degree of severity of flash flood. In practice, various
types of road structure such as bridges, box culverts (Irish bridges), pipe culverts and
Irish crossings are adopted to cross wadi. As for protection of embankment slopes,
also, various types of slope protection, including mortared riprap and gabions, are
adopted based on the judgment of experienced engineers. These measures are
considered to be reasonable and are functioning as intended. In addition, road users in
the Sultanate are usually accustomed to encounter flash floods and know how to
respond, therefore, the problems that flash floods are imposing to the road traffic in the
Sultanate are considered to be within acceptable range for many roads.

Further it should be noted that it is impossible to overcome all the natural phenomena.
For example, road traffic is stopped by heavy snow, heavy rain and/or strong wind in
many countries including those in North America, Europe and Northeastern Asia.

Accordingly, the current practices of wadi measures are fairly reasonable and there is
little room left to be improved. This is particularly true with the high number of
locations where roads cross or traverse wadis, and limitation over the construction
cost.

However, some improvements with reasonable cost and planning/design effort are still
possible as follows:

1. For some important road sections which are prone to damage by flood, detour
route should be provided to minimize the confusion of traffic.
2. Particularly for Batinah Highway (NR No. 01), conversion of Irish crossing to
box culverts should be studied in view of its importance and the large number of
pedestrian crossing the highway.

These measures were discussed in Section 8.6.

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11.2 PRELIMINARY DESIGN

In this section, engineering standard applied in the preliminary design is described. This
engineering standard is also used as a reference for evaluating the construction costs of
projects described in Subsection 10.6.3.

11.2.1 Engineering Standard and Specifications

1) General

In 1994, the Sultanate of Oman Highway Design Manual (HDM) was published. The
Manual consists of two volumes. Volume 1 supersedes Volume 1 of the Highway
Design Standards (1986) issued by the Ministry of Communications. Volume 2 contains
standard drawings for use in all road contracts within the Sultanate. It supersedes
Volumes 2 and 3 of the Highway Design Standards (1986). On the same year (1994),
the General Specification for Roads was also issued. 1994 Highway Design Manual
Volumes 1 and 2 are representing the highway standards and 1994 General
Specification is presenting the specification for roads.

The Standards laid down in the Highway Design Manual have been drawn up under the
guidance of a Technical Committee that includes representatives from:

• Muscat Municipality
• Ministry of Transport and Communications
• Ministry of Defense
• Ministry of Housing
• Royal Oman Police
• Development Council General Secretariat

As mentioned in the introduction of Volume 1, these standards shall be used for all
roads schemes in Oman. Where the designer considers that some other standards should
be used, the designer must first obtain the approval of the Technical Committee by
submitting the proposed modifications through the appropriate channels. Highway
Design Manual update No. 1 of Volume-1 was undertaken in year 2000. Update No. 1
of the same volume of year 2003 was the last update. These updates are limited for
specified items and do not mean a complete updating of the whole manual.

The major sources of design data relevant to designing roads in Sultanate are:

11 - 39
 • GCCS: Gulf Co-operation Council Standards, being produced by the GCC and
will be adopted for Oman by the Directorate General for Specifications and
Measurements of the Ministry of Commerce and Industry. These will be
available in Arabic for many of the main construction materials used in roads.
Translation into English will also be available from the Ministry; Arabic is the
governing text.
• AASHTO: American Association of State Highway and Transportation
Officials. Lay down guidelines for design and construction of highways.
• DOT: UK Department of Transport (formerly known as DTp). Lay down
mandatory requirements for highway design and construction in UK. Also
publishes supplementary guidance and background data.
• TRL: Transport Research Laboratory (formerly known as TRRL). Based in
the UK it carries out research projects for the DOT and overseas governments.

2) Road Hierarchy

The road hierarchy for Oman has been defined to fit in with the system used in other
GCC countries, which can be summarized as follows:

Primary: Connect larger centers of population and cater for fast moving
traffic
Secondary: Connect smaller centers of population to each other and to
primary network
Tertiary: Provide access to property and connect to the primary and
secondary network

Figure 11.2-1 illustrates the application of rural roads hierarchy. The rural road
hierarchy and its relationship to the planning hierarchy are set out in Table 11.2-1 based
on the updated manual of year 2000.

a. Primary Roads

Primary roads are long distance roads for fast moving of traffic, and form the backbone
of road network. Primary roads should bypass towns, but for historic or topographic
reasons they sometimes enter towns. Where this happen a primary street (Urban
Primary Street) may also serve as a primary road (Rural Primary Road). The main
features of primary roads are:

11 - 40
 Figure 11.2-1 Illustrative Diagram of Rural Road Hierarchy

• Alignment should be planned to bypass towns and avoid separating communities.

• Where primary road is unavoidably close to residential area, measures should be
taken to reduce noise and visual impact.
• Junction will be either at-grade or grade separated as warranted by studies for each
case. Where at-grade junctions are used, land should be reserved at major junctions
for future upgrading to a grade-separated junction if justified by predictions of future
traffic-flows.
• Access to property should generally be from service roads within the right of way or
by rear access. Direct access to special land uses, or to isolated individual properties,
only permitted where safe with special approval from the Ministry of Transport and
Communications, other concern agencies environment as applicable and as well as
the Royal Oman Police.
• Pedestrians should be discouraged from crossing the road where visibility is poor.
Where significant numbers of pedestrians cross, special facilities should be provided.
• Design speed is 80 ~ 120 km/hr.
• Right of way is 80 ~ 120 m. While most primary roads in Oman will be single
carriageway, the wide right of way will allow for construction of a second
carriageway if required at a later date. The Supreme Committee for Town Planning
has designated those primary roads which have 120 m ROW.

11 - 41
• Spacing between junctions should be at least 3 km on dual carriageway and 1.5 km
on single carriageways.
• No parking or stopping.
• Paved shoulder for emergency use only.

The typical cross sections are presented in Figure 11.2-2 based on the update of year
2003.

b. Secondary Roads

Secondary roads provide access from primary roads and connect towns and villages.
They should give priority to traffic movement. The planning features include:

• At-grade priority junctions or roundabouts.

• Direct access to property is normally permitted provided traffic volumes are
below 200 veh./hr.
• Generally no special provisions for pedestrians are required.
• Design speed 100 km/hr where feasible.
• Right of way is 50 ~ 80 m. ROW 80 m should be used in mountainous terrain
where cuts or embankments are required. In flat terrain ROW 50 m is usually
sufficient.
• Parking is permitted off the carriageway.

Table 11.2-1 Characteristics of Rural Roads

Attribute Primary Roads Secondary Roads
Connect villages and
Main Activities Connect regions
village clusters
Pedestrian bridges or
subways to be provided
Pedestrians where significant numbers Minimum activities
cross and where traffic is
heavy
Some, but should be off
Parking None
the carriageway
Goods Vehicles
Free movement Minimal through trips
Permitted only where
Other Vehicles, access to the None, except to special land
traffic volume less than
roadside properties uses or to isolated properties
200 vehicles/hr.
Local traffic movements Very little Some
Main activities (longer Main activity (medium
Through traffic movement
distance traffic) distance traffic)
Minimum 80 km/hr
Speed limits Preferred for divided (dual) 80 km/hr
highways 120 km/hr

11 - 42
The typical cross sections are presented in Figure 11.2-3 based on Update of year 2003.
Figure 11.2-4 shows the typical roadway section at sand dunes area.

3) Level of Service and Highway Capacity

Table 11.2-2 shows the design capacity of 2-lane 2-way highways for various running
speeds, in different types of terrain and varying percentage of trucks. A 70-80 km/h
average running speed should be used for most rural roads in level and rolling terrain. A
60-70 km/h average running speed would be applicable for roads approaching urban
areas and wherever feasible for roads in mountainous areas. 50-60 km/h should be used
for rural roads in mountainous terrain where higher speeds are not feasible. Table 11.2-
3 shows the appropriate level of service for the different area types.

Table 11.2-2 Carriageway Width Versus to AADT

Junction options
20 years after
Edge Relating to flow
Road Class opening Access Treatment
treatment Minor road Major road
AADT
junction junction
Restriction of
Normal single access. Turning
Simple
carriageway Minimum 1.2 movements Single lane
junction or
(primary or Up to 13,000. m paved concentrated. Full dulling or
single lane
secondary shoulders. paved shoulders at roundabouts
dulling.
road). top of the flow
range.
Restriction of
access. Turning Priority
Minimum 1.2 movements junctions. Generally at
11,000 to
m paved concentrated. Full No other grade
Dual 2 lane all 30,000
shoulders paved shoulders at gaps in the roundabouts
purpose
top of the flow median.
carriageway
range.
(primary road)
Restriction of
Generally
30,000 to Full paved access severely No gaps in
grade
46,000 shoulders enforced and right the median.
separation
turns only.
Dual 3 lane all Restriction of
Generally
purpose 40,000 and Full paved access severely No gaps in
grade
carriageway above shoulders enforced and right the median.
separation
(primary road) turns only.
Dual 2 lane
expressway 28,000 to Full paved Grade
None None
(primary 54,000 shoulders separation
road/freeway
Dual 3 lane
expressway 50,000 to Full paved Grade
None None
(primary 79,000 shoulders separation
road/freeway

11 - 43
Figure 11.2-2 Typical Cross-Section of Primary Road

11 - 44
Figure 11.2-3 Typical Cross-Section of Secondary Road

11 - 45
Figure 11.2-4 Typical Cross-Section at Sand Dunes

11 - 46
 Table 11.2-3 Level of Service1 in Design Year
Appropriate Level of Service
Highway Type
Rural Level or Rolling Rural Mountainous Urban
Primary B C C
Secondary C D D
Tertiary C D D

4) Irish Crossing2

Irish crossing can provide an economical and practical alternative to culverts or bridges
in appropriate circumstance. They can best be utilized in the following situations:

- Where the drainage path is a wide shallow wadi

- Where the magnitude of discharge along the drainage path is difficult to predict
with any accuracy because no rainfall records exist in the area (e.g. interior
desert region)
- The horizontal alignment of the road is straight or superelevated on a curved
alignment with the cross fall in the same direction as the wadi bed slope
- The daily traffic is relatively low and occasional closure of the road due to
flooding would not be of strategic importance

5) Irish Bridges3

Irish bridge is more suited to location where the wadi channel is more defined and
where it is not economically justified to discharge the peak flow by culverts alone or by
bridging.

Irish bridge configuration acts as a restriction to the uninterrupted flow, and

consequently creates a backwater upstream of the crossing under medium to full flow
conditions. The effect of increased upstream flood level should be considered.

The hydraulics of Irish Bridge design is a combination of:

1
Level of Service (LOS) D represents the condition where speeds of vehicles begin to decline (due to
congestion) and adopted as acceptable lowest LOS in many cases. LOS C represents traffic flow with
speeds at or near the free-flow speed.
2
“Irish Crossing” is the terminology widely used in Oman. It refers the road structure crossing wadi with
low embankment, or level with adjacent land which is intended to be overtopped by the stream water
during flash flood. Accordingly, such section becomes impassable for vehicles during severe flash flood.
3
“Irish Bridge” is another type of structure of road crossing wadi. It is continuous, multiple box culverts.
The box culverts are designed to let the flash flood water flow through in case of less severe flash flood.
However, the total section of culverts is not sufficient to let large volume of water, and, thus the road
section becomes impassable during severe flush flood.

11 - 47
 i. Broad crested weir and
ii. Culvert design

Initially the charge over the highway is calculated using the broad crested weir formula
for a depth of flow of 150 mm. The discharge equation is presented in Appendix 11-1
(page A11-11).

6) Pavement

Pavement shall be designed using AASHTO interim guide for design of pavement
structure 1972, revised 1981. As mentioned by the HDM even this reference is updated
by 1986 issue but there is currently no experience within the Sultanate of using the soil-
modulus test used by the later guide of 1986.

7) Structures

Structures such as bridges, retaining walls, subways, box culverts and gantries, should
be designed using AASHTO Standard Specification for Highway Bridges, 13th Edition
as modified by the particular requirements for the Sultanate of Oman as summarized
hereafter based on HDM.

The bridge carriageway should be corresponding to the road cross-section but in case of
bridges having length longer than 50 m, reducing of the bridge cross-section can be
considered if the traffic volume on road is quite less than the road capacity and after
obtain agreement of the client (DGR). The minimum vertical clearance is 5.5 m and 5.8
m is the desirable clear height. The HDM proposed carriageway widths in case of
primary and secondary 2-lane roads are 11.5 m and 9 m, respectively including 4 m and
2 m paved shoulders as bridge approaches for primary and secondary roads,
respectively.

Bridges shall be designed for truck and lane loadings as specified in AASHTO but with
the following amendments:

- Truck and lane loading shall be HS20-44 increased by 100%. Bridges shall also be
checked for special truck type A as shown in Figure 11.2-5.
- The design of bridges on primary roads shall also be checked for special trucks type
B as shown also in Figure 11.2-5.
- The maximum impact factor shall be 40%. For special truck type B no impact factor
shall be applied.

11 - 48
 - A minimum longitudinal force of 450 kN shall be considered.
- Thermal effects should be considered for a maximum shade air temperature of 52˚ C
and for a minimum shade air temperature of 0˚ C. British Standard Institution
BS5400 Steel, Concrete and Composite Bridges should be used to consider thermal
and differential temperature effects.
- The acceleration coefficient for seismic loads shall be taken as 0 in Dhofar Region,
0.2g in Musandam, and 0.1g elsewhere.
- The approximate methods for distribution of wheel loads shall not be used. Grillage
or finite element analyses shall be used for global distribution; local distribution
may use suitable charts.

Box culverts and other structures under roads shall be designed for the same loads as
bridges.

11.2.2 Summary of Major Elements of Design Standard

Table 11.2-4 presents a summary of the major minimum/maximum horizontal and

vertical alignments standard design criteria based on the HDM.

Table 11.2-4 Summary of Major Standard Design Criteria

Primary Secondary
Item
Roads Roads
Minimum Lane Width (m) 3.65 3.65
Minimum Verge (m) 1.0 1.0
Minimum Median (m) 4.5 3.0
Minimum Shoulder (m) 2.5 1.0
Minimum 2 2
Cross-Slope (%)
Maximum 4 4
Light Structures 5.8 5.8
Minimum Vertical Clearance (m)
Heavy Structures 5.5 5.5
Design Speed (km/hr) 120 80
Flat/Rolling Terrain B C
Level of Service
Mountainous Terrain C D
Maximum Super Elevation (%) 8 8
Maximum Gradient (%) 6 8
Minimum Radius (m) 50.0 50.0

11 - 49
Figure 11.2-5 Special Trucks Type A and Type B

11 - 50
11.2.3 General Specification for Roads

As mentioned earlier, the General Specification for Roads was issued in 1994. The
specification is classified to eighteen (18) major sections having the numbering from
100 to 1800 and Standard Bill of Quantities. The main contents are presented hereafter:

1) Specification
100) General
200) Earthwork
300) Granular and Stabilized Subbase, Base Course and Stabilized Subgrade
400) Bituminous Pavement
500) Concrete and Concrete Structures
600) Structural Steel
700) Paint
800) Drainage and Surface Ducts
900) Slope Protection and Stabilization
1000) Piling
1100) Bridge Bearings, Expansion Joints, Joint Seals and Fillers
1200) Sidewalks, Paved Areas and Curbs
1300) Safety Barriers, Delineators and Fences
1400) Highway Signs and Road Markings
1500) Electrical Installations
1600) Landscape and Irrigation
1700) Utilities
1800) Plant and Equipment

8) Standard Bill of Quantities

Preamble to the Bill of Quantities
Bill 1- Preliminaries
Bill 2- Earthwork
Bill 3- Granular and Stabilized Subbase, Base Course, and Stabilized Subbase
Bill 4- Bituminous Pavement
Bill 5- Concrete and Structures
Bill 6- Incidental Construction
Bill 7- Electrical Installations
Bill 8- Landscape and Landscape Irrigation
Bill 9- Relocation of Utilities
Bill 10- Dayworks

11 - 51
11.3 PRELIMINARY PROJECT COST ESTIMATE

11.3.1 Procedure of Project Cost Estimate

The procedures of project cost estimate that has been adopted during the Master Plan
(M/P) and Preliminary Feasibility Study (Pre-F/S) stages are shown in Figure 11.3-1.
During the M/P stage only the unit costs per km in case of roads (or per meter for
bridges) for the different construction items are required. Therefore, the recent and on-
going project bid prices are utilized to estimate construction cost for each type of
construction work. In the case of Pre-F/S, more accurate estimate is required. Therefore,
the estimate should be based on the unit prices of construction material, labor costs and
equipment costs. The estimate of these unit prices were obtained from the survey of the
current market prices and analysis of the latest bid prices. Engineering services cost will
be estimated by using the percentage of construction cost. ROW acquisition cost for
new roads and widening are estimated by the prevailing land price. The exchange rates
on Nov. 2004 were: US$ 1.0 = RO 0.384 = JPY 110.

11.3.2 Unit Prices of Major Construction Items

Unit prices of major construction materials, labor cost and equipment cost are shown in
Tables 11.3-1, 11.3-2 and 11.3-3, respectively based on the investigation of the latest
bid and market prices.

The major construction items are defined from the Sultanate of Oman, General
Specification for Roads, April 1994 and their unit costs are presented in Table 11.3-4.

11 - 52
 Pre- F/S
M/P

Unit Price of
Latest Bid Prices
- Construction Materials

Market - Labor Cost

Prices - Equipment Cost

Type of Work
Construction Cost Unit Cost of Major
- Rehabilitation
Estimate Per Km or m Construction Items
- Improvement
- Widening
- Dualization Quantity
- Interchange Quantity Estimate
Estimate
- New Project Length in Km or m by

- Expressway Type of Work & Terrain

Engineering Service
ROW Acquisition Cost
Cost - New Roads
Construction
(% of Construction Cost)
- Widening
Cost Estimate

Project Cost

Figure 11.3-1 Procedure of Project Cost Estimate

11 - 53
Table 11.3-1 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 Ton 250.000
Yield) of any diameter
13 Deformed billet steel bars, AASHTO M31 grade 40 (High Ton 225.000
Yield) 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 11.3-2 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
Source: Study Team Survey

11 - 54
Table 11.3-3 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
5 Bulldozer with ripper from 150 HP to 200 HP 16.000
6 Bulldozer with ripper from 200 HP to 250 HP 18.000
7 Bulldozer with ripper from 250 HP to 300 HP 20.000
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
Source: Study Team Survey

11 - 55
Table 11.3-4 Unit Cost of Major Construction Items
Unit Price
No. Material Description Unit
(RO)
300 Granular and Stabilized Subbase, Basecourse and Stabilized
Subgrade
302 Class A Subbase Cu. m. 5.000
Class B Subbase Cu. m. 4.000
Class C Subbase Cu. m. 3.000
303 Class A Basecourse Cu. m. 5.000
Class B Basecourse Cu. m. 4.000
Class C Basecourse Cu. m. 3.000

400 Bituminous Pavement

401 Prime Coat such as MC70 Kg 0.120
Tack Coat such as RC250 Kg 0.150
402 Bituminous Basecourse Cu. m. 17.000
405 Bituminous Wearing Course Cu. m. 17.000

500 Concrete and Concrete Structure

504 Concrete Class 28/20 Cu. m. 40.000
Concrete Class 32/20 Cu. m. 45.000
Concrete Class 36/20 Cu. m. 50.000
509 Reinforcing Steel
High yield steel bars ton 250.000
Mild steel bars ton 250.000

800 Drainage and Surface Ducts

801 Reinforced Concrete Pipe Culvert 750 mm Lin. m. 50.000
Reinforced Concrete Pipe Culvert 900 mm Lin. m. 75.000
Reinforced Concrete Pipe Culvert 1050 mm Lin. m. 100.00
805 Waterproofing, bituminous paint Sq. m. 0.500

900 Slope Protection and Stabilization

901 Riprap
Loose stone riprap Class A Cu. m. 6.000
Loose stone riprap Class B Cu. m. 6.000
Mortared stone riprap Cu. m. 15.000
902 Gabions Cu. m. 13.000
903 Slope Netting (wire netting slope protection) Sq. m. 1.700
904 Steel rock bolt (25mm dia., up to 5m long) Lin. m. 18.000
Steel rock dowel (25mm dia., up to 5m long) Lin. m. 20.000
906 Ditch lining (150mm thick) Sq. m. 2.000
907 Fabric permeable membrane Sq. m. 0.600

1100 Bridge Bearings, Expansion Joints, Joint Seals and Fillers

1101 Bridge bearing
Elastomeric bearing vertical capacity 1300 KN Nr. 75.000
Elastomeric sliding bearing vertical capacity 1300 KN Nr. 165.000
1102 Expansion joint with movement range of 80mm Lin. m. 160.000
Expansion joint with movement range of 160mm Lin. m. 210.000
Expansion joint for RCBC, 20mm thick Lin. m. 10.000

1200 Sidewalks, Paved Areas and Curbs

1202 Curbs
Precast concrete curb, Class 28/20 non-mountable type Lin. m. 5.00
Precast concrete curb, Class 28/20 mountable type Lin. m. 5.00
Precast concrete curb, Class 28/20 lip type Lin. m. 5.00

11 - 56
 1300 Safety Barriers, Delineators and Fences
1301 Corrugated Steel Beam Safety Barrier
Safety barrier beam (Class B, W-section) Lin. m. 5.000
Safety barrier post (Type C) including foundation Nr. 12.000
End anchorage (ramp down), including post (Type C) and foundation Nr. 25.000
W-beam terminal section
Re-fixing of safety barrier beam Nr. 15.000
Re-fixing of safety barrier post including foundation Lin. m. 0.500
Re-fixing of end anchorage (ramp down) including posts Nr. 3.000
Re-fixing of W-beam terminal section Nr. 16.000
1302 Concrete safety barrier
Concrete safety barrier (Type A) Lin. m. 55.000
Concrete safety barrier (Type B) Lin. m. 30.000
Concrete safety barrier (at bridges) Lin. m. 38.000
1303 Reflectorized Markers for safety barriers
Reflectorized markers (red) attached to Guardrail Nr. 4.000
Reflectorized markers (red) attached to concrete barrier Nr. 3.000
1304 Delineators
Flexible delineators Nr. 12.000
Irish crossing markers Nr. 35.000
Irish crossing water depth gauges Nr. 42.000

1400 Highway Signs and Road Marking

1401 Highway Signs
Triangular, side 900mm Nr. 25.000
Triangular, side 1100mm Nr. 30.000
Triangular, side 1200mm Nr. 40.000
Circular, diameter 900mm Nr. 30.000
Circular, diameter 1200mm Nr. 85.000
Octagonal, side 900mm Nr. 30.000
Rectangular sign Sq.m. 50.000
Highway sign No. 202 (Stop Sign) Nr. 30.000
Highway sign No. 151 (Sharp Deviation) Nr. 95.000
Kilometer post (sign No. 323) Nr. 25.000
Sign post support assembly, (Type 1A) Nr. 25.000
Sign post support assembly, (Type 1B) Nr. 54.000
Sign post support assembly, (Type II) Nr. 68.000
Sign post support assembly, (Type IIIA) Nr. 150.000
Sign post support assembly, (Type IIIB) Nr. 155.000
Re-fixing of removed highway sign (any size with single post) Nr. 20.000
Re-fixing of removed highway sign (any size with multiple post) Nr. 25.000
1402 Road Marking
Traffic lines (mechanically sprayed) Sq. m. 1.600
Special markings (hand sprayed) Sq. m. 5.000
Curb painting (black and yellow) Sq. m. 1.000
Reflecting road studs (double face) Nr. 3.500
Source: Study Team Survey

Abovementioned data will be analyzed in the later stage of this Study in the cost
estimation of the selected high priority projects.

The following section describes the estimation of unit cost per km or m for different
type of projects such as paving of existing track roads, dualization of 2-lane roads,

11 - 57
 widening, etc. that will be used for estimation of the construction cost of Master Plan
projects.

11.3.3 Construction Cost Per Km

Table 11.3-5 shows the estimated cost per km of 15 recent projects (2000-2004) based
on the data obtained from DGR. These projects were selected to represent the different
regions within the Sultanate of Oman and also the cases of new construction, widening,
dualization and rehabilitation. The estimated costs show that there is insignificant
difference among the different regions. However, there is a significant difference in the
unit cost regarding the condition of the terrain where the road traverses. The cost for
mountain terrain is more than three times of that for flat terrain. The costs shown are
representing the total of direct costs (Materials, Labors and Equipments) and indirect
costs (Engineering and Contingency). The contingency is about 10% while the ratios of
engineering detail design and construction supervision are about 3% and 4%,
respectively.

11 - 58
Tale 11.3-5 Cost per km of Recent Projects
Length Width (m) Cost Unit Cost
No. Name Region Remarks (RO 1000
(km) (1000 RO)
/km)
1 Quriyat-Sur Road
Stage II, 2003, As Sharqiyah 60.000 4x3.65m 33,493 Dual 4-lane 558
Section 1
2 Rehabilitation Works Ad Dhakhliyah
for Nizwa-Thumrayt Al Wusta 292.000 2x3.75 13,836 Rehabilitation 47
Road, Stage II, 2003 Dhofar
3 Design and
Construction of
Paved Road
Connecting Khaluf Al-Wusta 27.000 2x3.5m 1,385 New 51
Village To Duqum-
Sinaw Main Road,
2002
4 Construction of New
Rustq-Miskin Road, Al Batinah 84.860 2x3.5m 9,500 (rolling/ 112
2002 mountain)
5 Road Connecting
Sohar Port to Ad
Dhahirah Region, Al Batinah 145.685 2x3.5m 9,000 New 62
2002
6 Construction of
Wadi Andam Ad
including with Link 43.188 2x3.5m 2,500 New 58
Road to Al Dhakhliyah
Qaryatain, 2002
7 Birkat Al-Mawz 1,225 New 245
Saya Road, 2002 Ad 5.000 (very steep
2x3.5m mountain )
Dhakhliyah 12.480
1,583 (mountain ) 126
8 Rehabilitation of
Batinah Highway Al
Wajajae to Bait Al Al Batina 250.575 4x3.75 8,155 Rehabilitation 32
Barakah Southern
Carriageway, 2001
9 Construction of
Wadi Al Ala and Ad
Wadi Al Ayn Roads, 13.900 2x3m 834 New 60
Dhakhliyah
Stage I, 2001
10 Dualization of Ibri- Ad 42.000 4,186 Option 1 100
11 Hafeet Road, Phase- 2x3.75m Option 2
II, 2001 Dhakhliyah 72.000 6,736 Dualization 94
12 Construction of
Tana’am Ramlat
Khailah Road- Ad Dhahirah 148.000 2x3.75m 8,500 New 57
Adhahira Region,
2001
13 Rehabilitation of
Bidbid Sur Road, Ad Dhahirah 30.000 2x3.5m 2,355 Rehabilitation 78.5
Stage-I, 2000
14 Quriyat-Sur Road
Stage II, Alternative As Sharqiyah 30.000 4x3.65m 22,493 New 750
II, 2003, Section 2
15 Annual Track Roads Rehabilitation
Maintenance Project of Track Road
in Al Batina Region, Al Batinah 4098.10 6 to 9 m 187.580/km 1 year contract
2001
178.186/km 2 year contract
168.789/km 4 year contract
Source: Study Team analysis based on DGR recent Bid prices.

11 - 59
Table 11.3-6 presents the list of the projects submitted recently (Feb., 2004) to Abu
Dubai Development Fund. The list includes 7 projects among which two are dualization
projects while the others are improvement of 2-lane unpaved roads to AC paved roads.
The unit costs per km for the different projects are estimated as shown on the last
column of the table.

Table 11.3-6 List of Projects Submitted To Abu Dubai Development Fund

Unit
Cost /
Cost Length
No. Project Name F/S Biding km
(Million RO) (km)
(RO
1000)
Dualization of Ibri-
1 3/3/04 Aug. 2004 30 130 230
Nizwa
105 New
Dualization of Nizwa-
2 11/11/02 Mar. 2004 30 Reh 864 156
Thamarit
Total 135.0
Thamarit-Marmul
3 On-going Ready 5.4 90 60
Road
Pave of Al Ashkhara-
4 31/3/2004 Jun. 2004 12.0 - -
Shanah
Pave of Marmul-
5 Shalim-Sharbithat- On-going Ready 7.0 141 50
Sukarah
Pave of Salim-Al
6 On-going Ready 2.6 47 55
Shuwaymiyah
Al Hamarah-Al
Rustaqu Road
7 On-going - 15 - -
1st Stage 9 km, 2nd
Stage 36 km
Total - - 207.0 - -
Source: Study Team Estimate based on MOT&C Report about Meeting of New Projects Submitted to Abu Dubai Fund,
Feb. 9, 2004.

From the estimated unit costs shown in tables, unit costs per km for the major road
constructions on flat terrain can be proposed approximately as follows:

Table 11.3-7 Unit Cost for Flat Terrain

Project Type Cost (RO/km)
New Dual 4-Lane 400,000
Improve 2-Lane to Dual 4-Lane 100,000
New 2-Lane 70,000
Rehabilitation of 2-Lane (AC overlay) 20,000

The abovementioned costs are compared with the estimated costs presented in
“Highway Master Plan 1986-1990” and “Feasibility Studies of Road Projects (Fourth 5-
Year Plan), Jan. 1992”. Unit costs presented in the Highway Master Plan 1986-1990
show that the unit cost per km of construction 2-lane paved road in case of flat terrain
was about 120,000 RO. The cost as mentioned in the F/S of Road Projects 1992 was

11 - 60
about 90,000 to 100,000 RO. The cost derived from recent cases is about RO 70,000.
The sequence of these figures shows a dropping trend.

One of possible reasons for the downward trend in construction cost is the extraordinary
rise in construction costs due to the construction boom caused by construction of
facilities for 1st GEC Conference held in the Sultanate in 1986. The Study Team can
conclude that this trend might be due to the flowing reasons:

(1) The insufficient capabilities of the contractors 15~20 years ago, especially
construction equipment that made prices went higher since they had to buy these
expensive equipments: Recently, the contractors almost be in possession of such
equipment and do not need to charge high cost for these equipments.
(2) Recent severe competition among contractors: Contractors are forced to offer lower
price.

Therefore, the current costs are considered to be the minimum costs. The current low
costs, on the other hand are suspected to be almost equal to the costs that the contractors
are actually paying and yield very little profit. Therefore, it is anticipated that the
current costs will go higher in future to give the reasonable profit margin to contractors.
In order to make conservative estimate for the future required funds, the current rates
should be increased by about 10%. If this concept will be considered, the unit cost/km
of new 2-lane AC paved road as an example will be about RO 77,000.

Based on comparison of the unit costs per km for different terrains, it can be concluded
that the ratios of unit costs per km among different terrains are as presented in Table
11.3-8.

Table 11.3-8 Ratios of Unit Cost per km for Different Terrains

Terrain Flat Rolling Mountainous
Ratio (New Construction/Widening) 1.00 1.75 3.50
Ratio (Rehabilitation/Improvement) 1.00 1.20 1.30

The estimated costs by the recent bid prices and the estimated unit costs of major
construction items are utilized to prepare the reasonable construction cost per km for
each type of works as shown in Table 11.3-9 taking into consideration the above
mentioned cost analysis.

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Table 11.3-9 Construction Cost per km (RO 1000)
Description of 2-lane 4-lane
Type of Work Abbreviation
Work Flat Rolling Mountain Flat Rolling Mountain
AC pavement
RH AC R 33 39 43 66 79 86
reconstruction
AC
RH AC O 22 26 29 44 53 57
overlay
Rehabilitation
PCC
RH PC R 44 53 57 88 105 114
reconstruction
Track road (km/
RH T R 0.198 0.238 0.257 - - -
year)
2-lane track road
IM 2LTR PR 44 53 57 - - -
to paved road
Improvement
Shoulder
IM SH W 11 19 38 11 19 38
widening
Widening
TCE W 6L 88 154 308 - - -
4-lane to 6-lane
Traffic Capacity Dualization
TCE D 4L 88 154 308 - - -
Expansion 2-lane to 4-lane
3,300 ~
TCE IC Interchange - - - - -
3,800
2-lane
NP 2L 77 135 270 - - -
highway
New Projects 4-lane
NP 4L - - - 154 270 539
highway
NP EXP Expressway 253 443 885 495 866 1732
Source: Study Team Estimate

Unit Costs For Bridges And Culverts

The unit costs for bridges and culverts are estimated as presented in Table 11.3-10.

Table 11.3-10 Bridges and Culverts Unit Cost

Item Cost (RO 1000)
R.C. 2-lane bridge low level 3.0 / lin. m.
3.8 / lin. m.
R.C. 2-lane bridge high level 4.2 / unit
R.C. Box Culvert Single Cell 7.6 / unit
R.C. Box Culvert 2-Cell 10.0 / unit
R.C. Box Culvert 3-Cell 2.9 / unit
R.C. Pipe Culvert Complete Standard Diameter 5.8 / unit
R.C. Pipe Culvert Complete Large Diameter 0.5 / lin. m.
R.C. Irish Crossing 7.5m Pavement Width 0.018 / km
Drainage Repair, Irish Crossing Repair and Miscellaneous Minor
Repairs
Source: Study Team Estimate

Maintenance Cost
Routine and periodical maintenance are considered. The cost of routine maintenance is
presented in Chapter 13 and is assumed to start the following year to the opening of the
project.

The periodical maintenance is consisting of two components that AC overlay for asphalt
pavement every 10 years and maintenance to bridges also every 10 years. AC overlay is
estimated by applying a unit rate of asphalt structure to estimate the total cost of overlay

11 - 62
 of the whole road. In case of bridge an average of 50,000 RO is estimated to be required
every 10 years.

11.3.4 Indirect Cost

Indirect cost is composed of overhead and other miscellaneous. These expenses are
estimated as percents of the direct cost and generally vary directly with the magnitude
of the estimated direct cost.

Indirect cost will be considered on the final stage of the study for the specified high
priority projects subjected to pre-feasibility study.

For M/P the estimated unit cost per km is already included the direct and indirect costs
since it estimated from the average of the on-going and recent bid prices.

11.3.5 Engineering Service Cost

The Engineering cost covering detailed engineering design and construction supervision
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.

11.3.6 Land Acquisition

This subsection is prepared to summarize the major land acquisition items based on the
2003/2004 land acquisition costs, Royal Declare No. 4/2003, issued on the Gazette No.
753.

1) General Rules

a- Compensate for acquired land by providing substitutive land equivalent in area and
in the same region. In case that equivalent land cannot be provided in the same
region, another available land in any other region will be given taking into
consideration to compensate the difference on the land price.
b- In case that the given land area is greater than the acquired area, the citizen will be
charged for the price difference based on the rate of the governmental land prices.
In case that no substitutive land is available, cash payment will be made based on
the following rules.
c- For residential areas smaller than 400 m2 which is totally affected, the owner can
chose between two alternatives; 1) get substitute land and pay the difference in the

11 - 63
 land price, and 2) cash payment compensation based on the market prices
mentioned hereafter. However, the minimum compensations are:
Muscat except Qurait and Amarat Wilayats and
Salalh Governorates: RO 5,000
Other Governorates and Qurait and Amarat Wilayats: RO 3,000
d- Market prices of agricultural areas outside Muscat Governorate and the coastline
from Salalah to Taqah City within Dhofar Governorate are shown in Table 11.3-11.

Table 11.3-11 Compensation of Agricultural Areas

Classification Price (RO/m2)
Productive agricultural area 1.190 – 2.020
Cultivated agricultural area 0.238 – 0.595
Uncultivated agricultural area 0.119 – 0.238

e- In case of agricultural land acquisition in Muscat Governorate and the coastline

from Salalah to Taqah City within Dhofar Governorate, the land pricing committee
should prepare a proposal for each project and submit it to the Technical Secretariat
of Supreme Committee for Town Planning.

2) Compensations

The compensation of the residential and commercial areas shall be estimated by

Property Appraisal Committee based on the attached pricing lists to the Royal Declare
No. 4/2003. The average prices of these lists for major regions are summarized as
shown in item 3 below.

3) Market Prices of Lands

Range of market prices of residential and commercial areas at major regions are presented
in Table 11.3-12. The big ranges of prices are due to the large differences of the land prices
among the different Wilayats even they are located within the same region.

4) Estimation of Building and Crops Compensations

It was issued on the same Gazette No. 753, the Royal Declare No. 5/2003 concerning
the Building and Crops Compensations.

11 - 64
Table 11.3-12 Compensations of Residential and Commercial Areas (RO/m2)
Governorate Residential Commercial
Muscat 2 - 35 3 - 50
Al Batinah 3-8 5 - 12
Musandam 2 - 15 3 - 25
Ad Dhairah 2-5 5 - 40
Ad Dhakhliyah 3 - 25 5 - 40
As Sharqiyah 2 - 25 3 - 40
Al Wusta 1-6 1 - 10
Dhofar 1 -40 2 - 80

5) Right of Way (ROW)

Securing the ROW of 120 m or more for the major roads of Sultanate of Oman is issued
on the HDM Vol. 1 Appendix A. Table 11.3-13 presents the right of way stipulated in
HDM for some of the major numbered roads.

Table 11.3-13 List of Roads with ROW 120 m Wide or More

Route
Location Width of Right of Way
Number
120 in open country; minimum of 107
1 Muscat to Khatmat Milahah
where established in towns.
2 Daba al Bayah – Khasab –Dhora 120 m.
Muscat to Wadi Hatta (Second 500m (to include for railway).
4
Batinah Highway)
120 in open country; reduced width in
5 Aqr-United Arab Emirates
existing towns.
120 in open country; reduce ed width in
7 Sohar to Al Buraymi
existing towns.
Al Khaburah to Miskin 120m.
9 Miskin to Ibri 120 in open country; reduced width In
towns (50m agreed in Ibri).
Muscat to Firq 120 in open country; minimum of 107m
15
where established in towns.
Muscat to Qurayyat 120 in open country; minimum of 107m
17 where established in towns.
Qurayyat to Sur 120m.
120 in open country; reduced width in
21 Jabrin to Al Buraymi
existing towns.
22 Firq to Jabrin 120m.
120 in open country; minimum of 107m
23 Bidbid to Sur
where established in towns.
Ash Sharqiyah region to Ad
28 120m
Dakhliyah region
Firq to Adam 200m.
Adam to Thumrayt 400m.
31
Thumrayt to Salalah 120 in open country; reduced width in
existing towns.
120 in open country; minimum of 107m
35 Al Wafi to Al Ashkharah
where established in towns.

11 - 65
11.3.7 Estimated Project Costs

Costs for the proposed Development Projects described in Section 10.1 were estimated
using the unit costs described above. The estimated costs for the proposed Development
Projects are shown in Table 11.3-14.

11 - 66
Table 11.3-14 Estimated Cost for Proposed Projects (1/2)
Project Improvement Length Cost
Project
No. Type km RO '000
1. Roads
On-going Major Projects
Rustaq - Miskin (to 2006) 2-L [76] [9,504]
Quriyat - Sur II-1 (to 2007) 4-L [60] [33,493]
Quriyat - Sur II-2 (to 2006) 4-L [30] [22,737]
N6 Al Ashkharah - Shanna 2-L [164] [15,000]
N9 Marmul - Shelim - Sharbithat - Sawqrah 2-L [140] [6,800]
N10 Shelim - Shuwaymiyah 2-L [48] [3,265]
N26 Thumrait - Marmul 2-L [86] [5,438]
N34 Tawi Attair-Jibjat 2-L [41] [11,070]
U Upgrading
U1 Batinah Highway Culverts 270 29,120
W Widening
W1 Bait Al Barakah - Al Muladdah 4-L to 6-L 54 4,752
D Dualization
D2 Bidbid - Sur 277 29,713
D3 Nizwa - Bahla - Ibri 125 26,500
D4 Karsha - Al Ghaba - Thumrayt - Salalah 843 92,510
D5 Majis (Sohar) - Az Zarub - Buraymi 97 43,838
D6 Mizbar - Qaryatan - Izki 85 13,090
D7 Ma'mura - Taqah 20 3,000
D8 Muladdah- Hazm Road 24 2,112
D9 Quriyat - Sur Phase III 18 4,886
D10 Barka - Rustaq Road 84 9,042
D11 Ibri - Ad Dariz Road 19 1,672
D12 Taqah - Mirbat 37 5,500
D13 Raysut - Rakhyut 80 12,320
D14 Rakhyut - Yemen Border 45 6,930
D15 Dawkah - Al Mazyunah 226 19,888
D16 Izki - Thumrayt Coastal Road 1,007 110,000
D17 Ibri - Saudi Arabia 143 22,022
D18 Sohar - Ibri 162 49,896
D19 Rustaq - Ibri 136 41,600
N New Construction
N1 New Batianh Expressway 4-L 247 132,008
N3 Bait Al Barakah - Khatmet Malahah, Coastal 2-L 255 19,635
N4 Diba - Khasab 95 25,441
N5 Lima Link - Khasab 25 4,050
N7 Hasik - Shuwaymiyah 120 39,026
N11 Rakhyut - Dalkut Coastal Road 25 1,925
N12 Madinat AL Haq - Nashib 28 3,000
N13 Hujaif - Jahnin - Asir 22 3,000
N14 Teetam - Qaftut 12 3,000
N15 Haluf - Masahilah 12 700
N16 Dawkah - Shisur - Qafaa 165 8,000
N17 Wadi Haruf - Shisur 83 6,391
N18 Mudayy - Aybut - Aydam 74 4,000
N19 Al Mazyunah - Tawsinat - Habrut - Aydam 120 21,600
N20 Shahb Asayb - Rakhyut 16 4,320
N21 Dalkut - Khadrafi - Sarfait 14 3,780
N22 Al Mazyunah - Mitan 96 7,392

11 - 67
Table 11.3-14 Estimated Cost for Proposed Projects (2/2)
Project Improvement Length Cost
Project
No. Type km RO '000
N23 Hajaif - Masahilah 25 1,300
N24 Jibjat - Barbazum 65 17,550
N25 Haylat - Ar Rakah 25 1,925
N27 Hatt - Rustaq, Phase IV 28 8,417
N28 Yanqul - Fida - Dank 41 9,990
N29 Yanqul - Murry 26 7,020
N30 Madha - Dafta 15 5,146
N31 Amal - Muqshin 180 13,860
N32 Marmul - Dawkah 140 10,780
N33 Tiwi - Ismaiyah 60 16,200
N34 Tawi Attair-Jibjat 41 11,070
N36 Mahlah - Ghubrat at Tam - Ismaiyah 38 6,283
N37 Qaran - Maqal - Sabt - NR 23 55 11,955
N38 Al Mazari - Ghubrat at Tam 80 21,600
N40 Wadi Saa - Al Feth - Dank 80 21,600
N41 As Sunaynah - Al Feth - Al Wqba 45 7,230
N43 Al Wajajah - Ash Shwayhah 80 21,600
N44 Murri - Ar Rumaylah - Al Ayn 30 8,100
N45 Al Ayn - Sint - Al Wadi Al Ala 30 8,100
N46 Bahja - Amal 170 13,090
N47 Al Hij - Flim 19 1,767
N50 Flim - Mahowt (Box Culvert based on EIA) 6 9,000
N48 Qatbit - Al Mushash (Saudi Border) 152 6,688
N49 Al Ghaba - Ramlet Khaylah (Saudi Border) 298 13,112
N51 Aybut - Habrut 65 3,000
B Bypass
B1 Sinaw Bypass 6 924
B2 Ibri South Bypass 300m Tunnel 13 2,002
B3 Ibra Bypass 11 2,970
B5 Ibri East Bypass 10 1,540
B6 Salalah Outer Bypass 42 22,638
B7 Adam Bypass 5 770
B8 Al Kamil North Bypass 9 1,309
B9 Al Wafi East Bypass 11 1,694
2. Structures (Grade Separation)
G1 Naseem Garden 1 3,623
G2 Baraka Roundabout 1 3,688
G3 Al Muladdah Junction 1 3,609
G4 Khaburah Roundabout 1 3,812
G5 Saham Roundabout 1 3,849
G6 Sohar Roundabout 1 4,146
G7 Falaj Al Qabail 1 4,232
G8 Aqr Roundabout 1 3,298
P1/12 Pedestrian Crossing 1 12 Locations 1,380
P13/22 Pedestrian Crossing 2 10 Locations 1,150
Improvement Bridge Repair 751
Shoulder Improvement - Primary 7,892
Shoulder Improvement - Secondary 1,620
Black-spot Improvement 3,000
Total 7,068 1,151,939
Note: [ ] Lengths between brackets are not included
Costs in Italic are estimated by DGR / DGC

11 - 68
 CHAPTER 12

INITIAL ENVIROMENTAL
EXAMINATION
 CHAPER 12

INITIAL ENVIRONMENTAL EXAMINATION

12.1 GENERAL

12.1.1 IEE Study

1) Objectives of the Initial Environmental Examination (IEE)

The objectives of the Initial Environmental Examination (IEE) are to understand the
present environmental conditions of selected project roads, to identify the present
impacts of each project road, to analyze environmental impacts based on the road
design, alignment and future traffic volume, to evaluate comprehensively each project
road, and to examine necessary possible mitigation plan and necessity of the
Environmental Impact Assessment (EIA) in next stage. The workflow of IEE study is
shown in Figure 12.1-1.

2) Methodology

The IEE study is carried out according to the following procedure:

a. Data Collection of Each Project Road

The road information and data of each road project, including road map, topographic
map, geological map, road distance, road structure, cultural heritages, archeological
information, ecological and biological data, present and future traffic volume,
proposed road plan, and other necessary information, had been collected before the
site investigation.

b. Site Investigation

The site investigation, which is carried out all the way along the project roads,
consists of the following items:

1- Filling in the Environmental Checklist as shown in Table 12.1-1; interval of each

checkpoint is 20 km distance in maximum or between main city/town/village,
being less than 20 km distance as a road unit,

12 - 1
 Initial Environmental Examination

Project profile
Project Roads selected Proposed road design
Road alignment
Future traffic volume
Others

Existing Data Collection Regional development Plan

- Data Local development plan
- Information Others

Site investigation
Present environmental condition
Using Checklist
Analysis of environmental impacts

Amendment of
project road plan Impacts: No (~ insignificant)
Evaluation
High impacts
Impacts: Yes
Abandon Recommendation
of project - Tentative mitigation plan
- Detail environmental investigation
- Implementation of EIA, etc.

Environmental impact assessment (EIA)

No critical impacts: Yes

Implementation of the project

Figure 12.1-1 Flow of Initial Environmental Examination

12 - 2
 2- Description of environmental public facilities (school, Wali office, mosque, electric
sub-station, etc.), control points (bridge, dam site, fort, aflaj system, village, etc.),
and other important infrastructures,
3- Interviews to inhabitants in the Study Area, if necessary, and
4- Taking photographs as the field evidences.

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
15. Regional development on the social environment
16. Other impacts on the social environment

12.1.2 Selected Project Roads

Locations of the selected project roads are shown in Figure 12.1-2. Number and total
length of the projects are 91 roads and 5,694 km, respectively.

12.1.3 Implementation of IEE Study

The IEE study using the environmental checklist was carried out from June 1st to June
25th, 2004.

12 - 3
 Table 12.1-1 Environmental Checklist for IEE

ENVIRONMENTAL CHECKLIST (Project No.)

Road Section: , Existing road condition:
Project No.: , National Road No. , Planning road: , Distance: km

Present Impact Remarks

Environmental Items Condition Rating: Future traffic
(Description and 1. Slight volume in
Location Area of 2. Moderate 2030:
Concern) 3. Significant PCU/day
Natural Environment
Air pollution (SO2, NO2, CO, SPM, Dust, etc.)
How is present condition concerning the air quality?
Is there a possibility that exhaust gases from passing vehicles will
adversely affect local inhabitants? When there is already a factory zone
that pollutes the air in the route vicinity, is there a possibility that
opening the road to traffic will further exacerbate the impact of air
pollution?
During road construction, is there dust occurred from construction,
quarry and borrow-pit sites?
Do emitted air pollutants comply with the Oman’s emission standards
and environmental quality standards?
Can the same be said for other air pollutants?
Others.
Effluent （Drainage from road facilities, SS, etc.）
How is present condition concerning the water quality?
Do effluents that contained SS and other pollutants discharged during
construction stage?
Do effluents comply with the Oman's effluent standards and
environmental quality standards?
Others.
Noise and vibration (Likely receptors and current conditions.)
How is present condition concerning the noise and vibration?
Is there a possibility that, after opening the road to traffic, the noise and
vibration of passing vehicles will have a significant impact on
inhabitants?
Is the country’s noise and vibration standards complied with?
Others.
Land subsidence
How is present condition concerning the land subsidence?
In the soft ground and limestone areas, is there possibility to cause land
subsidence along the project roads?
Others.

12 - 4
Topography and geology (Areas of concern with geology/ landslides,
etc.)
How is present condition concerning the topography and geology?
Are there any places along the route with poor geology that might be
subject to washouts or landslides?
Have plans been made for land stability when changes such as
embankments and cuts are made in the land?
Has consideration been accorded to slope protection so as to prevent
soil erosion on embankments and cuts?
Has rainwater drainage been properly considered in order to prevent
soil erosion?
Others.
Soil (Soil extraction, soil erosion, etc.)
How is present condition concerning the soil and soil erosion?
Have considerations been given to preventing soil runoff at disposal
sites for surplus soil from cuts, or at soil extraction sites for the soil
used in embankments?
Have plans been made to prevent adverse environmental impacts at
soil dumping sites and soil extraction sites?
In and along the watercourses (wadis), is there a possibility of the soil
erosion caused by crossing or intersection of the watercourses by
roads?
Others.
Hydrology/groundwater
How is present condition concerning the water, hydrology and
groundwater?
Is there a possibility that changes in groundwater systems including
aflaj system by modifications in the land, or changes in surface river
systems by the building of structures, will adversely affect the
hydrology or water use?
Others.
Ecosystem, flora and fauna (Natural reserve/ endangered species/
valuable habitats, etc.)
How is present condition concerning the ecosystem, flora and fauna?
Does the project site encompass the endangered and valuable habitats
of wildlife, or plants?
Are there concerns about negative impacts on the ecosystem, such as
destruction of forests and desertification?
Others.
Landscape (Sensitive areas, etc.)
How is present condition concerning the landscape including coastal
zone?
Are adverse effects on landscape anticipated?
In coastal zone, is there possibility of negative impacts on the
landscape including valuable topography, mangrove, others?

12 - 5
Hazards (Wadi flow, flash flood, sand storm, etc.)
How is present condition concerning the hazards?
Is there a potential to occur the disasters related to the roads consisting
of traffic accidents by rainfall, traffic interruption and scouring, and
bank erosion by flash flood along wadis, traffic interruption by sand
storm and fog, slope failure (including land slide), interruption by sand
dune, land subsidence in a limestone area, etc.?
Others.
Regional development on Natural Environment
How is present condition concerning the regional development?
Does road construction in undeveloped areas involve the possibility of
major damage to the natural environment caused by new regional
development after opening roads to traffic?
Others.
Other Impacts on Natural Environment
Are other project specific negative impacts anticipated?
If impacts are anticipated, has sufficient consideration been accorded to
measures for the mitigation?
Others.
Social Environment

Cultural heritage (Fort, ruin, etc.)

How is present condition concerning the cultural heritage?
Is there any possibility that the project will damage properties or
historical sites that are of great historical, cultural, or religious value?
Others.
Wastes (Litter along the road, wastes during construction, etc.)
How is present condition concerning the wastes?
Has careful consideration been given to the methods for treatment and
disposal of general wastes and industrial wastes?
Do wastes comply with the country's standards?
Others.
Regional development on social environment (Division of
community, traffic volume, etc.)
How is present condition concerning the regional development?
Does road construction in undeveloped areas involve the possibility of
major impacts on the lives of local inhabitants due to new regional
development after opening roads to traffic?
Others.
Other impacts on the social environment
Are other project specific negative impacts anticipated?
If impacts are anticipated, has sufficient consideration been accorded to
measures for the mitigation?
Others.

12 - 6
Figure 12.1-2 Location of Selected Project Roads

12 - 7
12.2 RESULTS OF IEE STUDY

12.2.1 Results of IEE

The environmental checklists, table and figure of the IEE results are shown in
Appendix 12 –1, Table 12.2-1 and Figure 12.2-1, respectively.

The impact rating of each environmental item is classified into five classes, consisting
of 1, 1~2, 2, 2~3 and 3 classes. Each class of impact to the environment is described as
follows:

Class 1 : None to slight impact

Class 1~2 : Slight to moderate
Class 2 : Moderate impact
Class 2~3 : Moderate to significant impact
Class 3 : Significant impact

12.2.2 Comprehensive Evaluation of the Project Roads

The comprehensive environmental evaluation of the project was examined based on

the present environmental condition, proposed project road design, future traffic
volume, other development plan, etc. Results of the examination are shown in Table
12.2-1 (right side).

The evaluation rating is classified into five classes, consisting of 1, 1~2, 2, 2~3 and 3
classes same as impact rating for the environmental items. Each class of the evaluation
is described as below.

Class 1: is thought to be acceptable, because of minimum impact to the environment.

Class 1~2: is slight to moderate impact to the environment, and the countermeasures
for that impact might be relatively simple in general.
Class 2: is moderate impact to the environment, and the project area seems to be
relatively sensitive environment. As the environment will be obviously/
potentially received serious influence, the countermeasures for the
mitigation should be required.
Class 2~3: is moderate to significant impact to the environment, and the project area
might be quite sensitive environment. As the environment will get a serious
influence for relatively short time, the countermeasures for the mitigation
should be required, and partial alteration of the project might be required as
an alternative plan.
Class 3: is significant impact to the environment, and the project area generally might

12 - 8
be very sensitive environment. As the environment will be immediately get
a serious influence for a short time, the countermeasures for the mitigation
and alteration of the project as well as alternative plan should be required.
In addition, one of the alternative plans includes abandon of the project.

12 - 9
 Table 12.2-1 Comprehensive Evaluation of Initial Environmental Examination (1) ~ (9)
(1)
Environmental Items *1
Project Evaluation
Impact Rating: 1 = Slight, 2 = Moderate, 3 = Significant Main Factors of Impact with Project Mitigation Measures
No. *1
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
W1 2 1 2 1 1 1 1 1 1 1 1 1 1 1 1 1 - Increased traffic volume. 2 -Traffic regulation in urbanized area.
W2 2 1 2 1 1 1 1 1 1 1 1 1 1 1 1 1 - Increased traffic volume. 2 - Traffic regulation in urbanized area.
- Traffic regulation in urbanized area.
- Increased traffic volume.
- Minimizing excavation and embankment by
D2 1 1 1~2 1 1~2 1 1 2 1 1 1 1 1~2 1 1 1~2 - Alteration of topography. 2
adjusting alignment road height.
- Passing near As Saleel National Park.
- Adjusting of alignment.
- Passing beside Bahla Fort (World Heritage).
D3 1 1 1 1 1 1 1 1~2 1 1 1 1 2~3 1 1 1~2 2~3 - Adjusting of alignment.
- Relocation of houses, mosque, etc.
- Adjusting of alignment. Site investigation for

12 - 10
D4-1 1 1 1 1 1 1 1 1 1 1 1 1 1~2 1 1 1 -Influence to cultural heritage. 1~2
cultural heritage.
D4-2 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Insignificant impact. 1 -
D4-3 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Insignificant impact. 1 -
D4-4 1 1 1 1 1 1 1 1 1 1 1 1 1~2 1 1 1 -Influence to cultural heritage. 1~2 - Adjusting of alignment.
-Traffic regulation in urbanized area.
- Increased traffic volume.
- Minimizing excavation and embankment by
D4-5 1 1 1~2 1 1~2 1~2 1 2 1 1 1 1 1~2 1 1 1~2 - Deforestation by excavation and embankment. 2
adjusting alignment road height.
- Increased accident of domestic animals, etc.
- Fencing for domestic animals.
*1: 1: Air Pollution, 2: Effluent, 3: Noise and Vibration, 4: Land Subsidence, 5: Topography and /Geology, 6: Soil,
7:Hydrology/ groundwater, 8: Eco-system, Flora and Fauna, 9: Landscape, 10: Hazards,
11: Regional Development on Natural Environment, 12: Other Impacts on Natural Environment, 13: Cultural Heritage,
14:Waste, 15: Regional Development on Social Environment, and 16: Other Impacts on Social Environment.
 (2)
Environmental Items *1
Project
Impact Rating: 1 = Slight, 2 = Moderate, 3 = Significant Main Factors of Impact with Project Evaluation Mitigation Measures
No.
1 5 6 7 8 9 10 11 12 13 14 15 16

- Increased traffic volume. -Traffic regulation in urbanized area.

- Alteration of topography. - Minimizing excavation and embankment by
D5 1 1 1~2 1 2 1 1 2 1 1 1 1 1~2 1 1 2 2
- Deforestation by excavation and embankment. adjusting alignment road height.
- Increased accident of domestic animals, etc. - Fencing for domestic animals.
- Alteration of topography. - Minimizing excavation and embankment by
D6 1 1 1 1 1~2 1 1 1~2 1 1 1 1 1 1 1 1~2 - Deforestation by excavation and embankment. 1~2 adjusting alignment road height.
- Relocation of houses. - Adjusting of alignment.
D7 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Insignificant impact. 1 -
- Deforestation by excavation and embankment. - Minimizing excavation and embankment by

12 - 11
D8 1 1 1 1 1 1 1 1 1 1 1 1 1~2 1 1 1~2 - Influence to cultural heritage. 1~2 adjusting alignment road height.
- Increased accidents of domestic animals. - Adjusting of alignment. Site investigation.
- Increased traffic volume. Traffic regulation in urbanized area.
- Alteration of topography - Minimizing excavation and embankment by
D9 1~2 1 1~2 1 1~2 1 1~2 1~2 1 1 1 1 1~2 1 1 1~2 - Deforestation by excavation and embankment. 1~2 adjusting alignment road height.
- Influence to cultural heritage. - Adjusting of alignment. Site investigation.
- Increased accidents of domestic animals. - Fencing for domestic animals.
- Influence to cultural heritage. - Adjusting of alignment. Site investigation.
D10 1 1 1 1 1 1 1 1 1 1 1 1 1~2 1 1 1~2 1~2
- Increased accidents of domestic animals. - Fencing for domestic animals.
D11 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 2 - Relocation of some houses. 2 - Adjusting of alignment.
D12 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1~2 - Increased accidents of domestic animals. 1~2 - Fencing for domestic animals.
- Alteration of topography. - Minimizing excavation and embankment by
D13 1 1 1 1 1~2 1 1 2 1 1 1 1 1 1 1 1~2 - Deforestation by excavation and embankment. 2 adjusting alignment road height.
- Increased accidents of domestic animals. - Fencing for domestic animals.
 (3)
Environmental Items *1
Project
Impact Rating: 1 = Slight, 2 = Moderate, 3 = Significant Main Factors of Impact with Project Evaluation Mitigation Measures
No.
1 5 6 7 8 9 10 11 12 13 14 15 16

- Alteration of topography. - Minimizing excavation and embankment by

D14 1 1 1 1 2 1~2 1 2 1~2 1 1 1 1 1 1 2 - Deforestation by excavation and embankment. 2 adjusting alignment road height.
- Relocation of houses. - Adjusting of alignment.
D15 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 - Insignificant impact. 1 -
- Increased traffic volume. -Traffic regulation in urbanized area.
- Alteration of topography. - Minimizing excavation and embankment by
N1-1 1~2 1 1~2 1 1~2 2 1~2 2 1 1 1 1 1 1 1 1~2 - Deforestation by excavation and embankment. 2 adjusting alignment road height.
- Influence to cultural heritage. - Adjusting of alignment. Site investigation.
- Increased accidents of domestic animals. - Fencing for domestic animals.

12 - 12
N1-2 1~2 1 1~2 1 1~2 2 1~2 2 1 1 1 1 1 1 1 1~2 - Same as above. 2 - Same as above.

N1-3 1~2 1 1~2 1 1~2 2 1~2 2 1 1 1 1 1 1 1 1~2 - Same as above. 2 - Same as above.

N1-4 2 1~2 2 1 2 2 2 2 2 2 1 1 2 2 1 2 - Same as above. 2 - Same as above.

N1-5 1~2 1 1~2 1 1~2 2 1~2 2 1 1 1 1 1 1 1 1~2 - Same as above. 2 - Same as above.

- Increased traffic volume. -Traffic regulation in urbanized area.

- Alteration of topography. - Minimizing excavation and embankment by
N3 2 1 2 1 1~2 2 1~2 2 1 1 1 1 1 1 1 2 - Deforestation by excavation and embankment. 2 adjusting alignment road height.
- Relocation of houses. - Adjusting of alignment.
- Increased accidents of domestic animals. - Fencing for domestic animals.
- Alteration of topography. - Minimizing excavation and embankment by
N4 1 1 1 1 1~2 1 1 1~2 1 1 1 1 1~2 1 1 1 - Deforestation by excavation and embankment. 1~2 adjusting alignment road height.
- Influence to cultural heritage. - Adjusting of alignment. Site investigation.
 (4)
Environmental Items *1
Project
Impact Rating: 1 = Slight, 2 = Moderate, 3 = Significant Main Factors of Impact with Project Evaluation Mitigation Measures
No.
1 5 6 7 8 9 10 11 12 13 14 15 16

- Alteration of topography. - Minimizing excavation and embankment by

N5 1 1 1 1 1~2 1 1 1~2 1 1 1 1 1~2 1 1 1 - Deforestation by excavation and embankment. 1~2 adjusting alignment road height.
- Influence to cultural heritage. - Adjusting of alignment. Site investigation.
- Alteration of topography.
- Minimizing excavation and embankment by
- Influence to sand desert wildlife.
N6 1 1 1~2 2 2 1 1 2~3 2 1~2 1 1 1~2 1 1 1 2~3 adjusting alignment road height.
- Permanent occurrence of sand storm.
- Adjusting of alignment.
- Influence to cultural heritage.
- Alteration of topography.
- Minimizing excavation and embankment by
- Influence of inlet and wadi mouths.
adjusting alignment road height.

12 - 13
N7 1 1 1 1 2 1 1~2 3 2 1 1 1 1 1 1 1 - Passing in the Jabel Samhan Natural Reserve 3
- Adjusting of alignment.
- Influence of mountainous and marine wildlife.
- Examination of alternatives or abandon of project.
- Influence to cultural heritage.
- Minimizing excavation and embankment by
N9-1 1 1 1 1 1 1~2 1 1~2 1 1 1 1 1 1 1 1 - Passing near the Jabel Samhan Natural Reserve 1~2
adjusting alignment road height.
N9-2 1 1 1 1 1 1 1 1~2 1 1 1 1 1 1 1 1 - Same as above. 1~2 - Same as above.
- Alteration of topography. - Minimizing excavation and embankment by
N10 1 1 1 1 2 1 1 2 2 1 1 1 1~2 1 1 1 - Passing near the Jabel Samhan Natural Reserve. 1~2 adjusting alignment road height.
- Influence to cultural heritage. - Adjusting of alignment.
- Alteration of topography.
- Minimizing excavation and embankment by
- Deforestation by excavation and embankment.
N11 1 1 1 1 1~2 1~2 1 2 1~2 1 1 1 1~2 1 1 1~2 2 adjusting alignment road height.
- Influence to cultural heritage.
- Adjusting of alignment.
- Relocation of houses.
 (5)
Environmental Items *1
Project
Impact Rating: 1 = Slight, 2 = Moderate, 3 = Significant Main Factors of Impact with Project Evaluation Mitigation Measures
No.
1 5 6 7 8 9 10 11 12 13 14 15 16

- Minimizing excavation and embankment by

- Alteration of topography.
N12 1 1 1 1 1 1~2 1 2 1~2 1 1 1 1 1 1 1 2 adjusting alignment road height.
- Deforestation by excavation and embankment.
- Adjusting of alignment.
- Alteration of topography. - Minimizing excavation and embankment by
- Deforestation by excavation and embankment. adjusting alignment road height.
N13 1 1 1 1 2 2 1 2 1~2 1 1 1 1~2 1 1 1~2 2
- Influence to cultural heritage. - Adjusting of alignment.
- Increased accidents of domestic animals. - Fencing for domestic animals.
- Alteration of topography. - Minimizing excavation and embankment by
N14 1 1 1 1 2 2 1 2 1~2 1 1 1 1 1 1 1~2 - Deforestation by excavation and embankment. 2 adjusting alignment road height.

12 - 14
- Increased accidents of domestic animals. - Fencing for domestic animals.
N15 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1~2 - Increased accidents of domestic animals. 1~2 - Fencing for domestic animals.
N16 1 1 1 1 1 1 1 1 1 1 1 1 1~2 1 1 1 - Influence to cultural heritage. 1~2 - Adjusting of alignment.
N17 1 1 1 1 1 1 1 1 1 1 1 1 1~2 1 1 1 - Influence to cultural heritage. 1~2 - Adjusting of alignment.
- Alteration of topography. - Minimizing excavation and embankment by
N18 1 1 1 1 1~2 1~2 1 1~2 1 1 1 1 1 1 1 1 1~2
- Deforestation by excavation and embankment. adjusting alignment road height.
- Alteration of topography. - Minimizing excavation and embankment by
N19-1 1 1 1 1 1~2 1~2 1 1~2 1 1 1 1 1~2 1 1 1 - Deforestation by excavation and embankment. 1~2 adjusting alignment road height.
- Influence to cultural heritage. - Adjusting of alignment.
N19-2 1 1 1 1 1~2 1~2 1 1~2 1 1 1 1 1~2 1 1 1 - Same as above. 1~2 - Same as above.
- Alteration of topography. - Minimizing excavation and embankment by
- Deforestation by excavation and embankment. adjusting alignment road height.
N20 1 1 1 1 2 1~2 1 2 2 1 1 1 1 1 1 1~2 2
- Increased accidents of domestic animals. - Fencing for domestic animals.
- Relocation of some houses. - Adjusting of alignment.
 (6)
Environmental Items *1
Project
Impact Rating: 1 = Slight, 2 = Moderate, 3 = Significant Main Factors of Impact with Project Evaluation Mitigation Measures
No.
1 5 6 7 8 9 10 11 12 13 14 15 16

- Alteration of topography. - Minimizing excavation and embankment by

N21 1 1 1 1 2 2 1 2 1~2 1 1 1 1 1 1 1~2 - Deforestation by excavation and embankment. 2 adjusting alignment road height.
- Increased accidents of domestic animals. - Fencing for domestic animals.
N22 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 - Insignificant impact. 1 -
N23 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 - Insignificant impact. 1 -
- Minimizing excavation and embankment by
- Alteration of topography.
adjusting alignment road height.
N24 1 1 1 1 2 1~2 1 2 1 1 1 1 1 1 1 1~2 - Passing near “Jabel Samhan Natural Reserve”. 1~2
- Adjusting of alignment.
- Increased accidents of domestic animals.
- Fencing for domestic animals.

12 - 15
N25 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 - Insignificant impact. 1 -
N26 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 - Insignificant impact. 1 -
- Increased traffic volume. -Traffic regulation in urbanized area.
- Alteration of topography. - Minimizing excavation and embankment by
N27 1~2 1 1~2 1 1~2 1~2 1 2 1 1 1 1 1 1 1 1~2 2
- Deforestation by excavation and embankment. adjusting alignment road height.
- Increased accidents of domestic animals. - Fencing for domestic animals.
- Alteration of topography. - Minimizing excavation and embankment by
N28 1 1 1 1 1~2 1~2 1 2 1 1 1 1 1~2 1 1 1 - Deforestation by excavation and embankment. 2 adjusting alignment road height.
- Influence to cultural heritage. - Fencing for domestic animals.
- Alteration of topography. - Minimizing excavation and embankment by
N29 1 1 1 1 1~2 1~2 1 1~2 1 1 1 1 1 1 1 1 1~2
- Deforestation by excavation and embankment. adjusting alignment road height.
- Alteration of topography. - Minimizing excavation and embankment by
N30 1 1 1 1 1 1~2 1 1~2 1 1 1 1 1 1 1 1 1~2
- Deforestation by excavation and embankment. adjusting alignment road height.
 (7)
Environmental Items *1
Project
Impact Rating: 1 = Slight, 2 = Moderate, 3 = Significant Main Factors of Impact with Project Evaluation Mitigation Measures
No.
1 5 6 7 8 9 10 11 12 13 14 15 16

N31 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 - Insignificant impact. 1 -

N32 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 - Insignificant impact. 1 -
- Alteration of topography. - Minimizing excavation and embankment by
N33 1 1 1 1 1~2 1~2 1 1~2 1~2 2 1 1 1~2 1 1 1 - Deforestation by excavation and embankment. 2 adjusting alignment road height.
- Increased accidents of domestic animals. - Fencing for domestic animals.
- Alteration of topography. - Minimizing excavation and embankment by
N34 1 1 1 1 1 1~2 1 2 1 1 1 1 1 1 1 1 2
- Deforestation by excavation and embankment. adjusting alignment road height.
- Minimizing excavation and embankment by
- Deforestation by excavation and embankment.
adjusting alignment road height.
N36 1 1 1 1 1 1 1 2 1 12 1 1 1~2 1 1 1~2 - Influence to cultural heritage. 2

12 - 16
- Adjusting of alignment.
- Increased accidents of domestic animals.
- Fencing for domestic animals.
- Alteration of topography. - Minimizing excavation and embankment by
N37 1 1 1 1 1~2 1 1 2 1 1 1 1 1~2 1 1 1 - Deforestation by excavation and embankment. 2 adjusting alignment road height.
- Influence to cultural heritage. - Adjusting of alignment.
- Alteration of topography.
- Minimizing excavation and embankment by
- Deforestation by excavation and embankment.
N38 1 1 1 1 1~2 1 1 1~2 1 1 1 1 1~2 1 1 2 2 adjusting alignment road height.
- Influence to cultural heritage.
- Adjusting of alignment.
- Relocation of some houses.
- Alteration of topography. - Minimizing excavation and embankment by
N40 1 1 1 1 1 1~2 1 1 1 1 1 1 1 1 1 1 1~2
- Deforestation by excavation and embankment. adjusting alignment road height.
- Alteration of topography. - Minimizing excavation and embankment by
N41 1 1 1 1 1~2 1~2 1 2 1 1 1 1 1~2 1 1 1 - Deforestation by excavation and embankment. 2 adjusting alignment road height.
- Influence to cultural heritage. - Adjusting of alignment.
 (8)
Environmental Items *1
Project
Impact Rating: 1 = Slight, 2 = Moderate, 3 = Significant Main Factors of Impact with Project Evaluation Mitigation Measures
No.
1 5 6 7 8 9 10 11 12 13 14 15 16

- Influence to cultural heritage.

N43 1 1 1 1 1 1 1 1 1 1 1 1 1~2 1 1 2 2 - Adjusting of alignment.
- Relocation of some houses.
- Alteration of topography. - Minimizing excavation and embankment by
N44 1 1 1 1 1~2 1 1 2 1 1 1 1 2 1 1 1 - Deforestation by excavation and embankment. 2 adjusting alignment road height.
- Influence to cultural heritage. - Adjusting of alignment.
N45 1 1 1 1 1~2 1 1 2 1 1 1 1 2 1 1 1 - Same as above. 2 - Same as above.
N46 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 - Insignificant impact. 1 -
- Influence to marine wildlife and mangrove - Minimizing excavation and embankment by
vegetation. adjusting alignment road height.
N47 1 1 1 1 1 1 1 3 1~2 1 1 1 1 1~2 1 1 3

12 - 17
- Influence to cultural heritage. - Adjusting of alignment.
- Increased waste due to visitors. - Provision of trashcan at parking area.
B1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 2 - Relocation of some houses and farms. 2 - Adjusting of alignment.
B2 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1~2 - Relocation of some houses and farms. 1~2 - Adjusting of alignment.
B3 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1~2 - Relocation of some houses and farms. 1~2 - Adjusting of alignment.
B5 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1~2 - Relocation of some houses and farms. 1~2 - Adjusting of alignment.
B6 1 1 1~2 1 1 1 1 1 1 1 1 1 1 1 1 1 - Increased traffic volume. 1~2 -Traffic regulation in urbanized area.
- Influence to cultural heritage.
B7 1 1 1 1 1 1 1 1 1 1 1 1 1~2 1 1 2 2 - Adjusting of alignment.
- Relocation of some houses and farms.
- Increased traffic volume.
B8 1 1 1~2 1 1 1 1 2 1 1 1 1 1 1 1 2 - Passing near the National Park. 2 - Adjusting of alignment.
- Relocation of some houses and farms.
 (9)
Environmental Items *1
Project
Impact Rating: 1 = Slight, 2 = Moderate, 3 = Significant Main Factors of Impact with Project Evaluation Mitigation Measures
No.
1 5 6 7 8 9 10 11 12 13 14 15 16

B9 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Insignificant impact. 1 -
G1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Insignificant impact. 1 -
G2 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Insignificant impact. 1 -
G3 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Insignificant impact. 1 -
G4 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Insignificant impact. 1 -
G5 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Insignificant impact. 1 -
G6 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Insignificant impact. 1 -
G7 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Insignificant impact. 1 -
G8 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 1 Insignificant impact. 1 -

12 - 18
*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
Figure 12.2-1 Project Location Map with Results of IEE

12 - 19
12.2.3 Results of Comprehensive Evaluation

1) Class 3

Project roads of N7 and N47 are designated as Class 3 by the comprehensive

evaluation.

a. Project road N7

The project road of N7 is located between Hasik and Shuwaymiyah; the length of
the project road is 80 km. No roads presently exist in the project area, and the road
alignment is also not fixed yet. The coastal line between Hasik and Shuwaymiyah is
locally formed narrow sand beach, and white Increase of vertical cliffs, consisting of
mainly marl and limestone, mostly occupy in the project area.

The proposed road runs along the coastal line, and the project area belongs to the
“Jebel Samhan Nature Reserve” area. Valuable wildlife and eco-system exist in the
area.

Flora: Thick vegetation forming the dominant woodland species consisting of

various species with various species of wildlife. The vegetation mainly consists of
Accacia spp., Anogeissus dhofarica (zerkin), Blepbarispermum bitum (khfut), Boscia
arabica (simer), Bostvellia sacra (luban), Craton confertus (hor), Maytenus spp., etc.
The chief species is Anogeissus dhofarica, which is associated with several
othertrees and large shrubs such as Commiphora and Acacia species, forms the
woodland vegetation.

Fauna: Wildlife in the area includes; The last population of the Arabian Leopard,
Nubian ibex, Arabian Gazelle, Striped Hyenas, Wild Cats, Caracal, Wolves and
Foxes. Smaller mammals including rodents and foxes (Lupes lupes arabica) are
found in the area, along with a number of bird species. A number of rare species of
birds such as Herons, Masked Boobies and Socotra Comorants are also found
breeding in the area and on the cliffs. Numerous camels, cows and goats are fed in
the area. However, several cows and gouts are victims by traffic accidents.
Numerous kinds of birds are found in the area.

Although the protection area is mostly sheltered by steep mountainous topographic

region, in case of the project road is constructed in the area, the road will not only
play a role of connection between Hasik and Shuwaymiyah, but also make direct
and easy access to the “Jebel Samhan Nature Reserve” area.

12 - 20
b. Project road N47

The project road of N47 is located at Flim and Mahawt Island; the length of
proposed project road is 6 km. No roads presently exist in the project area. The road
area is located shallow sand beach until island. The island is temporarily used for
fishermen (400~600 families) from September to April.

Seashore of the Flim side forms wide lagoon and green mangrove. Various and
valuable coastal marine wildlife exist in the area. In addition, the sea surrounding of
the island forms rich fishing bank, such as barracuda, porgy, etc. The fishing bank
and mangrove are so sensitive that the significant influence to the habitants around
island might be anticipated to occur due to the road construction.

The proposed road needs crossing several deeply incised wadis and massive cut and
embankment; therefore the construction of the road is examined significant impacts.

2) Class 2~3

Project roads of D3 and N6 are designated as Class 2~3 by the comprehensive

evaluation.

a. Project road D3-1

The project road of D3 is located between Nizwa and Ibri; particularly road section
D3-1 between Nizwa and Bhalah is the most sensitive zone. The length of the road
section D3-1 is 36 km. The road traverses mostly flat on the Low Terrace and
Alluvial wadi plains along the middle stream of Wadi Khalbuh until Tanuf. After
Tanuf, the road passes low hilly terrain in the southern foot of Jabal Hajar
Mountains until Bahlah. The existing 2-lane metalled road passes in the central part
of Bahlah and adjoining of the Bahlah Fort (UNESCO).

The proposed 4-lane metalled road needs massive cut and embankment and the
future traffic volume is predicted more than 10,000 veh/day, therefore relatively
significant impacts will occur in the Nizwa and Bahlah urban areas due to the
proposed road. Particularly, the road alignment should be examined in the Bahlah
urban and cultural heritages zone, because central part of Bahlah is not enough space
for the 4-lane metalled road alignment.

b. Project road N6

The project road of N6 is located between Al Ashkharah and Shanna; the length of

12 - 21
the project road is 164 km. Many aspects of this part of the coast have been
identified as being particularly valuable from an ecological perspective. As such the
project area has become one of the most visited areas in Oman by tourists who want
to experience ‘untouched’ coastal and dune habitat.

Coastal set back regulations are adhered to given the sensitivity of the coastal
environment, and its importance to birdlife. The road alignment within the dune
system is kept at least 400 meters from the coastline to ensure beach replenishment
and to avoid impacting sensitive coastal habitats.

3) Class 2

Project roads of W1, W2, D2, D4-5, D5, D11, D13, D14, N1-1~1-5, N3, N11, N12,
N13, N14, N20, N21, N27, N28, N33, N34, N36, N37, N38, N41, N43, N44, N45,
B1, B7 and B8 are designated as Class 2 by the comprehensive evaluation.

a. Project road W1 and W2

The project roads of W1 and W2 are located between Barka and Al Muladdah
(Junction to Al Rustaq); the length of the project road is 181 km. The
proposed road design is widen to 6-lane metalled road, however the road will
be utilized inner area of existing ROW.

The major impact occurs only increased traffic volume. The future traffic
volume in the project roads is predicted more than 40,000 veh/day; therefore
significant impacts of air quality and noise might occur in the urban area,
junction and roundabout. The periodical monitoring for the air quality, noise,
etc. should be required.

b. Project road D2, N33, N36, N37, N38 and B8

The project roads of D2, N33, N36, N37, N38 and B8 are located in the Al Hajar
Ash Sharqi Mountains. These project areas are characterized by passing in the
mountainous to hilly regions. The roads pass mostly along wadis and small terraces.

Major impacts are mainly composed of alteration of topography by excavation and

embankment and influence to the eco-system, flora and fauna. The project roads
traverse mostly sparse vegetation, but the roads pass limited vegetation zones and
farmlands with several settlements along the wadis. The vegetation in the region
mainly consists of an open xenomorphic Euphorbia community type. Wildlife
includes gazelle, red fox and small rodents. The IUCN red list of threatened animals

12 - 22
(IUCN 1990) describes the mountain gazelle as vulnerable. Particularly,
southeastern part of the region is proclaimed as protection area of “As Saleel
National Park”.

The influence due to the road construction and existence of metalled roads in the
region will be extended to not only deforestation of wadi vegetation, but also cut
corridor of wildlife and split of habitants. Therefore, minimizing excavation and
embankment by adjusting alignment road height should be strongly required.

c. Project roads of D5, D11, N27, N28, N41, N43, N44 and N45

The project roads of D5, D11, N27, N28, N41, N43, N44 and N45 are located in the
Al Hajar Mountains. Crossing the mountainous region or passing the western wing
of the mountains characterizes these project areas. Most of the road alignment
follows along wadi.

Major impacts are mainly composed of alteration of topography by excavation and

embankment and influence to the eco-system, flora and fauna. The alteration of
topography by the construction of road in the mountainous region influences not
only to local topographical features but also to the surface soil, ecology and
landscape in the region due to massive excavation and embankment, including main
road construction, borrow pits, construction camps, etc.

The project roads traverse into thick vegetation zones and farmlands with several
villages where vegetation in the region is found along the entire stretch of the project
area. And thick vegetation zones are mostly situated in a narrow wadi channels,
showing shallow underflow or surface flow in many places. 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.

Wildlife known to the area includes 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.
Whilst the area does not have official reserve status, permits are required to enter
some areas. Any development in the area will be considered as having a significant
impact as a result of the valuable nature of the habitat.

The influence due to the road construction and existence of metalled roads in the

12 - 23
region will be extended to not only deforestation of wadi vegetation, but also cut
corridor of wildlife and split of habitants. Therefore, minimizing excavation and
embankment by adjusting alignment road height should be required.

d. Project road D13, D14, N11, N12, N13, N14, N20, N21 and N34

The project roads D13, D14, N11, N12, N13, N14, N20, N21 and N34 are located in
the Salalah region of the south most of Oman. These project roads are characterized
by steep slope and limestone cliff, covered by thick vegetation, connecting between
salalah flat terraced lowland and flat desert highland.

Major impacts are mainly composed of alteration of slope topography by excavation

and embankment and deforestation of vegetation in the region.

Flora: Thick vegetation forming the dominant woodland species consisting of

various species with various species of wildlife. The vegetation mainly consists of
Accacia spp., Anogeissus dhofarica (zerkin), Blepbarispermum bitum (khfut), Boscia
arabica (simer), Bostvellia sacra (luban), Craton confertus (hor), Maytenus spp., etc.
The chief species is Anogeissus dhofarica, which is associated with several other
trees and large shrubs such as Commiphora and Acacia species, forms the woodland
vegetation.

Fauna: Wildlife in the area includes; The last population of the Arabian Leopard,
Nubian ibex, Arabian Gazelle, Striped Hyenas, Wild Cats, Caracal, Wolves and
Foxes. Smaller mammals including rodents and foxes (Lupes lupes arabica) are
found in the area, along with a number of bird species. Numerous camels, cows and
goats are fed in the area. However, several cows and gouts are victims by traffic
accidents. Numerous kinds of birds are found in the area.

Particularly, the impacts due to the massive excavation and embankment will extend
not only to the topographical features, but also to the eco-system, landscape,
drainage, etc. The corridor (green belt) of wildlife will be cut and occur split of
habitants. Examination of road alignment and minimizing of excavation and
embankment should be required for the mitigation of impacts.

e. Project road N1-1~1-5

The project roads from N1-1 to N1-5 are located between Barka and Shinas;
the length of the project road is 270 km. The road is located at inner side
along the existing Batinah Highway, and the road area is mostly Low hilly
and terrace plain topographic region with relatively thin to thick vegetation.

12 - 24
The proposed 4-lane metalled road needs massive cut and embankment,
slight number of resettlement, protection of flash flood, etc. In addition, the
future traffic volume is very high, predicted more than 20,000 veh/day,
therefore relatively significant impacts will occur in the area.

f. Project road N3-1 ~ N3-5

The project roads from N3-1 to N3-5 are located between Bait Al Barakah
and Khatmet Malahah; the length of the project road is 255 km. The road is
located along the coastal line of the Al Batinah region, and the road area is
mostly developed alluvial sediments, Aeolian beach sand and sand dunes.
The area is covered by thick vegetation and forms continuous agricultural
belt (green belt) as well as numerous villages scattered.

The proposed 4-lane metalled road needs vast land of agricultural farm,
therefore many resettlements will occur. In addition, the future traffic volume
is very high, predicted more than 10,000 veh/day, therefore relatively
significant impacts will occur in the area.

g. Project road B1 and B7

Project roads of B1 and B7 are bypass for Sinaw and Adam Towns, respectively.

The project road of B1 is located in Sinaw; the length of the project road is 6
km. The low-lying hills in the southern part of the project area may present
alignment issues and obstruction. Hence, the road alignment of the proposed
bypass should be re-examined for mitigation of the impacts.

The project road of B7 is located in Adam; the length of the project road is 5
km. The proposed alignment of the bypass to the west of Adam appears to
present no significant impact to the project area. Sites of historical value were
identified during the surveys and these should be avoided by any construction
activity.

4) Class 1~2

Project roads of D4-1 ~ D4-4, D6, D8, D9, D10, D12, N4, N5, N9-1, N9-2, N10,
N15, N16, N17, N18, N19-1, N19-2, N24, N29, N30, B2, B3, B5 and B6 are
designated as Class 1~2 by the comprehensive evaluation.

12 - 25
 The slight to moderate impacts, consisting of the alteration of topography by
excavation and embankment, deforestation of wadi vegetation and road alignment,
are likely to effect to the environmental items, comprising of Topography and
Geology, Soil, Eco-system, Flora and Fauna, Cultural Heritage and Other Impacts on
Social Environment.

Alteration of topography by excavation and embankment, as well as borrow pits and

construction camps, is likely to effect to the items of Topography and Geology, Soil
and Eco-system, Flora and Fauna. Deforestation of wadi vegetation makes serious
influence to Eco-system, Flora and Fauna and Soil. Road alignment makes influence
to Cultural Heritage and Other Impacts on Social Environment.

There is not enough data and information concerning the Cultural Heritage; hence
the site investigation of the cultural heritage will be required before construction.
The Other Impacts on Social Environment mainly consist of traffic accidents of
domestic animals and wildlife.

5) Class 1

Project roads of D4-2, D4-3, D7, D15, N22, N23, N25, N26, N31, N32, N40, N46,
B9, G1 ~ G8 are designated as Class 1 by the comprehensive evaluation. The project
will be inside of the ROW and no influence to the outside of the project area.

12.2.4 Tentative Mitigating Measures with Project

1) Air Pollution

Future traffic volume in 2030 is anticipated ranging from very low (less than 100
veh/day) to very high (more than 20,000 veh/day) of traffic volume. Project roads of
W1-1~W1-2, D5-1~D-2, N1-1~N1-5 and N3-1~N3-5 will be predicted increase of
traffic volume, more than 20,000 veh/day, particularly traffic volume of W1, W2 and
N1 will be increased more than 50,000 veh/day. Hence, the air pollution by the
exhaust gas from increased automobiles might occur in limited urban areas and
intersections.

As to the mitigating measures for air pollution in the limited urban areas, traffic
management system and enhance public transportation will be required depend on
the result of monitoring of air quality. In addition, it is necessary to install
systematical monitoring system for air quality in urban areas.

12 - 26
2) Effluent

Suspended solids (SS) caused from the roads will be improved by the installation of
side ditches for discharging smoothly to the existing watercourse (wadi).

Effluent including SS, oil, grease, fuel, etc. from construction sites, asphalt plant,
construction camp and quarry site should be treated before discharge to the existing
watercourse, and oil, grease, etc should be collected and recycled.

3) Noise (and vibration)

Future traffic volume of project roads of W1-1, W1-2, D5-1, D5-2, N1-1 ~ N1-5 and
N3-1 ~ N3-5 in 2030 is anticipated to increase more than 20,000 veh/day. The noise
pollution will be caused in limited urban areas and intersection. And in case that the
project road passes narrow wadi channel and settlement locates beside the road, i.e.
Project road No.27; Hatta and Ar Rustaq, further traffic volume is 10,000 veh/day,
noise pollution will occur.

As to the mitigating measures for noise pollution in the limited urban areas, traffic
management system will be required depend on the result of monitoring of air quality.
In case at the site of narrow wadi channel, it will be necessary to install soundproof
to the windows faced to the road.

4) Land Subsidence

The roadbed of the project road generally consists of stable gravel or bedrocks. As no
soft earth is distributed in the project area, the land subsidence will not occur.

5) Topography and Geology

Alteration of topography due to massive excavation and embankment are constructed

along the existing road and proposed roads also need massive cut and embankment
in many cases. The impacts will be widely extended to not only Topography and
Geology, but also landscape, eco-system, fauna and flora, drainage, etc.

The mitigating measures of alteration of the topography should be examined

realignment and alternatives including bridge and tunnel, etc.

6) Soil

Soil is scarcely developed in the project area, and soil erosion is caused by drainage

12 - 27
water and wind. Most of soil is eroded and transferred from origin to downstream of
wadis and formed wadi sediments as alluvial deposits.

Particularly, soil erosion by rainwater will be mitigated due to installation of

drainage system.

7) Hydrology and Groundwater

Existing national roads are installed culverts and drainpipes along the wadis. The
slopes are also installed side ditches. It is necessary to density installation of
drainage system in case of the project roads.

Flash flood will occur in many wadis around the Oman Mountains and Salalah area.
Particularly, the areas of Dank to Ibri, Quriyat, Sur and Salalah have Increase of
potential to occur flash floods, and road damages due to flash flood had occurred in
many places. Bridges and box culverts should be constructed instead of Irish
crossing in order to mitigate impact by the flash flood.

8) Ecosystem, Flora and Fauna

Thick vegetation and valuable wildlife are found in the Oman Mountains, Batinah
Region, Salalah area and near coastal line of the central part of Oman. Particularly,
the slopes, facing to the south, in Salalah area are covered by rich vegetation living
with wildlife as well as grazing domestic animals.

Road construction traversing into the thick vegetation area should be avoided for the
conservation of eco-systems. Hence, it is necessary to minimize right-of-way and
affecting area.

The project roads, adjoined to the protection area, should be considered to set buffer
zone, notice board, fence, etc. in order to avoid damage from poaching, etc.

9) Landscape

Landscapes depend on the Topography and Geology, vegetation, water, natural

heritage, etc. Massive cut and embankment, felling of forest, etc. should be avoid or
minimize in road construction.

10) Regional Development on the Natural Environment

Road planning is necessary to examine on the regional developments in the project

12 - 28
 area for the mitigation of the impacts to the natural environment.

11) Hazards

Hazards related to the project roads mainly consist of traffic accident by domestic
animals and rainfall, flash flood along wadis, traffic interruption by sand storm and
sand dune, slope failure, etc. The establishment of monitoring system for various
hazards will be required.

12) Wastes

Litter boxes are installed each parking area and bus stop along the major roads. The
Directorate General of Roads (MT&C) has a function to manage of cleaning of the
national roads, and major roads relatively keep being clean.

13) Cultural Heritage

Prior road construction, the Ministry of Heritage and Culture will carry out site
investigation for the cultural heritage. In case of encountered heritages, road
alignment should be amended to avoid the land of heritage.

14) Regional Development on the Social Environment

Road planning is necessary to examine on the regional developments in the project

area for the mitigation of the impacts to the social environment.

On the resettlement by road alignment, resettlement by road alignment of resident

for the road construction should be minimized or avoided due to change of road
alignment.

12.3 RECOMMENDATIONS

1) Project road N7

The project road of N7 is Increase of negative impacts to the topography/geology,

eco-system, flora and fauna, landscape, etc. The proposed road runs along the
coastal line, and the project area belongs to the “Jebel Samhan Nature Reserve” area.
Valuable wildlife and eco-system exist in the area.

The protection area is mostly sheltered by steep mountainous topographic region. In

case of the project road is constructed in the area, the road will not only play a role

12 - 29
of connection between Hasik and Shuwaymiyah, but also make an access road
directly and easily to the “Jebel Samhan Nature Reserve” area.

It is necessary to re-examine alternatives and countermeasures for the mitigation of

the impacts due to the road construction. The implementation of comprehensive EIA,
including marine wildlife investigation, is strongly recommended.

2) Project road N47

The project road of N47 is Increase of negative impacts to the eco-system, flora and
fauna, topography/geology, and landscape. The eco-system mainly consists of wide
lagoon, scattered mangrove, fishing bank and sea current, etc. Particularly, sea
current around the Mahawt Island will be sensitively impact due to the road
construction.

The mitigation of the impacts due to the road or bridge is extremely difficult.
Therefore, alternatives, including abandon of the road project, should be
re-examined. The implementation of comprehensive EIA, including sea current
investigation, is strongly recommended.

3) Project road D3-1

Project road of D3-1 is designated as Class 2~3 by the comprehensive evaluation.

Therefore, the mitigation of the impacts and alternatives due to the road construction
should be re-examined. The implementation of comprehensive EIA, including detail
investigations, is strongly recommended.

4) Project road N6

Project road of N6 is designated as Class 2~3 by the comprehensive

evaluation.

Therefore, the mitigation of the impacts and alternatives due to the road
construction should be re-examined. The implementation of comprehensive
EIA, including detail investigations, is strongly recommended.

6) Project roads of D4-1 ~ D4-4, D6, D8, D9, D10, D12, N4, N5, N9-1, N9-2, N10,
N15, N16, N17, N18, N19-1, N19-2, N24, N29, N30, B2, B3, B5 and B6 are
designated as Class 1~2 by the comprehensive evaluation.

12 - 30
Project roads of W1-1, W1-2, W2-1, W2-2, D2, D3-2, D6, D8, D9, D10, D11, D12,
N9, N10, N12, N15, N18, N19, N22, N24, N27, N28, N29, N38, N41, N43, B2 and
B5 are designated as Class 2 by the comprehensive evaluation.

Therefore, the mitigation of the impacts due to the road construction should be
examined. The implementation of comprehensive EIA is recommended.

7) Project roads of D4-1 ~ D4-4, D7, D15, N2, N16, N17, N23, N25, N26, N30,
N31, N32, N40, N46, B3, B4, B6 and B9

Project roads of D4-1 ~ D4-4, D7, D15, N2, N16, N17, N23, N25, N26, N30, N31,
N32, N40, N46, B3, B4, B6 and B9 are designated as Class 1~2 by the
comprehensive evaluation.

Therefore, the mitigation of the impacts due to the road construction should be
examined. The implementation of comprehensive EIA or partial EIA on assigned
environmental items after scoping is recommended.

8) Project roads of D4-2, D4-3, D7, D15, N22, N23, N25, N26, N31, N32, N40,
N46, B9, G1 ~ G8

Project roads of D4-2, D4-3, D7, D15, N22, N23, N25, N26, N31, N32, N40, N46,
B9, G1 ~ G8 are designated as Class 1 by the comprehensive evaluation. The project
will be inside of the ROW and no influence to the outside of the project area.

Therefore, none of EIA or partial EIA after scoping is recommended.

12 - 31
 CHAPTER 13

ROAD MAINTENANCE
AND MANAGEMENT PLAN
 CHAPTER 13

ROAD MAINTENANCE AND MANAGEMENT PLAN

13.1 REVIEW OF CURRENT PRACTICE OF MAINTENANCE

13.1.1 Type of Maintenance Works

Maintenance works are usually categorized into the following three types:

・ Routine maintenance
・ Periodical maintenance
・ Other maintenance

Table 13.1-1 presents examples of typical work items of these types of maintenance.

Table 13.1-1 Examples of Typical Work Items for Maintenance Types

Type of Maintenance Examples of Typical Work Items
Routine Maintenance - Cleaning of road surface, side ditches, culverts etc
- Trimming and cutting of trees and grasses
- Checking and replacing defective parts of road lamps,
traffic signs, guard rails etc.
Periodical Maintenance - Overlay and rehabilitation of pavement
- Replacement of expansion joints, bearing shoes etc. of
bridges
- Repainting of steel bridges
Other Maintenance - Repair of parts of road damaged by natural disaster
- Repair of defects of bridges other than those done in
Periodical Maintenance

13.1.2 Length of Roads Maintained

Table 13.1-2 shows the total lengths of paved roads and track roads maintained by DGR
in each region. DGR is currently maintaining 5,170 km of paved roads and 12,375 km
of track (unpaved) roads. Table 13.1-3 shows the total lengths of paved roads and track
roads maintained by DGC.

13 - 1
 Table 13.1-2 Total Length of Roads and Contract Amounts of Maintenance
Paved Road Track Road
Ave. Unit
Total Contract Ave. Unit Total Contract
Price
Region Length Amount Price Length Amount
(RO
(km) (RO 1,000) (RO /km/yr) (km) (RO 1,000)
/km/yr)
Musandam 115 540 1,174 449 851 473
Al Batinah 1,198 1,596 333 3,586 2,767 193
A’Dhahira 638 1,756 688 2,658 1,517 143
A’Dakhliyah 1,186 1,840 388 2,796 1,862 166
2,120
(Include 186
A’ Sharqiyah 933 1,756 470 2,855
those of Al
Wusta)
31 (Included
(Included in in Ash N.A.
Al Wusta 1,100 2,382 541
Ash Sharqiyah)
Sharqiyah)
Total 5,170 9,870 477 12,375 9,117 184
Total Contract Amount RO 18.987 million (4 years)
Per Year RO 4.747 million
Note: Contract Period 2002-2005

Table 13.1-3 Lengths of Roads Maintained by DGC (km)

Paved Road Track Road
Total Length Contract Amount Total Length Contract Amount
(km) (RO 1,000) (km) (RO 1,000)
1375 2,471 2,581 5,540

13.1.3 Out-sourcing of Maintenance Works

DGR and DGC have already adopted out-sourcing (privatization) of maintenance

works. Actual maintenance works are undertaken by private firms (contractors) while
DGR and DGC supervise the works done by the contractors. The work items included
in the contract of maintenance are routine maintenance and some small-scale emergent
repair works for damages caused by traffic accidents or by rain and wadi floods as
described in Subsection 4.2.2.

Table 13.1-2 shows contract amounts of maintenance works. Wide variation is seen
both in unit cost for paved roads and track roads among regions. This may be due to
large difference of conditions such as terrain and distance from the bases of labor,
material and equipment. On nationwide average basis, unit costs of maintenance are
RO 477 and RO 184 for paved roads and track roads, respectively. Average annual
maintenance cost for DGR is approximately RO 4.75 million.

13 - 2
 In many countries, maintenance cost of paved road is smaller than that of unpaved
road due to frequent grading of unpaved surface. In case of the Sultanate, higher
maintenance cost of paved roads is attributed to higher level of maintenance applied
for paved roads. While the main work of maintenance of track roads is grading of the
surface, the maintenance works of paved roads include various items including
cleaning of side ditches and culverts, small repair of pavement and other facilities of
roads, and replacement of damaged guard rail, which are not included in the work
items of maintenance of track roads.

Another unique feature of practice of road maintenance of Oman is relatively long

contract period (4 years). This contract system gives both advantages and
disadvantages as follows:

Advantages
・ Workload of DGR officials for tendering-bidding-contracting is greatly reduced
compared with the shorter contract period.
・ Contractors are assured for jobs for relatively long period and can make plan for
stable supply of labor, material and equipment, resulting in reduced costs.

Disadvantage
・ Once a contractor is awarded a contract, usually the contract is assumed to continue
for 4 years. Thus, contractor tends to be satisfied with minimum level of work
quality.

Considering these advantages and disadvantage, the preset system is judged to be

appropriate unless some new problems become apparent in the future.

13.2 FUTURE MAINTENANCE DEMAND

13.2.1 Total Length of Paved Roads to be Maintained

The lengths of DGR roads and DGC roads by surface and road type at present and in
the future are summarized in Table 13.2-1 and graphically shown in Figure 13.2-1.
Figure 13.2-1 compares the total lengths of paved primary and secondary road in year
2003 and 2030 both in simple lengths and the length converted to “Single-
Carriageway-Equivalent Length” (the length of double carriageway (4-lane) roads
multiplied by 2 to equalize with single carriageway roads with regard to the work load
of maintenance).

13 - 3
Table 13.2-1 Length of Roads by Surface and Road Type (Unit: km)
As of 2003 Increase Increase As of
in with
Pavement/Road Type DGR DGC Total 2030
04-05 M/P
Paved, Double Carriageway (1) 461 70 531 114 1,959 2,604
Single-Carriageway-Equivalent 922 140 1,062 228 3,972* 5,262
Length [(1) x 2] (2)
Paved, Single Carriageway (3) 4,709 1,346 6,055 1,138** 2,909** 8,493
Subtotal for Paved Road (Single
5,170 1,416 6,586 1,252 4,865 11,097
and Dual) [(1) + (3)]
Subtotal of Paved Road
(in Single-Carriageway- 5,631 1,486 7,117 1,366 6,878 13,755
Equivalent-Length) [(2) + (3)]
Local & Access Road1
(Out of M/P)
Paved Road*** (4) 0 2,218 14,593 - 5,000*** 5,000***
Unpaved Road*** 12,375 - (-7,500) (7,093)
Total Length of Paved Road
5,170 1,416 - 16,097
[(1) + (3) + (4)]
Total Length of Paved Road in
Single-Carriageway-Equivalent 5,631 1,416 7,117 - - 18,755
Length [Total of (2) + (3) + (4)]
* Section of widening for 6 lanes are multiplied by 3.
** Length of dualized section (new construction of expressway & bypasses not included) is
subtracted.
*** It is expected that track roads will be constructed during Master Plan Period. However, for the
purpose of Maintenance Plan, it is assumed that the existing track roads will be paved and no new
track roads will be constructed. Further, an average annual growth rate of total length of paved road
is assumed to be 500 km/yr. Out of total 12,500 km of growth of length of paved roads for the
period 2006-2030, about 5,000 km is scheduled in the Master Plan. The remaining 7,500 km is
assumed to be attained by paving of local and access roads.

16,000
13,755
14,000

12,000 11,097
Total Length (km)

10,000 Paved Single &

Dual
8,000 7,117 Carriageway
6,586
6,000 Single-
Carriageway
4,000 Equivalent
2,000

0
2003 2030
Year

Figure 13.2-1 Future Increase of Paved Road Length

1 Local and access roads are out of scope of this Study. However, workload of maintenance of these
roads needs to be taken into account in preparing maintenance plan.

13 - 4
 Figure 13.2-2 shows the total length of paved roads including Primary, Secondary,
Access and Local Roads in “Single-Carriageway-Equivalent Length”. As it is seen in
the table and figure, total lengths of paved roads to be maintained by DGR and DGC
in year 2030 will increase to about 3 times of that in year 2003, mainly due to increase
in paved local and access roads. Routine maintenance with higher cost than that of
track roads will be necessary for the extended paved road network.

20,000 18,597 3,000

18,000 2,604
16,000 2,500

Total Length (km)

14,000
Total Length (km)

2,000
12,000

10,000 1,500
8,000 6,586
1,000
6,000
531
4,000
500
2,000

0 0
2003 2030 2003 2030
Year Year

Figure 13.2-2 Total Length of Paved Roads Figure 13.2-3 Increase in Length of Dual
Including Access & Local Carriageway Roads
Roads

Figure 13.2-3 shows increase of total length of dual carriageway roads. Maintenance
of dual carriageway roads requires higher level of works because of its higher travel
speed of vehicles than that of single carriageway roads. This increase in total length of
dual carriageway roads will result in increase in workload of maintenance.

13.2.2 Rehabilitation of Pavement

When the total length of paved roads grows, the cost of periodic maintenance (overlay/
rehabilitation) of pavement often imposes considerable financial burden to the
government.

1) Life Period of Pavement in Oman

“Road Inventory Update”, DGR, 1993 lists the years of construction of roads. Ages of

13 - 5
existing pavement can be calculated from this Road Inventory Update. Table 13.2-2
shows the ages of pavements which were completed before 1990 and present condition
of these pavements rated through the Road Inventory Survey of this Study. As it is
seen in the table, many pavements which are 25 years old or older are still in good or
fair condition, meaning no urgent rehabilitation is necessary. According to DGR, no
overlay has been executed on these pavements except for Batinah Highway (NR 01).
For other road sections with “Bad” pavement condition, such as Bid Bid-Sur Road
(NR 23) and Adam-Thumrayt Road (NR 31), rehabilitation is currently being
implemented. Therefore, it is assumed that the average life period of pavement is 25
years.

Table 13.2-2 Age and Condition of Pavement (Constructed Before 1990)*

Road No. Road Name (Section) Year of Age Present Remarks
Opening (Years) Condition**
01 Batinah Highway 1973-74 30-31 F-G (Part. B) Heavy traffic
Patching done
05 Wadi Hatta Road 1978 (81) 26 (23) G
07 Sohar-Buraymi Road 1977 27 G (Part. F)
09 Al Khaburah-Ibri Rd 1979 25 F
(Ibri-Daiz Sec)
11 Muladdah-Rustaq Rd 1976 28 G
13 Barka-Rustaq Rd 1982 22 G
15 Rusayl-Nizwa Rd 1975 29 F-G Dualized in
2002
21 Ibri-Buraymi 1976 28 G
Nizwa-Ibri 1978-80 24-26 F-G
23 Bid Bid-Sur Rd 1977 27 F-B (Part. G)
27 Sinaw-Mudaibi-Haimah 1987-88 16-17 G
28 Lisq-Ibra 1988 16 G
29 Ibri-Tanam 1976 28 F
31 Firq-Adam-Thumrayt 1980-82 22-24 B-F-G Unfavorable
subgrade
Thumrayt-Alalah 1976 28 G
suspected
47 Salalah-Raysut 1973 31 F
Raysut-Mughsayl 1082 22 F
Mughsayl-Furious 1989 15 F
* Local roads and roads in Muscat Governorate are not included.
** G: Good F: Fair B: Bad
Data source for year of construction of pavement: Highway Inventory Data, DGR, 1993

13 - 6
 2) Ages of Existing Pavement

Figure 13.2-4 shows the total lengths of pavement constructed in the past 5-Year Plans.
Majority of pavement were constructed after 1980, meaning that they are less than 25
years old. However, 2,107 km of pavement was constructed in 1980 or before. If
pavements need rehabilitation 25 years after their construction, these old pavements
will need rehabilitation in the period of next 7th 5-year Development Plan. This will
require considerable cost and effort of DGR staff.

3,000
Growth of Paved Road (km)

2,597
2,500
2,107
2,000 1,665
1,458
1,500
1,026
1,000 723
500
0
-1980 81-85 86-90 91-95 96-00 00-05
Period

Figure 13.2-4 Total Lengths of Pavement Constructed in Past 5-Year Plan Periods

13.3 PROBLEMS OF FUTURE MAINTENANCE

Since maintenance works are contracted out and contractors have satisfactory
capacities for accomplishing their tasks, there will be little problems in actual
implementation of execution works in the future. Relatively few problems are
anticipated with regard to future road maintenance on the side of DGR and DGC
except the following two major problems:

(i) Financial burden

(ii) Insufficient institutional capacity of DGR

The problem of financial burden is discussed in the following subsection while the
problem of insufficient institutional capacity is discussed in Section 13.6
“Organizational Plan”.

13 - 7
13.4 MAINTENANCE PLANNING

Planning of road maintenance aims at preparing the schedule of necessary works,

including pavement rehabilitation, and estimation of required fund to implement the
scheduled works. In this section, mainly routine maintenance and periodical
maintenance and their required budgets are discussed. Other types of maintenance,
such as repair of damages caused by flash floods, are not discussed since they are
difficult to forecast. It is practical to plan the repair works after such damage
happened.

13.4.1 Routine Maintenance

1) Growth of Road Length in Future

Table 13.4-1 and Figure 13.4-1 show the growths of total length of paved roads,
converted into Single- Carriageway-Equivalent Length (SCEL) in 7th to 11th 5-Year
Development Plan periods.

Table 13.4-1 Growth of Paved Road Length ( SCEL) (Unit: km)

5-Yerar Plan Period 2005 7th 8th 9th 10th 11th
(2006-10) (2011-15) (2016-20) (2021-25) (2026-30)
Increase (M/P) 0 1,025 891 1687 676 1,101
Total Length at the 8,483 9,508 10,399 11,895 12,762 13,755
End of Period
Increase of Local & 0 1,000 1,000 1,000 1,000 1,000
Access Road
Total of All Paved 8,483 10,008 11,399 12,395 13,762 18,755
Roads

20,000
18,755
18,000
16,762
16,000
14,895
14,000 13,755
Total Length (km)

12,399 12,762
12,000 11,895
10,508 10,399
10,000 9,508
8,000 8,483

6,000 Total
5,000
4,000 4,000 Single + Dual
3,000
2,000 2,000 Local &
1,000 Access
0 0
2005 2006-10 2011-15 2016-20 2021-25 2026-30
5-Year Plan Period

Figure 13.4-1 Growth of Paved Road Length (in SCEL)

13 - 8
2) Cost for Routine Maintenance

To estimate the cost of routine maintenance, the total length of roads to be maintained
in each 5-Year Plan period is calculated by averaging the length at the beginning and
end of each period. Table 13.4-2 shows the average road length used in the cost
estimation of routine maintenance.

Table 13.4-2 Calculation of Average Road Length (SCEL: km)

5-Year Plan Period 7th 8th th
9 10th
11th
(2006-10) (2011-15) (2016-20) (2021-25) (2026-30)
Length at Beginning of 8,483 9,508 10,399 11,895 12,762
Period
Length at End of Period 9,508 10,399 11,895 12,762 13,755
Average Length 8,996 9,954 11,147 12,329 13,259

Table 13.4-3 and Figure 13.4-2 show the cost of routine maintenance estimated using
the average unit costs shown in Table 13.1-2. The cost of routine maintenance of the
Master Plan for the 7th 5-Year Period is about RO 23 million. It increases to RO 34
million in 11th 5-Year Period.

Current unit costs of maintenance for paved and track road are RO 477/km/year and
RO 184/km/year, respectively, as presented in Table 13.1-2. Considering the possible
price escalation, and based on the discussions with DGR, the above unit costs are
increased to RO 510/km/year and RO 220/km/year, respectively, to be used in the
Master Plan (See Table 13.4-3).

Table 13.4-3 and Figure 13.4-2 show also the maintenance cost of local and access
roads which are not included in the Master Plan. It should be noted that the total of
routine maintenance costs for these roads amounts to about 70% (in 7th 5-Year Period)
to about 50 % (in 11th 5-Year Period). Therefore, sufficient consideration should be
given to secure these maintenance costs.

The Total of routine maintenance costs for the Master Plan and local & access roads
for 5-Year Periods are about RO 40 million in 7th 5-Year Development Plan and
increases to about RO 53 million in 11th 5-Year Development Plan.

13 - 9
 Table 13.4-3 Cost for Routine Maintenance
5-Year Period 7th 8th 9th 10th 11th
(‘06-‘10) (‘11-‘15) (‘16-‘20) (‘21-‘25) (‘26-‘30)
Master Plan Roads
Average Maintenance 8,996 9,954 11,147 12,329 13,259
Length*(SCEL: km)
Unit Cost (RO/km/yr) 510 510 510 510 510
Maintenance Cost 4.588 5.076 5.685 6.288 6.762 MP Total
(Per Year) (RO million)
(Per 5-Year Period) 22.94 25.38 28.42 31.44 33.81 141.99
(RO million)
Local & Access Roads (Out of Master Plan)
Ave. Maintenance Length 500 1,500 2,500 3,500 4,500
(Paved Road) (km)
Unit Cost (RO/km/yr) 510 510 510 510 510
Maintenance Cost 0.255 0.765 1.275 1.785 2.295
(Per Year) (RO million)
Ave. Maintenance Length 13,593 11,593 9,593 7,593 5,593
(Track Road) (km)
Unit Cost (RO/km/yr) 220 220 220 220 220
Maintenance Cost 3.100 2.770 2.330 1.890 1.450
(Per Year) (RO million)
Subtotal for Access & Local 3.355 3.535 3.605 3.675 3.745 Total
Maint. Cost for Local & 16.78 17.68 18.03 18.38 18.73 89.60
Access Road per 5-Year
Grand Total 39.72 43.06 46.45 49.81 52.54 231.59
* Average of road length at the beginning and end of the Plan
Maintenance Cost for 5-Year Periopd

60

52.54
50 49.81
46.45
43.06
40 39.72
(RO Million)

33.81
31.44
30 28.42
25.38
22.94
20 18.38 18.73
16.78 17.68 18.03
Master Plan
10
Local &
0 Access
Total
7th 8th 9th 10th 11th
5-Year Period

Figure 13.4-2 Cost of Routine Maintenance for Each 5-Year Plan Period

13 - 10
13.4.2 Periodic Maintenance

1) Main Work Item of Periodic Maintenance

Periodic maintenance includes such works as pavement overlay, pavement

rehabilitation, replacement of expansion joint and bearing shoe of bridge and
repainting of steel bridges. In case of the Sultanate, the number of bridges is still very
limited and cost and workload for these maintenance works are very small compared
with those of overlay/rehabilitation of pavement to the extent that they can be
disregarded in the Master Plan. (However, this does not mean that these maintenance
works can be ignored, of course.)

As for periodic maintenance of pavement, almost all the textbooks of pavement

emphasize the importance of sealing of cracks and overlay at appropriate timing to
prevent premature failure and minimize the overall maintenance cost of pavement.
However, in case of the Sultanate, actual life periods of pavement are very long
compared with those in other countries, even without overlay. This situation is
illustrated in Subsection 13.2.2. The long life of pavements in the Sultanate may be
attributed to the following facts:

・ Light traffic: In the past and at present, traffic volumes on majority of roads in
the Sultanate, with few exceptions such as Batinah Highway and Bid Bid-Sur
Road (NR 23), are small. In addition, percentage of heavy vehicles in the traffic is
also usually small.
・ Favorable subgrade condition: In many cases, materials of subgrade are
granular (gravel or sand). These types of materials usually have high bearing
capacity. Accordingly, the strength of entire pavement (including subgrade) is
very high.
・ Scarce rainfall: In many other countries, rainwater is a major cause of premature
failure of pavement. Once cracks start to develop in the pavement, rain water
infiltrate to base course, subbase course and subgrade and lessens the bearing
capacities of these materials, leading to rapid progress of development of cracks.
In case of the Sultanate, rainfall is very scarce. In addition, the material of the
subgrade is usually granular and does not weaken very much with little
infiltration of rainwater.

As revealed through the Road Inventory Survey, pavements with noticeable cracks can
support heavy vehicles and vehicles can travel at high speed such as 120 km/hr.

For these reasons, it is considered that rehabilitation (reconstruction) at the time of

substantial development of cracks and before development of potholes, as currently

13 - 11
practiced, is the most practical way of periodical maintenance of pavement in the
Sultanate. Accordingly, this method is adopted and incorporated as the main work item
of the periodic maintenance in the Master Plan.

2) Future Demand of Pavement Rehabilitation

Based on the length of pavement constructed each 5-Year Periods in the past, as
presented in Figure 13.2-1, the future demand of pavement rehabilitation is estimated.
The following assumptions are adopted in the process of estimation:

・ Basic life period of pavement is 25 years.

・ Although the pavements to be rehabilitated in 7th 5-Year Development Plan
(2006-2010) (constructed in 1980 or before) are aged more than 25 years, one
quarter (1/4) of the total length to be rehabilitated in this period do not need
rehabilitation during 7th period and the rehabilitation can be carried forward to 8th
period. This assumed that many of these pavements are rated as “Good” in the
Inventory Survey.
・ Similarly, one quarter of the total length for 8th (2011-2015) period is carried
forward to 9th period considering that the increase of traffic volume of heavy
vehicles is still moderate.
・ As for the pavements to be rehabilitated in 9th (2016-2020) and 10th (2021-2026)
period, the life of all the pavement becomes 25 years due to increase in traffic
volume of heavy vehicles.
・ As for one quarter (1/4) of the pavements to be rehabilitated in 11th (2021-2025)
and 12th (2031-2035; not included in Master Plan) period, the life is shortened to
20 years due to further increase in heavy vehicles, and this length is advanced to
the preceding periods (10th and 11th, respectively).

Table 13.4-4 shows the process and the result of estimation of future demand of
pavement rehabilitation. Figure 13.4-3 graphically shows the future demand of
pavement rehabilitation.

Table 13.4-4 Estimation of Future Demand of Pavement Rehabilitation (km)

5-Year Plan Period 7th 8th 9th 10th 11th 12th
Basic Length for Rehabili. 1,877* 1,458 1,026 723 1,665 2,597
Carried Over to 469.3 364.5 0 0 0 0
Next Period
Carried Over from 0 469.3 364.5 0 0 0
Preceding Period
Advanced to 0 0 0 0 416.3 649.3
Preceding Period
Advanced from 0 0 0 416.3 649.3 -
Next Period
Total Length of Rhabili. 1,408 1,563 1,391 1,139 1,898 -
* Among 2,107 km constructed before 1980, 230 km have been rehabilitated in 6th Plan period.

13 - 12
 2,000 1,898

Length for Rehabilitation (km)

1,563
1,500 1,408 1,391
1,139
1,000

500

0
7th 8th 9th 10th 11th
5-Year Plan Period

Figure 13.4-3 Future Demand of Pavement Rehabilitation

3) Cost of Pavement Rehabilitation

Unit Cost
Unit costs of pavement rehabilitation are estimated in Section 11.3 and presented in
Table 13.4-5 below:

Table 13.4-5 Unit Cost of Pavement Rehabilitation (2 Lane) (RO 1,000/km)

Terrain Flat Rolling Mountainous
Unit Cost 33 39 43

The result of Road Inventory Survey showed the shares of terrain types over the
existing road network as presented in Table 13.4-6. (See Subsection 4.4.2)

Table 13.4-6 Share of Terrain Type

Terrain Flat Rolling Mountainous Total
Share (%) 84 6 10 100

Based on these shares, average unit cost of pavement rehabilitation is calculated as

follows:

Average Unit Cost = [(33 x 84) + (39 x 6) + (43 x 10)]/100 = 34.36 (RO 1,000)

This unit cost, however, is considered to be low according to DGR. Therefore, RO

50,000/km/year is adopted as the unit cost. Costs of pavement rehabilitation for each

13 - 13
5-Year Plan period is obtained by multiplying the above average unit cost by the
length to be rehabilitated in the period. Table 13.4-7 and Figure 13.4-4 show cost of
pavement rehabilitation for each 5-Year Plan period.

Table 13.4-7 Cost of Pavement Rehabilitation for Each 5-Year Plan Period
5-Year Plan Period 7th 8th 9th 10th 11th Total
Length of Rehabilitation 1,408 1,563 1,391 1,139 1,898 7,398
Unit Cost (RO/km) 50,000 50,000 50,000 50,000 50,000 -
Total Cost (RO million) 70.39 78.14 69.53 56.96 94.90 369.92

100.00 94.90
Rehabilitation (RO Mill.)

78.14
80.00
Cost of Pavement

70.39 69.53
56.96
60.00

40.00

20.00

0.00
7th 8th 9th 10th 11th
5-Year Plan Period

Figure 13.4-4 Cost of Pavement Rehabilitation for Each 5-Year Plan Period

4) Identification of Sections to be Rehabilitated

Among paved sections with a total length of 5,925 km surveyed under the Road
Inventory Survey, 5.5 % equivalent to 326 km are rated as “Bad” and 1.5 % or about
90 km are rated as “Very Bad”. (Sections rated as Bad and Very Bad are listed in
Appendix 4-2.) Pavements of some of these sections are being rehabilitated or being
planned to be rehabilitated in the near future. The remaining sections need to be
rehabilitated as soon as possible, or in 7th 5-Year Plan Period (2006-2010), at latest.

Other sections to be rehabilitated in 7th 5-Year Plan Period should be identified based
on the results of pavement condition survey. The pavement condition survey should
focus on the sections with “Fair” rating as indicated in Appendix 4-2, particularly
those aged more than 20 years.

13 - 14
 Pavement condition survey should be conducted preferably every year. The sections to
be rehabilitated in the following year (or in the same year if urgent) should be
identified and the rehabilitation plan for the following year should be prepared.

Further, life period of pavement may become shorter than that of present due to the
increase in traffic volume, especially that of heavy vehicles. Traffic volume is one of
the governing factors of pavement life period.

Pavement condition survey require substantial field work of engineers since it needs
visual observation of pavement conditions. For this reason, it is proposed that the
capacities of Regional Road Departments be strengthened as described in Section
13.7.

13.5 TRAFFIC MANAGEMENT AND ROAD USERS SERVICES

Traffic management2 is very important for efficient usage of road facilities. Even if a
road is physically in a good condition, there may be confusion in traffic if proper
traffic management is not applied. In the past, road administration of the Sultanate has
been mainly concentrated on physical improvement of road facilities. Now that the
physical road facilities have been substantially improved, attention should be directed
towards better usage of road facilities through proper implementation of traffic
management measures.

The major part of “traffic administration” is “traffic control”. Royal Oman Police
(ROP) is the principal line agency for traffic control. Present traffic control by ROP
includes the following:

・ Installation and operation of traffic lights and traffic signs

・ Designation and enforcement of speed limits
・ Regulation and enforcement of parking
・ Regulation of travel of heavy vehicles
・ Closure of road due to traffic accident, hazardous road and weather conditions
including flood in wadi.

In many countries including Japan, traffic control centers are established and operated

2 Similar terminologies as “traffic control”, “traffic management”, “traffic administration” and “traffic
operation” are used. In this report, the word “traffic control” is used to mean regulation and enforcement
of vehicle speeds, parking, manner of driving vehicle or vehicle travel and other similar subjects which
are implemented by police departments in many countries while the “traffic administration” is used to
mean actions done to secure safe and smooth traffic. Thus “traffic administration” as used in this report
covers wider spectrum of actions than, and including, “traffic control”.

13 - 15
 jointly by police department and road administrator to provide better traffic control
utilizing data/information of traffic volume, weather traffic condition including
accident and congestion etc. Figure 13.5-1 shows an example of traffic control center
jointly operated by police department and road administrator.

Figure 13.5-1 Example of Traffic Control Center

Other types of traffic management actions are usually intended to improve

convenience of drivers and passengers, and, thus, often called “road user services”.
They are implemented mainly by road administrator or planned by road administrator
and implemented by a third party including private enterprises. Road user services are
important and effective for increasing usage of roads or travels on roads. Therefore,
road user services are important for future development of road traffic.

13.5.1 Road User Services

Providing good driving environment is indispensable for safe and comfortable travel.
The types of services which should be available to the road users include the
following:

(i) Services of supplying fuel

(ii) Services of repair shop
(iii) Services of restaurant
(iv) Road-side repair or towing services to repair shop for broken-down vehicles
(v) Medical services (for those involved in accident or unexpected illness)
(vi) Information on road (cities and towns on the route, road number, etc.)
(vii) Information on traffic condition and weather (traffic congestion, accident, road
works, hazardous weather conditions such as heavy rain, strong wind and flood,
etc.)

1) Supply of Fuel, Repair Shop, Restaurant and Towing Service

13 - 16
Items (i) to (iv) are needed for daily use of roads. In the Sultanate, in case of relatively
large cities or along heavily trafficked road, gasoline stations located at sufficient
intervals and the services of repair shop and restaurant or food stuff are often provided.
On the other hand, these services are difficult to find on the roads with low traffic
volume. Awareness of the road users that such services are available at certain
intervals gives the road users a sense of “secured” and encourage them to travel long
distance. Therefore, the Government should encourage opening of such shops. On
some important road with small traffic volume, such as NR 31 in Al Wusta Region, it
may be necessary that the government subsidize the providers of such services for the
benefit of road users.

2) Information on Roads

For those drivers who are not familiar with the road maps of the area, one of the most
useful information is road number (NR 01, etc.). Currently, there are “Confirmatory
Signs” showing the name of cities ahead of the road with road number. However,
intervals of such signs are not close enough. One of the measures for the insufficiency
of such signs is to install clear and easy-to-recognize signs of road numbers along the
road at closer intervals and after major junctions. Signs of road numbers are
particularly helpful for tourists and drivers from neighboring countries. Figure 13.5-2
shows an example of rod number sign.

Figure 13.5-2 Road Number Sign

3) Information on Traffic Condition and Weather

Information on the traffic condition and weather on the road section ahead is important
for drivers to minimize delay as well as to avoid accident. Type of information needed
by drivers include the following:

・ Closure of road by wadi flood, traffic accident, road maintenance works etc.
・ Traffic congestion in large cities or those caused by special event such as festival

13 - 17
 ・ Recommended detour route
・ Hazardous weather condition including heavy rain and possibility of wadi floods.

There are mainly two methods to transmit above information to drivers:

・ Radio broadcasting
・ Road-side information board with changeable messages

Provision of road/traffic information is very effective since all the vehicles are
equipped with radio and drivers often listen to radio broadcasting. Where feasible and
appropriate, designated frequency of radio broad casting is exclusively used for traffic
information. Figure 13.5-3 (a) and (b) show examples of sign indicating radio
frequency for traffic information and traffic information board.

(a) Sign showing Radio Frequency

for Traffic Information (b) Traffic Information Board
[Message: Be aware of strong wind!]

Figure 13.5-3 Sign of Traffic Information Radio and Traffic Information Board

4) Medical Services

Medical services for those injured in traffic accidents or unexpected illness do not
need to be directed exclusively to road users but any medical facility along the road
can be used for this type of services. Necessity of such services is best illustrated by
the case of a serious bus accident occurred on NR 31 near Hayma on 27 April 2004. In
this accident, one passenger was killed and 13 passengers were seriously injured.
Some the injured were transported to Nizwa for treatment. Usually, treatment of
injuries caused by traffic accidents needs to be done as soon as possible. In critical
cases, delay of treatment by 10 minutes may result in unnecessary death. Therefore,
clinics/hospitals need to be located at appropriate intervals such as 100 km.
Ambulance cars with crews trained for firsthand medical treatment should be stationed
at these clinics/hospital. These clinics/hospitals for ordinary medical services for the
local residents can be designated for emergency treatment for road accidents.

13 - 18
13.5.2 Michi-No-Eki (Road Station) or Highway Oasis

Road Station, or Michi-No-Eki, is a comprehensive form of road user services as

described in the previous subsection. It is a large-scale rest area equipped with toilet,
restaurant, public telephone and shops of souvenir and local products (often with gas
station). This type of facility was first started in Japan a little more than 10 years ago.
Figure 13.5-4 shows conceptual illustration and a photo of an example of Road
Station.

One of the most often, and sometimes serious, problem for drivers and passengers is
toilet. The idea of Mici-No-Eki started from providing clean and comfortable toilet to
travelers. This idea is now developed to more positive idea of “promoting the
communication between travelers and local people”. One of the important features of
Michi-No-Eki is that local products are sold by local people in the kiosk located in the
Road Station. This is expected to let local products known to the other parts of the
country and promote local industrial activities.

Figure 13.5-4 Conceptual Illustration and Example Photo of Michi-No-Eki (Road

Station)

Separate from the idea of Road Station, there is another idea to encourage local
industries called “One Village, One Product”, or “Isson Ippin Undou”, proposed by Mr.
Hiramatsu, then the Govenor of Ooita Prefecture, Japan more than 10 years ago. This
idea is to encourage each remote villages to produce at least one local product unique
to that village and activate the remote village which otherwise may be “sleeping”.

The ideas of Michi-No-Eki combined with “One Village, One Product” are expected to
encourage local industries in remote villages not only in Japan but in some other
countries in Asia. World Bank has also noticed the significance of these ideas and has
done some survey on possibility of introducing similar ideas in developing countries.

13 - 19
 Michi-No-Eki may be one of the measures which can be introduced to the Sultanate to
promote rural economic activities of remote villages utilizing the strengthened
function of road network.

“Highway Oasis” is the terminology used for the rest areas located along the national
expressways in Japan. Function and basic idea (communication of travelers and the
local people) of Highway Oasis is same to those of Michi-No-Eki. Difference is that
Highway Oasis is for national expressway and Michi-No-Eki is for other (ordinary)
national highways. The name of “Highway Oasis” may be more suitable if similar
facility will be constructed in the Sultanate.

13.6 INTELLIGENT TRANSPORT SYSTEM (ITS)

Owing to the advancement of technologies in various fields, as typically represented

by IT (Information Technology), new system of road user services, combined with
road maintenance, are becoming available. The entire scheme of such system of road
user services and road maintenance is called Intelligent Transport System, or ITS. The
followings are some examples of such new road user services being experimented and
implemented in developed countries. These services may become appropriate or
necessary in the Sultanate in the near future.

1) Concept of ITS

Figure 13.6-1 shows the conceptual illustration of ITS. ITS is constructed on the
infrastructure such as communication satellite, GPS and mass data/information
transmission system including optic fiber network.

Followings are some examples of ITS technologies which are being studied or
experimented and expected to be applicable to roads in the Sultanate.

1) Warning of Hazard at “Blind” Curve

Figure 13.6-2 schematically shows the warning system of hazard at “blind” curve.
When, there is a vehicle stopping on a carriageway which is not visible from the
coming vehicle, such at blind curve, the sensor installed at such location detects such
vehicle and turns on the warning sign located well ahead. This may be effective to
reduce the chances of accidents on the roads in mountainous terrain in the Sultanate.

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Figure 13.6-1 Conceptual Illustration of ITS

13 - 21
 Figure 13.6-2 Warning System of Hazard at Blind Curve

2) Detection of Cut Slope Failure

Figure 13.6-3 shows the system of detection of cut slopes failure utilizing GPS.
Movement of critical cut slopes located distant from maintenance office is observed
utilizing GPS. The data of movement of cut slope are transmitted to the nearby
maintenance office so that the maintenance office can take precautious actions. This
system is being used in practice in Japan and may be useful for similar situation in the
Sultanate.

3) Observation of Hazardous Natural Phenomena

Figure 13.6-4 shows the system of hazardous natural phenomena. In the particular case
of the example shown here, rough wave of sea is observed for traffic safety of raods
running adjacent to the coast. The same system may be adopted to observe cirtical
wadi crossing of important roads in the Sultanate.

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 Figure 13.6-3 Detection of Cut Slope Failure

Figure 13.6-4 Observation of Hazardous Natural Phenomena

13 - 23
4) Monitoring the Movements of Special Vehicles

Figure 13.6-5 shows the system of monitoring the movements of special vehicles such
as heavy vehicles which need to travel designated route. This system may be
applicable in the Sultanate to monitor the heavy vehicles whose travel routes have to
be regulated.

Figure 13.6-5 Monitoring System of Movement of Special Vehicles

13 - 24
13.7 ORGANIZATION PLAN

This Section basically discusses the organization from viewpoint of maintenance,

however, some considerations are given also to construction and other activities of DGR.
Therefore, the organization plan discussed here can be regarded as organization plan for
the entire Master Plan.

13.7.1 Present Organization of DGR

1) Present Organization

The present organization of DGR and DGC is described in Section 4.2. DGR and DGC
are currently staffed with about 230 persons and 106 persons, respectively. DGR has
eight Regional Centers to monitor conditions of roads.

2) Assessment and Identification of Problems of Present Organization

Government institution in charge of road administration usually needs to have the

following major functions:

・ Planning: Planning of road network and projects

・ Construction: Design, tendering/contracting road construction works and
management of road projects including budget management
・ Maintenance: Maintenance of roads under the jurisdiction of the institution;
actual road maintenance works may be contracted to private firms
・ Administration and other non-engineering works

In this sense, the present organization of DGR is equipped with basically necessary
departments and sections. Accordingly, there is very little room to add new departments
or sections urgently.

In addition, DGR already has already undergone large-scale restructuring in which

design and maintenance works are now out-sourced. Accordingly, the “slimness” of the
present organization is comparable to developed countries and there is almost no room
to make the present organization “slimmer”.

In the future, however, there is some need for new departments and sections, as
discussed in Subsection 13.5.3, in view of providing better services to road users.

13 - 25
3) Problems of Institutional Capacity and Work Procedures

Although the present organizational structure of DGR is equipped with basically

necessary departments and sections and is sufficiently slim, the problems as described
in the following subsection are identified on its capacity and work procedures, through
observations and discussions with DGR.

Unless these problems are solved, mere addition of departments or sections will not
yield expected outcome.

(i) Lack of proper job descriptions for departments and sections

(ii) Poor coordination between departments within DGR, between Ministry Proper
departments and departments in DGR, and between Ministries
(iii) Insufficient accumulation of data and information
(iv) Insufficiency in competent/qualified staff
(v) Insufficient capacity of regional departments
(vi) Insufficient usage of computerized system and network in DGR Headquarters
(vii) Vicious circle of insufficient institutional capacity inefficient work and
unnecessary workload

These problems are explained below:

(i) Lack of proper job descriptions for departments and sections.

Although the function of Director General of DGR is stipulated in the Royal
Decree for establishment of the MOT&C, there are no job descriptions of
Departments and Sections of DGR. This situation leads to the situation where
some information is not available and proper planning or implementation of jobs
is hampered. One example is that no section has complete data of entire DGR
budget

(ii) Poor coordination between departments within DGR, between Ministry Proper
departments and departments in DGR, and between Ministries.
Relevant information is not properly disseminated in DGR. For example, news of
singing of contracts for road construction is often obtained not through DGR staff
but through newspaper. This indicates that proper coordination is not practiced.

Of course, this matter cannot be solved by DGR alone or MOT&C alone, and it
may need considerable time to rectify this problem. However, effort should be
made to improve the situation.

13 - 26
(iii) Insufficient accumulation of data and information.
As exemplified by the cases of record of damages due to floods of wadis, there
are several types/categories of data/information essential to planning of roads.
Collection and analysis of data/information on the actual road is the first step to
solve the problem but necessary data are lacking. These needed data/information
include the following:

(i) Traffic volume database

(ii) Pavement conditions (road inventory data)
(iii) Record of disaster on roads (wadi flood, slope failure, sand dune
problems,)
(iv) Other problems occurring in daily maintenance which needs studies.

(iv) Insufficiency in competent/qualified staff

Although experience can substitute or supplement basic education in engineering
to certain extent, experience cannot cover all the expertise required for DGR. In
this context, the number of qualified staff in DGR is insufficient. Table 13.7-1
shows the composition of DGR staff by educational background, estimated from
the titles indicated in the staff list.

Table 13.7-1 Composition of DGR Staff by Educational Background

DGR Dept of Adm. Other Dept
Total & Fin. Engineer Surveyor Others Total
(A) (B) (C=A-B)
No of 230 51 29* 37 113 179
Staff
% - - 16.2 20.6 63.1 100
* Include DG and Directors

As shown in the table, nearly two thirds (2/3) of the staff in engineering
departments are without high educational background. Now that all of actual
works of maintenance, design and study are contracted out and main tasks of
DGR staff is to supervise, advise and make decisions for the matters which can
not be done by the contractor or consultant, DGR staff is required to have good
knowledge on the basic theories. Accordingly, percentage of staff with higher
educational background should be increased.

DGR is currently employing seven expatriate experts to supplement insufficiency

in the capacity of Omani staff. However, they are stationed in Muscat and often
need to travel for several hours to inspect the sites of construction or maintenance
resulting in inefficient utilization of their expertise.

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(v) Insufficient Capacity of Regional Road Departments

Table 13.7-2 shows the list of Regional Departments and their composition of
staff. The percentage of engineering staff with higher educational background
(Engineer and Surveyor) including management (Director) is less than 20 %. This
is supposed to be resulting in insufficient supervision of maintenance works
implemented by the contractors.

It is desired that supervision of both construction and maintenance works are

undertaken by Regional Departments so that supervision engineers can visit the
sites frequently. But this is not possible because of the limitation of capacities of
regional departments.

Table 13.7-2 Regional Road Departments and Number of Staff

Name Paved Road Number of Staff by Category
Length
of Region Location in Charge Manage Engineer*/ Admini- Others Total
(km)** Surveyer strative
Musandam Khasab + 115 1 (1) / 2 1 9 13
Daba
Al Batinah Sohar 1 (1) / 3 2 15 21
North
Al Batinah 1,198
A’Rustaq 1 0/2 2 12 17
South
A’Dhahirah Ibri +
Al 638 1 (1) / 3 4 17 25
Buraymi
A’Dakhliyah Nizwa 1,186 1 (1) / 3 1 8 13
A’Sharqiyah Ibra 1 0/2 2 9 14
North
A’Sharqiyah Sur 933
1 0/2 1 5 9
South
Al Wusta Hayma 1,100 - 0/1 0 5 6
Total 5,170 7 (4)/18 13 80 118
(Percentage) 6.0 % (3.4 )/ 11.0 % 67.8 % 100.0 %
15.3 %
* ( ) shows that engineer is same person with the Manager

(vi) Insufficient Usage of Computerized System and Network in DGR Headquarters

Currently, computers are used only by a portion, but not by the majority, of the
staff of DGR. Even many professional (university graduate or equivalent) staff
members of DGR are not equipped with personal computers. It is evident that
computer cannot completely replace human beings, but it is also evident that
computer can greatly improve efficiency of various types of works. In view of
scarcity in the number of personnel, introduction (and necessary training for
usage of) computers and construction of LAN (Local Area Network) should be
considered. The following are only few examples among the many types of works

13 - 28
 for which efficiency can be enhanced by introduction of computer and LAN
(LAN should be connected to the MOT&C Headquarters):

a. Accounting and Budget Management

By inputting the data of payment of projects, budgets of entire DGR and each
project can be easily managed. These data can be used by various levels of
staff by sharing the information via LAN.

b. Road Inventory Data

Road inventory data are essential information for both planning of new
construction and maintenance of roads. Road inventory data need to be
updated. Collection of field data can be conducted by employing local
consultant firms. Collected data can be easily inputted to update inventory
data if the inventory is recorded in computer. Also, the inventory data can be
accessed by various staff of DGR by connecting to LAN.

c. Traffic Volume Database

Data of traffic volume are very basic data used in various areas including
planning, design and maintenance of roads. It is recommended that DGR
survey traffic volumes at designated locations periodically. The surveyed
traffic data should be inputted in computer so that it can be easily used.

d. Maintenance Record
Record of maintenance works, such as overlay of pavement and cleaning of
debris at the side ditches, can be recorded and accumulated in the computer.
These data will become valuable data for future planning of maintenance.

e. Record of Wadi Flood and Other Natural Disaster

As stated in Section 11.1, accumulation of record of wadi flood on road is
essential to establish a policy for design of wadi crossing. Similarly, accumulation
of data/information of cases of other natural disaster is the essential first step to
establish policy for the countermeasures for these natural disaster.

(vii) Vicious Circle of Insufficient Institutional Capacity, Inefficient Work and

Unnecessary Workload

It is suspected that insufficient institutional capacity of DGR is resulting in

inefficient way of work, which, in turn, create unnecessary or otherwise avoidable
problems which finally worsen insufficiency of staff. This vicious circle can be
illustrated as shown in Figure 13.7-1.

13 - 29
 Insufficiency in
Institutional
Capacity

Inefficient
Overload Manner of
Work
to Staff

Occurrence of
Unnecessary
Works

Figure 13.7-1 Vicious Circle of Insufficient Institutional Capacity

13.7.2 Basic Direction of Future Development of DGR Organization

In the past 30 years, the Sultanate achieved remarkable development of road network.
This Study is to provide the basis for road development for the next 25 years. The
further development of road network in the next 25 years is also expected to be
remarkable. For this reason, the plan of organizational improvement should be prepared
baring a vision for long future in mind. DGR is still young organization on its way to
“full-fledged” governmental organization, and has great potential for future
development.

1) Basic Ability Required for DGR

DGR needs sufficient knowledge to supervise, review, evaluate, advise and make
decision on the outcome of consultants’ works or maintenance or construction works,
including the followings:

(i) Budget management; both for maintenance and construction; for project-base and
for entire DGR
(ii) Contractual procedures including legal matters
(iii) Traffic Engineering
(iv) Highway Planning
(v) Highway Design
(vi) Pavement Design and Maintenance
(vii) Geotechnical Engineering

13 - 30
(viii) Bridge Engineering
(ix) Hydraulic Engineering

DGR needs to have experts among its staff whose expertise is equivalent or better than
those of consultants or contractors.

1) Capacity Building; Development of Human Resources

Since insufficiency in qualified staff is the largest problem of DGR, the most urgent
need for DGR organization is to establish well-organized plan for capacity building and
implement it. The following items describe outline of the proposed programs of
capacity building for DGR.

2) Recruiting

Currently, the number of annually recruited staff fluctuates every year as shown in
Figure 13.7-2.

35
32
29
Number of Recruited Staff (Persons)

30

25

20
20

15
15 13
10 10
10 9
8 8
7 7
6 6 6 6 6
5
5 4 4
3 3
2 2 2 2
1 1
0 0 0 0
0
72

74

76

78

80

82

84

86

88

90

92

94

96

98

00

02
19

19

19

19

19

19

19

19

19

19

19

19

19

19

20

20

Year

Figure 13.7-2 Fluctuation of Annual Recruitment by DGR

Large fluctuation in number of annual recruitment will result in disruption of continuity

of staff experience level. When a staff member is transferred from one position to the
other, another staff member who replace the new vacancy needs to have similar
experience. Therefore, constant number of staff should be continuously maintained

13 - 31
from novice level to experienced level. For this reason, number of recruitment should
be as constant every year as possible.

As explained later, About 150 engineers will be needed in the future for DGR. If DGR
recruit 5 university graduates every year, DGR will have 5 x 25 = 125 persons of
qualified engineer in addition to those who are currently working in DGR. It will be
also necessary to supplement to those who will retire in the future. Therefore, it is
recommended that DGR start recruiting 5 persons of university graduates every year.

Constant recruitment of university graduates are also beneficial for both universities
and DGR for the following reasons.

・ Universities (Department of Civil Engineering) can secure constant job

opportunities for their graduates.
・ With assurance of job opportunities, universities (Dept. of Civil Engineering) can
attract good students.
・ Good students will usually become good engineers and contribute to DGR.

3) Career Path

Table 13.7-3 shows typical level as engineer, corresponding position and years of
experience for a university graduate engineer.

Table 13.7-3 Typical Level, Position and Years of Experience

Year Position Type of Assigned Work
1 Engineer Assigned to regional office and assist the works of other
engineers and learn the basic work procedures
2 Supervise construction or maintenance with advice of
3 senior engineer
4 Assigned to different type of projects (construction -
5 maintenance - project administration) for wide
experience in regional department
6 Senior Engineer In regional department, supervise construction or
7 maintenance project or administering projects. Also
8 advise younger engineers and assist chief of section.
9 May be appointed to HQ and oversee projects in
10 nationwide basis or may be appointed as section chief in
regional department
11 – 15 Junior Manager Appointed section chief in HQ or regional department
and manage a small group of staff. Then, may be
promoted to deputy director level.
15 or Manager, Director of Departments in HQ or Regional Department
More Senior Manager

13 - 32
Before an engineer is promoted to junior management level as shown in the table above,
he/she need certain experiences and practical knowledge. Figure 13.7-3 shows typical
career path of an engineer working in governmental organization for road.

Headquarters Regional
Department

Start
(Recruit) Junior Engineer

Senior Engineer

Senior Engineer

Section Chief

Section Chief

Deputy Director

Director Director

Figure 13.7-3 Typical Career Path for University Graduate Engineer

4) Training

Although on-the-job training is usually the most effective and efficient manner of
training, Table 13.7-4 shows examples of contents of training courses for DGR staff
(engineer) at different levels. The courses/subjects include those needed for the next
step in the career path.

These trainings do not need to be implemented by sending staff abroad. Rather it is

expected to hold these training periodically in DGR premises and inviting lecturers

13 - 33
form inside and outside of DGR as appropriate. Lecturers for some courses may be
provided by some of the experienced DGR staff with proper educational background.

Table 13.7-4 Examples of Training Courses

Staff Level Types of Trainee Courses/Subjects
Junior Level Up to 5 years after (1) Project management: Planning/design of
graduation from road/ bridge, quality control, quantity
university control, budget management (project level)
(2) Road planning: Regional planning and road
planning, road planning (planned traffic
volume, traffic capacity, transport economics,
etc.)
(3) Computer skills
(4) Basic knowledge as civil servant: Preparation
of documents, responsibility as government
official
(5) Basic knowledge as DGR staff: legislations
related to road administration, tasks of DGR,
work procedures, including coordination
with relevant parties
Middle 5 yrs after graduation (1) Personnel management
from university or (2) Budget management (department/DGR
Level
more, up to Deputy level)
Director level (3) Coordination with relevant parties

Management Deputy Director and (1) National policy on development

above (2) Present situation of socio-economic
Level
development and future vision
(3) Future perspective on national economy and
road fund

Also, training should be given to staff without educational background needed for their
work, such as accounting, computer and geotechnical engineering and other disciplines
related highway engineering.

Further, even staff with higher educational background should be given periodical
trainings on their expertise because the courses taught in university covers only basic
theories and the knowledge acquired through these courses are not sufficient for
practical courses. Periodical trainings are also necessary for renewal of the knowledge.

5) Usage of Computer

As discussed in Subsection 13.7.1 (v), the number of computers used in DGR is not
enough. It is recommended to increase the number of computers so that each staff from
engineer level and above has one unit of computer connected to LAN and internet.

13 - 34
 6) Research and Development

There are several road engineering problems unique to the Sultanate. Such problems
include;

(i) road maintenance in desert (sand dune) area;

(ii) road construction/maintenance in Sabkhah; and
(iii) design and maintenance of roads at wadi crossing.

These problems are not frequently encountered in other part of the world and there are
very few information/data on these problems. Accordingly, research is needed on these
subjects. These researches have to be conducted in the Sultanate with possible
cooperation with other Gulf Countries. Within the Sultanate, DGR should consider to
ask cooperation also from universities, especially national universities.

13.7.3 Proposed Organization

Future organization is proposed on the following premises:

(i) By year 2030, DGR will be responsible for maintenance of about 20,000 km of
paved roads.
(ii) Even after majority of the existing track will be paved, there will be projects of
additional construction of track roads and paved roads to further strengthen the
function of road network.
(iii) Therefore, DGR need to maintain function to administer construction, strengthened
function for maintenance.

1) Long Term Organization Plan (2021-2030)

Figures 13.7-4 (a) and (b) show proposed organizational structure of the DGR
headquarters and regional departments to be implemented in the period of 2021-2030.
The main strategies for the proposed organization are as follows:

・ Better coordination with local governments (Wali Wilayah, etc.) and local people
by strengthening the function of regional departments.
・ Closer supervision of construction and maintenance projects by assigning
engineers in regional departments.

13 - 35
 Director General Figure 13.7-4 (a) Proposed DGR Organization
(Long Term: 2021-2030)
Deputy DG for
Deputy DG for Administration
Engineering & Finance

Secretariat (5) (Dirs in DGR HQ: 6)

Regional Regional Regional Regional Director of Director of Director of Director of Director of Director of
Director Director Director Director Planning & Maintenance Finance &
Engineering Construction & Traffic Administ’n
Batinah & Dakhliyah Dhahirah Sharqiyah Study Procure-
Management ment
Musandam & Wusta
(45) (40) Planning & Planning & Project Maintenance Administ. Budget
Deputy Deputy Coordination Coordination Planning & Planning Sec Sec Control
Director for Directorect Sec Sec Design Sec Sec

13 – 36
Musandam or for Batinah &
Tender & Personnel
Project Pavement & Musandam Account
Contract Sec
Study Sec Geotechnical Sec Sec
(60) (55) Sec
Chief 4 Eng Sec
Engr 10 Sharqiyah & Public
Econmst 2 Toll Road Project Wusta Sec Procure-
Director Gen + Dpty DG: 3 Traffic Eng Administ. Relations
Sppt 2 Sec ment Sec
Director in HQ: 6 Total 18 Sec Sec I Sec
Sec Chief in HQ: 27 Dhahirah &
HQ Subtotal: 142 ITS Sec Project Dakhl. Sec
Bridge & Document Facility
Regional Dept Subtotal: 200 Chief 5 Hydraulics Administ. & Equip.
Sec
Grand Total: 342 Engr 11 Sec Sec II Traffic Sec
Others 8 Technical Management
(Engineer/Surveyor Sppt 2 Document & Land & Chief 5
including Director/Deputy DG/DG: 150) Total 26 Map Sec Chief 5 Engr 12 Acquisition (4+11) (4+18)
Information Engr 15 =15
Svyr 6 Sppt 2 Sec Sec Sppt 2 =22
Total 25 Total 22
 Figure 13.7-4 (b) Proposed DGR Organization
Director
(Long Term: Regional Department)

Deputy Director Deputy Director Deputy Director for

for Construction for Administration and
and Planning Maintenance Financing

Maintenance
Planning & Administration
Engineering Planning Sec
Sec Variation in Staff Size
Management Sec
Maintenance Region No. of No. of
Procurement
Sec I
Project Sec Staff Engineer

13 - 37
Administration Batiinah & 60 30
Sec I Maintenance Musandam
Accounting Sec Dakhliyah &
Sec II 55 25
Al Wusta
Project Land Dhahirah 45 20
Administration Maintenance Acquisition
Sec III
Sharqiyah 40 15
Sec II Coordination
Sec Total 200 90
2 – 3 Contracts/Sec 2 – 4 Wilayah/Manit Sec
1 Chief + 2 Engr/Sec 1 Chief + 2 Engr/Sec Sec Chief: 4
Sec Chief: 4 Sec Chief: 5 Staff including
Engineers: 6 = 2 x 3 Engineers: 8 = 2 x 4 Supporting Staff:
Supporting Staff: 5 Supporting Staff: 10 12 = 3 x 4 Grand Total: 56
Total: 15 Total: 23 Total: 18
・ Enlarged authorities of Regional Directors to plan, design and implement projects
based on the local needs.
・ Support for regional departments by the headquarter Departments to provide
high-quality services.
・ Examination of problems and preparation of draft for solution by qualified
working-level staff to save time of management level staff who are to concentrate
on high-level planning and policy matters.

Salient features of the proposed organization are as follows:

・ Department of Engineering will be established to provide services of up-to-date

technologies.
・ Existing 8 regional road departments are united into 4 regional departments.
・ Each regional department is equipped with maintenance division and construction
division. Actual supervision of construction and maintenance is the responsibility
of regional department.
・ Regional departments are responsible to prepare its own construction plan and
maintenance plan in consultation with relevant local authorities and people.
・ Toll Road Section and ITS Section will be established under Department of
Planning and Study to handle these new tasks.
・ As for construction projects, Department of Planning and Study handles the
projects up to F/S stage. As soon as implementation of the project is approved, the
works related to implementation of projects including Detailed Design are
handed-over to Department of Construction.
・ If “Decentralization Policy” is adopted by the Government, as being the cases in
many developed/developing countries, this Long Term Plan can easily adapt to
such situation because considerable functions are delegated to regional
departments.

In this plan, total number of DGR staff is about 340 among which 150 are engineers
with university degrees or equivalent qualifications (surveyors with sufficient training
and experience). If DGR recruits 6 persons of graduates from university (or technical
junior college for surveyors) in the field of civil engineering as proposed in Subsection
13.7.2 Item (2) above, this required number of qualified engineers can be secured in
25 years.

2) Basic Job Descriptions of Departments and Sections

Table 13.7-5 presents basic job descriptions of departments and major sections in the
proposed organization chart.

13 - 38
Table 13.7-5 Job Descriptions of Departments and Major Sections
Organization/ Job Description
Position
Regional Assumed Task: Maintenance of around 5,000 km of road and
Department around 5 construction projects covering 5 to 15 Wilayahs in the
region
Director ・ Report to DG and Deputy DG
・ Supervise & Represent the Regional Department
・ Approve the matters of the Regional Department, except the
matters which need approval of DG/Deputy DG
・ (Make final decision after coordination with Wali Wilayah and
other relevant parties and report to DG/Deputy DG.)
Deputy ・ Supervise sections under him/her
Directors ・ Assist the Director and report to him
・ Coordinate with local relevant parties
Maintenance ・ Preparation of draft for maintenance plans, including
Planning prioritization and selection sections to be rehabilitated, cost
Section estimates and implementation plan
・ Coordination among maintenance sections as well as with
sections other than maintenance sections
Maintenance ・ Each section cover 2 to 4 Wilayahs depending on the area and
Sections road length
・ Supervise the consultant and contractors for maintenance
・ Patrol and monitor road conditions on routine and ad hoc basis,
such as after wadi flow
Planning & ・ Selection and prioritization of construction projects
Engineering ・ Preparation of budget plan
Management ・ Budget management
Section ・ Coordination among project sections as well as with sections
other than project sections
・ Supervision of design done by consultant
Project ・ Administration of construction projects
Administration ・ Issuance of Variation Orders
Section ・ Supervision of Quality Control done by Consultants
・ Quantity Survey and issuance of certificates
Administration ・ General administration of Regional Department
Section ・ Personnel matters
・ Public relations & documents
・ Other miscellaneous matters
Accounting ・ Keeping record of disbursement of the Regional Department and
Section report to the Accounting Section of HQ
Procurement ・ Procurement for the Regional Department
Section
Land ・ Coordination with local people and assistance to HQ concerning
Acquisition land acquisition
Coordination
Section

13 - 39
Table 13.7-5 Job Descriptions of Departments and Major Sections (Continuation)
Department of ・ Planning for entire engineering departments in DGR
Planning & ・ Coordination among Departments in HQ and regional
Study departments
・ Organization and personnel planning of engineering
departments
・ Planning of new projects
・ Any engineering matter which is not under jurisdiction of other
departments
Planning & ・ Prepare draft of planning for entire engineering departments in
Coordination DGR, including organization and personnel planning
Section ・ Prepare draft of 5YDP
・ Coordination among engineering departments
・ Coordination with MOT&C Departments and outside of
MOT&C concerning engineering matters
・ Collection, maintenance and dissemination of engineering data
Project Study ・ Supervise F/S done by consultant
Section ・ Carry out Pre-F/S as necessary
・ Study on transport economics
BOT Section ・ Administer BOT and other project with private participation
ITS Section ・ Study on introduction of ITS (Intelligent Transport System)
Department of ・ Introduction and application of most appropriate technologies in
Engineering road construction and maintenance
・ Advise regional departments and other departments on
technological matters
・ Research and development of new technologies in corporation
with universities and other countries
Planning and ・ Prepare draft of business plan of the Department of Engineering
Coordination ・ Coordination among the sections in the Dept of Engineering as
Section well as sections in other departments
・ Prepare manuals and standards in coordination with Dept of
Construction and Dept of Maintenance as necessary
Pavement & ・ Pavement design and maintenance
Geotechnical ・ Embankment structure & Cut slope
Section ・ Slope protection and pavement protection against wadi flow in
cooperation of Bridge and Hydraulics Section
・ Measures for road in Sabkha area
Traffic ・ Traffic signs and pavement markings
Engineering ・ Geometric design
Section ・ Observation of traffic volume
・ Other matters of traffic engineering including IT
Bridge & ・ Bridge & culverts (design and rehabilitation)
Hydraulics ・ Hydraulic design of bridges, culverts and Irish crossing
Section ・ Slope protection and pavement protection against wadi flow in
cooperation of Pavement and Geotechnical Section

13 - 40
Table 13.7-5 Job Descriptions of Departments and Major Sections (Continuation)
Department of ・ Coordination with and advice to regional departments on the
Construction matters related to implementation of construction projects
Project Planning ・ Management of budget for construction projects for entire DGR
& Design ・ Supervision of design done by consultant
Section
Tender & ・ Preparation of tender documents
Contract Sec ・ Tendering, including contract negotiation
Project ・ Coordination with and advice to Regional Departments of
Administration Batinah & Musandam and Dhahirah on the matter related to
Sections I implementation of construction projects
Project ・ Coordination with and advice to Regional Departments of
Administration Dakhliyah & Al Wusta and Sharqiyah on the matter related to
Sections II implementation of construction projects
Department of ・ Coordination with and advice to regional departments on the
Maintenance & matters related to maintenance
Traffic ・ Traffic management, including traffic control in cooperation
Management with ROP and provision of traffic information (road closure due
to accident, wadi flood etc, advice on detour route etc)
・ Road user services
Maintenance ・ Preparation of maintenance planning, including budget planning
Planning ・ Coordination among the section in the department as well as the
Section sections in other departments
Traffic ・ Traffic management, including traffic control in cooperation
Management & with ROP and provision of traffic information (road closure due
Information to accident, wadi flood etc, advice on detour route etc)
Section ・ Plan & implementation of IT projects
・ Other road user services such as planning of ambulance, towing
and repair services, fuel and food services and rest facilities
Batinah & ・ Coordination with and advice to Regional Departments for
Musandam Batinah & Musandam on the matters related to maintenance
Section
Sharqiyah & ・ Coordination with and advice to Regional Departments for
Al Wusta Sharqiyah & Al Wusta on the matters related to maintenance
Section
Dhahirah & ・ Coordination with and advice to Regional Departments for
Dakhliyah Dhahirah & Dakhliyah on the matters related to maintenance
Section
Department of ・ General administration and miscellaneous affairs
Administration ・ Personnel maters
・ Public relations
・ Maintenance of official documents and legal affairs
Department of ・ Budget control of entire DGR
Finance & ・ Accounting of entire DGR and report to the Accounting Dept of
Procurement the Ministry
・ Procurement of materials, goods and equipment used in DGR
・ Management and maintenance of DGR buildings, vehicles,
equipment and materials

13 - 41
3) Short Term Plan

Before Medium Term Plan is discussed, Short Term Plan is discussed to consider the
urgent needs for organization. Medium Term Plan is proposed as the intermediate step
between Short Term Plan and Long Term Plan.

Urgent Action Plan

Figure 13.7-5 shows proposed Urgent Plan for Organization of DGR, to be
implemented in the period of 2005-2007. This plan is proposed to solve the very
urgent problems of DGR which is weakness in supervision of both maintenance and
construction. This plan is designed also to start action to be implemented in Short
Term Plan as described later.

The basic objectives and strategies of the proposed organizational structure are as
follows:

・ Assign one senior engineer (with experience of about 5 years or more) to each of
4 regional department (RDpt) where there is no engineer and improve the
capacity for supervision of maintenance works. (Currently, there are 4 RDpts
which has engineers as the directors. Senior engineers are assigned to the regional
departments other than those with engineers as the directors.)
・ These maintenance engineers are under the control of regional directors but
closely communicate with the Chief of Maintenance Planning & Management
Section in the Headquarters (HQ).
・ Two teams consisting of one engineer and one surveyor (or junior engineer),
respectively, are stationed in two RDpts to strengthen supervision of consultants
and contractors of construction projects. The RDpts where construction
supervision engineers will be stationed should be selected among the ones located
remote from Muscat and close to as many sites of construction projects as
possible. This is the test case and the start of similar assignment of construction
supervision engineers in each regional department, as planned in the Second Step
Short Term Plan.
・ Construction Supervision Engineers (CSEs) are to follow the direction of the
regional directors concerning administrative maters, but directly report to the
Chief of Project Administration Section in HQ concerning the supervision of the
projects.

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 Dir Gen + Deputy DG: 3 Director General Figure13.7-5 Proposed DGR Organization
Director in HQ: 4 (Urgent Action Plan: 2005-2007)
Others in HQ: 117
HQ Subtotal: 124 Deputy DG for
Deputy DG for Administration
Regional Dept Subtotal: 125 Engineering
Grand Total: 249 & Finance
(Engineer 44 Surveyor 38 )
Foreign Experts Secretariat (Dirs in DGR HQ: 4)

Director of Director of Director of Director of

Maintenance Planning & Construction Administration
Study & Finance
Tendering
Batinah Sharqiyah Maintenance Planning & Engineering & Contract Administration Accounting
Section
North North Planning & Coordination Section Section Sec
Engr 4
21 14 + 1 Management Sec (4+ Chief) (5) (5)

13 - 43
Section (2)
Chief 1 Project Administration
Batinah Sharqiyah Technical Section Personnel Procurement
South South Engr 6=3+3 Document & Sec Sec
Chief 1
19 + 1 9+1 Study & Map Section Engr 6 Survyr 6 (3) (5)
Design Sec (0: Others 8)
(3) Land
Musandam Dhahirah Public
Acquisition Relations Facility,
15 25 Forgn 1
Forgn 3 Section Sec Equipment &
Engr(Survr)
Engr 11 ( Survyr 6) (3) Services Sec
7 Toll Road
Al Wusta Dakhliyah Econmst 1 (20)
Suppt 2 Sec
7 11 + 1 Total 10 (Engr 1) Others 8 Forgn 4 Construction
Suppt 2 Supervision Documents
(Econmst 1) Engr 13
Total 28 Engineers Sec
(125) Survyr 16 (4) (45)
Engr 2 Svyr 2
(Engineer: Regional Director 4 + Engineer 4 = 8 Suppt 2
Surveyor 22) (Regional Dept)
Total 34
・ At HQ level, Maintenance Planning & Management Section is clearly defined
and one Chief is appointed. This section is responsible for formulating
nationwide maintenance plan based on the proposals from RDpts.
・ This section is also responsible for daily advice and supervision of the works
related to maintenance conducted by regional departments
・ Toll Road Section is created under Dept of Planning and Study in preparation of
toll road operation of Quryyat-Sur Road (NR 17) which is expected to be
completed in year 2007. This section will consist of one highway/civil engineer
and one transport economist cum financial analyst.
・ Engineering Section is newly established also under Dept of Planning Study. This
section will handle highly technical problems. Therefore, the staff in this section
should have good academic qualification as well as practical experience of
supervision of project administration and design. New graduates from university
may be recruited and assigned but they need to be sent to universities or private
consultants with special themes such as “bridge design”, “highway design and
construction supervision” and “analysis of traffic accident black spots and design
of traffic safety measures”.
・ Recommended types of expertise to be provided by Engineering Section in its
early stage are as follows:
・ Present “Project Follow-up and Laboratory Section” and “Quantity Survey
Section” are united into “Project Administration Section”. This section consists of
one Chief, 3 Senior Engineers, 3 Junior Engineers and 6 Surveyors, at the time of
its start.
・ Tendering and Contract Section is newly established to specialize preparation of
tendering documents, tendering, contract negotiations and preparation of contract
documents to be signed by higher authorities. This section shall consist of 2
Senior Engineer and 2 Junior Engineer.
・ At HQ level, Maintenance Planning & Management Section is clearly defined
and one Chief is appointed. This section is responsible for formulating
nationwide maintenance plan based on the proposals from RDpts.
・ This section is also responsible for daily advice and supervision of the works
related to maintenance conducted by regional departments
・ Toll Road Section is created under Dept of Planning and Study in preparation of
toll road operation of Quryyat-Sur Road (NR 17) which is expected to be
completed in year 2007. This section will consist of one highway/civil engineer
and one transport economist cum financial analyst.
・ Engineering Section is newly established also under Dept of Planning Study. This
section will handle highly technical problems. Therefore, the staff in this section
should have good academic qualification as well as practical experience of

13 - 44
 supervision of project administration and design. New graduates from university
may be recruited and assigned but they need to be sent to universities or private
consultants with special themes such as “bridge design”, “highway design and
construction supervision” and “analysis of traffic accident black spots and design
of traffic safety measures”.
・ Recommended types of expertise to be provided by Engineering Section in its
early stage are as follows:
・ Present “Project Follow-up and Laboratory Section” and “Quantity Survey
Section” are united into “Project Administration Section”.
・ Sections in the Department of Administration and Finance are restructured by
assigning minimum numbers of staff with necessary skills. Those staff without
particular staff are assigned to “Facility, Equipment and Services Section”.
・ The total number of staff in the Department of Administration and Finance should
be curtailed as much as possible. But this may involve a social issue. The target
number for Short Term Plan (6 year period: 2005-2010) should be around 45
(decrease of 7 persons).

Short Term Plan

Figures 13.7-6 (a) and (b) show proposed Short Term Plan for Organization of entire
DGR (Second Step) and regional departments, respectively, to be implemented in the
period of 2008-2010. This plan is the second step following the Urgent Action Plan
(UAP) and continuation/extension of UAP. The basic objectives and strategies of the
proposed organizational structures are as follows:

・ Assign one senior engineer (with experience of about 5 years or more) to each
RDpt (2 engineers to RDpts where directors are not engineers) and improve the
capacity for supervision of maintenance works.
・ When any difficult problem beyond the capacity of maintenance engineer and
regional director arises, then, the problem is brought to Maintenance Planning &
Management Section of HQ.
・ Teams consisting one engineer and one surveyor (or junior engineer), respectively,
are stationed in regional departments to strengthen supervision of consultants and
contractors. The regional departments where construction supervision engineers
will be stationed should be selected among the ones located remote from Muscat
and close to as many sites of construction projects as possible. This is the test
case and the start of similar assignment of construction supervision engineers in
each regional department, as planned in the Second Step Short Term Plan.

13 - 45
 Figure 13.7-6 (a) Proposed DGR Organization
Director Gen + Deputy DG: 3 Director General
Director in HQ: 4 (Short Term Second Step: 2008-2010)
Others in HQ: 127
HQ Subtotal: 134 Deputy DG for
Deputy DG for Administration
Regional Dept Subtotal: 131 Engineering
Grand Total: 265 & Finance
(Engineer 52 Surveyor 42)
Foreign Experts Secretariat (Dirs in DGR HQ: 4)

Director of Director of Director of Director of

Maintenance Planning & Construction Administration
Study & Finance

Tendering &
Batinah Sharqiyah Maintenance Planning & Engineering Contract Section Administration Accounting
North North Management Coordination Section (4) Section Sec

13 - 46
21 + 1 14 + 1 Section Sec (6+ Chief) (5) (5)
Chief 1 (4)
(6=3+3) Project Administration
Batinah Sharqiyah Technical Section Personnel Procurement
South South Document & Chief 1 Sec Sec
19 + 1+1 9+1 Study & Map Section Engr 6 Survyr 6 (3) (5)
Design Sec (0: Others 8)
(4)
Musandam Dhahirah Public
Land Relations Facility,
15 + 1 25 + 1+1 Data
Acquisition Sec Equipment &
Engr (Srvyr) Subsection
(1+3) Section (3) Services Sec
7 Toll Road
Al Wusta Dakhliyah (Survyr 6) (20)
Suppt 2 Sec
7+1 11 + 1 Total 10 (Engr 2)
Documents
(Econmst 2) Engr 18 Engr 15 Construction
Sec
(131) Econmst 2 Supervision (45)
Survyr 20 (4)
Others 11 Engineers
(Engineer: Regional Director 4 + Engineerr 10 = 14 Suppt 2
Suppt 2 Engr 8 Svyr 8
Surveyor 22)
Total 32 Total 36
 Figure 13.7-6 (b) Proposed DGR Organization
Chief of (Short Term: 2005-2010)
Construction Director
Regional Department
Section, HQ

Construction
Supervision Chief of
Engineer Administration and
(Senior Senior Engineer
Financing Section
Engineer 1, 1-3 persons
Junior
Engineer 1
Administration
Support Staff
(3) Junior Engineer
1-3 persons

Procurement

13 - 47
Supporting Staff
5 persons
Accounting

Managers: 1
Engineers: 4 (6) Staff including
Supporting Staff: 5 Supporting Staff: 7
Total: 9 (11) Total: 8
Grand Total: 17 (19)
4) Medium Term Plan

Medium Term plan is prepared as a plan to be implemented in the period year 2011 to
2020. This plan is the transitional organization between Short Term Plan and Long
Term Plan. Substantial parts of Long Term Plan are nearly completed in Medium Term
Plan. However, the total number of qualified staff is still not sufficient compared to
Long Term Plan while the total length of paved roads to be maintained by DGR is also
less than that in Long Term Plan by about 4,000 km.

Figures 13.7-7 (a) and (b) show Medium Plan for organization of DGR and RDpts.
Based on the above considerations, main features of Medium Term Plan are as
follows:

・ RDpts are staffed with 5 to 15 engineers for maintenance sections and

construction sections, respectively, depending on the length of maintained road
and number of construction projects.
・ Regional directors supervise constructions sections and maintenance sections in
their RDpts and are authorized to make decision on ordinary matters and required
to report to DG/Deputy DG and consult with the relevant director(s) in HQ only
on important matters.
・ Thus, DG, Deputy DGs and Directors in HQ can more concentrate on high-level
planning or policy matters for the more advance stage of road network
development.
・ ITS Section is established under Dept of Planning and Study with 1 Chief and 2
engineers and start study for future introduction of ITS.
・ Toll Road Section is strengthened with 1 Chief, 2 engineers and 2 transport
economist (or 1 transport economist and 1 financial analyst).
・ Engineering Section is strengthened and promoted to Engineering Department
with 5 sections and provide desired technical support to other Departments in HQ
as well as RDpts. Each section consists of 1 Chief and 3 engineers (1 senior, 1
middle-level and 1 junior).
・ Construction Department consists of 5 sections. Project Planning and Design
Section is newly established to supervise deign works done by consultant as well
as to be responsible for budget management and preparation of annual
construction plans as described in the job descriptions for Long Term Plan in
Table 13.7-5.
・ “Department of Maintenance” is renamed as “Dept of Maintenance and Traffic
management” and Traffic Management and Information Section is established
under the said department. The function of Traffic Management and Information
Section is presented in the job descriptions for Long Term Plan in Table 13.7-5.

13 - 48
・ Maintenance Planning Section is newly established under Department of
Maintenance and Traffic management and is responsible for preparation of future
maintenance plan as well as other jobs as presented in the job descriptions for
Long Term Plan in Table 13.7-5.
・ Department of Administration and Finance is divided into Department of
Administration and Department of Finance and Procurement in view of expected
increased responsibilities and authorities on budget management in the future.
Sections in these departments are expected to be staffed with skilled staff and the
total number of these departments will be further decreased from that in Short
Term Plan. (Decrease by 8 persons in 10 years)
・ All the foreign experts are replaced by Omani engineers

13 - 49
 Director General Figure 13.7-7 (a) Proposed DGR Organization
(Medium Term: 2011-2020)
Deputy DG for
Deputy DG for Administration
Engineering & Finance

Secretariat (5) (Dirs in DGR HQ: 6)

Regional Regional Regional Regional Director of Director of Director of Director of Director of Director of
Director Director Director Director Planning & Maintenance Finance &
Engineering Construction & Traffic Administ’n
Batinah & Dakhliyah Dhahirah Sharqiyah Study Procure-
Management ment
Musandam & Wusta
(30) (25) Planning & Planning & Project Maintenance Administ. Budget
Deputy Deputy Coordination Coordination Planning & Planning Sec Sec Control
Director for Director for Sec Sec Design Sec Sec

13 - 50
Musandam Al Wusta Maintenance
Tender & Personnel
Project Pavement & Manage- Account
Contract Sec
Study Sec Geotechnical ment Sec I Sec
(60) (55) Sec
Chief 4 Eng Sec
Engr 10 Maintenance Public
Econmst 2 Toll Road Project Manage- Procure-
Director Gen + Deputy DG: 3 Traffic Eng Administ. Relations
Sppt 2 Sec ment Sec II ment Sec
Director in HQ: 6 Total 18 Sec Sec I Sec
Sec Chief in HQ: 26
HQ Subtotal: 138 ITS Sec Traffic
Bridge & Project Management Document Facility
Regional Dept Subtotal: 170 Chief 5 Hydraulics Administ. & Equip.
& Sec
Grand Total: 308 Engr 11 Sec Sec II Sec
Others 8 Technical Information
(Engineer/Surveyor including Sppt 2 Document & Sec
Land Chief 4
Director/Deputy DG/DG: 120) Total 26 Map Sec Chief 5 Engr 12 Acquisition (4+11) (4+18)
Engr 12 =15
Svyr 6 Sppt 2 Sec Sppt 2 =22
Total 25 Total 18
 Figure 13.7-7 (b) Proposed DGR Organization
Director (Medium Term: 2011-2020)
Regional Department (Typical)

Chief of Chief of Chief of

Construction Maintenance Administration and
Supervision Section Financing Section
Section Variation in Staff Size
Administration
Senior Engineer 4 No of No of
Senior Engineer Region
2-3 persons Staff Engineer
1-3 Persons
Batiinah & 60 30
Junior Engineer Procurement Musandam
2-3 persons 2 Dakhliyah & 55 25
Junior Engineer Al Wusta

13 - 51
2-3 persons
Dhahirah 30 15
Supporting Staff Sharqiyah 25 10
10 persons Accounting
Supporting Staff 2 Total 170 80
4 persons

Chief: 1 Chief: 1 Chief: 1

Engineer (Surveyor): 5 Engineer (Surveyor): 6 Staff including
Supporting Staff Supporting Staff Supporting Staff: 10
(Driver, Assistant): 4 (Driver, Assistant): 10 Total: 11 Grand Total: 29
Total: 10 Total: 17
13.7.4 Staffing and Recruiting Plan

The number of entire staff and engineers including surveyors for each plan are
summarized in Table 13.7-6.

Table 13.7-6 Number of Entire Staff and Engineers (persons)

Plan Total of Others Total Annual
Engineer + Increase of
Surveyor DGR Engirees
(Present) 66 (includeing 164 230 -
DG & Foreign
Experts)
Urgent Action Plan 83 (170)** 253 -
[Increase/Decrease]* 17 -** 23 5.7
Short Term Plan 93 (168)** 261
[Increase/Decrease]* 11 -** 12 3.7
Med. Term Plan 120 188 308
[Increase/Decrease]* 27 20 47 2.7
Long Term Plan 150 192 342
[Increase/Decrease* 30 4 3
Long Term – Present 84 3.4
* [Increase/Decrease]: Increase/decrease from the previous plan
** The number of “Others” should decrease. Decrease of “Others” should be attained by
transferring supporting staff from unskilled works to assistant works to engineers or
skilled staff after proper training.

As it is seen in the table, average annual increase of engineers/surveyors over 25 years

from year 2005 to 2030 is 3.4 persons, without counting those who will retire.
Accordingly, at least 3.5 persons of engineers/surveyors need to be newly recruited
every year starting from year 2005. In early stage (2005 – 2007) it is necessary to
recruit 5 to 6 engineers/surveyor every year to fill the vacancy of new recruitment after
year 2001.

Figure 13.7-8 shows the distribution of number of DGR staff by age. Official
retirement age of governmental employee is 60. Accordingly, substantial number of
present DGR staff is scheduled to retire in the future. Figure 13.7-9 shows the number
of DGR staff scheduled to retire in 5-Year Plan periods. The total number of retirement
in 25 years is estimated to be 164 persons.

13 - 52
 18 17

16

14 13
No. of Persons

12 11
1010 10
10 9 9 9 9 9

8 7 7 7 7
6 6 6
6 5 5 5 5 5 5
4 4 4 4
4 3 3 3 3
2 2 2
2 1 1 1 1

0
21

23

25

27

29

31

33

35

37

39

41

43

45

47

49

51

53

55

57

59
Age

Figure 13.7-8 Distribution of Number of DGR Staff by Age.

45 42 41
Nuber ofRetirement (Persons)

40
35
30 27 28
26
25
20
15
10
5
0
7th 8th 9th 10th 11th
5-Year Plan Period

Figure 13.7-9 Number of DGR Staff Retiring in Each 5-Year Plan Period

It is not clear that how many persons are engineers or surveyors among those who will
retire. As shown in Table 13.7-1, the percentage of engineers and surveyors in the
entire DGR staff is about 30 %. Accordingly, among 164 persons who will retire in the
next 25 years, about 50 persons are assumed to be engineers or surveyors. This means
2 persons of engineers/surveyors per year on average will retire. To fill the vacancies
of these retiring engineers/surveyors, it is necessary to recruit the same number of
engineers or surveyors every year in addition to those shown in Table 13.7-6.
Therefore, 5 to 6 persons of engineers and/or surveyors should be newly recruited
every year starting from year 2005.

13 - 53
13.7.5 Organization Plan of DGC

1) Present Situation

The same discussions made on the organization of DGR can be applied on the
organization of DGC. In this case, however, the difference of the road lengths
maintained by DGR and DGC need to be taken into account. Table 13.7-7 compares
the total length of roads under jurisdiction, number of staff, and road length per one
person of staff for DGR and DGC.

Table 13.7-7 Comparison of Road Length and Number of Staff of DGR and DGC
DGR DGC Ratio
DRR/DGC
Length of Paved Road (SCEL: km) 5,631 1,486 3.79
Track Road (km) 12,375 2,218 5.58
Number of Staff 230 106 2.17
Number of Engineers/Surveyors 66 12 5.5
Paved Road Length (SCEL)/ 24.5 14.0 1.75
No of Staff (km/person)
Paved Road Length / 85.3 123.8 0.69
No of Engineer/Surveyor (km/psn)

As it is seen in the above table, the total number of DGC staff is larger than that of
DGR with regard to the length of road in the jurisdiction. On the other hand, the
number of engineers/surveyors of DGC relative to road length is much less than that of
DGR. Therefore, it is urgently needed for DGC to increase the number of
qualified engineers/surveyors.

2) Number of Staff Required in the Future

In the future, workload of both DGR and DGC is anticipated to increase in the future
due to increase in the total length of roads. Table 13.7-8 shows the future road length
per one person of staff and per one person of engineers/surveyors. By applying the
same road length per person, the number of entire staff and engineers/ surveyors are
estimated as shown in Table 13.7-8. The followings can be concluded on the future
from the table.

・ The total number of staff in the future is same to that of present.

・ The number of engineers/surveyors needed in year 2030 is 43 persons compared
to 12 persons of today.

13 - 54
Accordingly, 31 persons of engineers/surveyors need to be recruited by year 2030.
This means engineers/surveyors need to be increased at an average rate of 1.24
persons per year. Considering the number of staff who will retire, DGC need to recruit
about 2 persons of engineers/surveyors every year starting from year 2005.

Table 13.7-8 Number of Staff of DGR and DGC in Future

DGR DGC
Length Paved Road for Maintenance 11,860 3,390
in Year 2030 (SCEL: km)
No of Total Staff (Person) 342 (98)*
No of Engineer/Surveyor (Person) 150 (43)*
Road Length / Staff 34.7 (34.6)
Road Length / Engineer/Surveyor 79.1 (78.8)
* Estimated by assuming the figures road length per person same to those of DGR

13 - 55