All aboard: ‘Rawalpindi-Islamabad Metro Bus almost complete’

[!eon]

u think trams are wider than buses, lol
moron keep enjoying metro track. thats ur heighest award of decade
btw 2 decades as Gen Zia was fathers of noona's

Ohhh really....do you even know what's the condition of densely populated urban areas and the traffic conditions....again please update yourself before whining here...!!
Your geniuses have ruled this country for almost 3 decades breaking this nation into two....and whenever a democratic process starts which is a self cleansing mechanism...people like you has always brought us back to the zero again.....!! Enjoy your life, don't need to worry about our situation....and keep putting your share in Chanda muhim of your leader who knows how to beg for his charity organization, and to defame national leaders while standing on containers with utmost impotency to provide single evidence...!! Stop using spoon fed words here you moron.

 

[Dubious]

but city cannot thrive without metro..

oh yea and it can thrive without health, security and education?

Khuda ka khouff kero!

is metro bus is cheap?

govt gets cut in it

Either that or they dont have brains nor knowledge on managing large cities / populations!

 

[pursuit of happiness]

oh yea and it can thrive without health, security and education?

Khuda ka khouff kero!


govt gets cut in it

Either that or they dont have brains nor knowledge on managing large cities / populations!

--
but except that ..
what is financiala , social and infra suitability for metro train project... as its much faster .. but not cheaper .. brings revenue and clean fuel

 

[Dubious]

what is financiala , social and infra suitability for metro train project... as its much faster .. but not cheaper .. brings revenue and clean fuel

I think financial wouldnt be soo much of a problem had it been planned well and its not like we have stopped our loans....

I guess no one interested in building one gave them a good bonus

 

[Rahil khan]

u think trams are wider than buses, lol

It's not the question of which one is the best, but it is the matter of suitability. Stopped reading after that.....!!

 

[pursuit of happiness]

I think financial wouldnt be soo much of a problem had it been planned well and its not like we have stopped our loans....

I guess no one interested in building one gave them a good bonus

--
i asked because ..
we have metros but their capital cost is heavy ..as we dont have much space for BRTs in city

 

[Dubious]

--
i asked because ..
we have metros but their capital cost is heavy ..as we dont have much space for BRTs in city

Honestly speaking I have no idea...SOMETIMES I do wonder if there is a reasoning brain in NS or SS 's tind!

Ohhh really....do you even know what's the condition of densely populated urban areas and the traffic conditions....again please update yourself before whining here...!!

That is why cities are never built as giants and tried to retain and provide on the suburbs to disperse the population and not cause these dense formations!

So making something that will enable dispersing and ease of commuting possible would have been a sensible thing to suggest! But I guess that is too complex to take in...

a democratic process starts which is a self cleansing mechanism

A democratic process also advertises tenders to showcase their talent and send proposals and not AWARDS projects to favourite besties

When that process doesnt exist, democracy is a myth lying openly!

.people like you has always brought us back to the zero again

Please do check and compare "democratic Pakistan" vs "military rule"...

I dont oppose democracy but I do oppose a lie spat in our faces under the democratic drama!

Enjoy your life, don't need to worry about our situation

You talked about the splitting of Pakistan and then you talk about us and you....Whose splitting Pakistan now?

I don't understand these people complaining about these mega projects. Kuch karo tau bhi masla kuch na karo tau bhi.

People voted for PMLN based on the manifesto of development. Now if you don't like these public transport projects then you can wait till 2018 and vote for someone else. Meanwhile a metro is coming to your city anyways.

Does development only include metros? What about education, health, sewage (to avoid polio type diseases and floods) are thee not part of the word developments?

 

[Edevelop]

u think trams are wider than buses, lol
moron keep enjoying metro track. thats ur heighest award of decade
btw 2 decades as Gen Zia was fathers of noona's

We are getting a Train Project in Lahore which is expected to complete somewhere around 2018 (before elections). Now deal Bus Projects for now and for smaller cities.

Unlike you no one on Pakistani streets is complaining. They know these type of projects are useful because they would never have to end up going back to climbing and hanging on Roof Tops of broken wagons and coasters like monkeys and also no longer need to use rickshaws on the hustle bustle roads

 

[Ocelot]

It makes sense in Lahore, but there was seriously no need of such project in Isb-Rwp.

 

[Brahmos_2]

What Pakistan can learn from India's Metro buses

It’s the same story on either side of the border. The urban elite and the news media in India and Pakistan have been overly critical of the Bus Rapid Transit (BRT) systems, which provide an efficient and reliable mode of travel for middle-income commuters.

The presently under-construction BRT in Rawalpindi and the one operating in Lahore have both attracted their fair share of discontent. Some are concerned about the exorbitant construction costs of these projects; others are occupied with the loss of greenbelts. Often, critics refer to India for examples to develop and operate the supposedly better BRT systems.

Case studies from India, however, suggest that the Indian BRT systems are far from perfect.

The central government funded the public transit projects to serve the mobility needs of low/middle-income families, and support the National Urban Renewal Mission. However, the low-income families constitute a tiny fraction of the BRT ridership.

In addition, only a small percentage of BRT riders switched from cars or motorised two-wheelers (M2W), further limiting the BRT’s potential for environmental benefits.

India’s struggles with BRT projects offer invaluable planning lessons to Pakistan.

A 2012 study of the five BRT systems in India, led by Professor Darshini Mahadevia of the CEPT University in Ahmedabad, offers a critical assessment of the objectives, achievements, and unmet goals of the five BRT systems.

Shortcomings in the Indian BRT projects


While the study criticises the five BRT systems being built or in operation in India, the criticism is reserved for the operating details of the transit systems. Their review does not question BRT as the preferred mobility alternative to enhance urban commuting – the alternatives to BRT, such as the unabated growth in travel by private automobile or informal transit, are inferior and environmentally unsustainable. Rail-based transit is significantly more expensive.

The team reviewed the BRT projects in Ahmedabad, Indore, Jaipur, New Delhi, and Pune. The authors argue that with the exception of Ahmedabad, the other four implementations fell significantly short of the potential for BRT systems.

They concluded: “Indian cities are struggling to plan or implement the BRT projects and this puts a grave question mark on the capacity and sincerity of the Indian cities in implementing the BRT system.”

The review identified several institutional barriers that prevented the BRT systems from achieving their full potential. For instance, the local planning authorities in some cities lacked the ownership of the BRT projects. Once the projects were built, no local champions could be found in the existing planning frameworks.

In Jaipur, the debate about the choice between BRT and rail-based transit stalled the project. Despite the fact that the BRT systems in South Asia can be built at a fraction of the cost of rail-based transit, the political and bureaucratic leadership often favour rail over bus. These biases are equally prevalent among politicians in North America and elsewhere.

In Indore, issues related to land acquisition marred the project. In addition, the debate about operating the BRT in mixed or exclusive right-of-way further exacerbated the project. Public transit operations are effective and efficient when transit vehicles do not have to compete for space with other modes of travel. The operational success of the BRT in Lahore is partly owed to the exclusive right-of-way.

What irks the elite most


However, it is the exclusive right-of-way for the BRT that has irked the urban elite the most who have not been used to sharing.

The extreme income inequalities prevalent in South Asia are partly due to the system’s weak wealth redistributive capacity, and the elite’s unwillingness to share. Sharing the road space with the rest is an unexpected development for the urban elite.

In New Delhi, the news media and the privileged complained of the dedicated right-of-way for the BRT.

In Islamabad, suddenly, the elite have become champions of the environment as they protest the loss of green space to the BRT corridor – never mind that they built their own communities on environmentally sensitive greenfields in the Margallas.

Some BRT projects in India were built to serve individual corridors without any regard for an integrated transit network. This prevented the BRT system from offering system-wide relief. Public transit works better as an integrated network. Isolated BRT corridors cannot provide system-wide relief from traffic congestion, tail-pipe emissions, and noise.

Transit for the poor should come first


The Ahmedabad case study revealed the system’s inability to serve the mobility needs of the very poor. A survey of 1,040 BRT passengers in Ahmedabad found that fewer than 14 per cent of the riders earned less than $100 per month. More than 62 per cent of the passengers reported monthly household incomes of greater than $200.

Another survey of 580 slum dwellers near the BRT corridor revealed that only 0.4 per cent of the households ever used the BRT, even when the transit system was within walking distance of their community.

The inability to serve the mobility needs of the destitute is a significant challenge for transit planners in South Asia. The very poor travel shorter distances and increasingly rely on non-motorised modes of travel, i.e. walking and cycling.

The survey of slum dwellers revealed that the average trip length for women was 3 km shorter than the rest. Similarly, average trip length for men living in slums was 5-km shorter than the rest. The lack of affordable mobility options limits the ability of the very poor to conduct their socio-economic affairs and benefit from the economic opportunities offered by the urban economies.

The review also highlighted the fact that 47 per cent of the BRT passengers had moved from other public transit modes, which ceased to operate after the BRT started operations. Only 12 per cent of the BRT riders reported switching from private modes of travel, such as car or M2W.

Thus, in its current manifestation, the BRT system in India holds considerable unrealised potential – it is mostly serving as a substitute for public transit system it replaced and serves the needs of the transit-captive ridership.

Attracting commuters from private modes of travel will have the greatest potential for easing traffic congestion and reducing mobility-related externalities.

Transit experts across the world agree that the BRT is an effective and efficient mode of travel. Also, it is cheaper than rail-based alternatives.

The challenge for public transit planners in Pakistan is to adopt a network approach to develop BRT where the system is integrated with feeder transit networks. Secondly, the mobility needs of the very poor in urban areas cannot be met without targeted subsidies.

Instead of subsidising the transit operators, the government must consider directly supporting the very poor so that they may also partake in the opportunities that the cities have to offer.

What Pakistan can learn from India's Metro buses - Blogs - DAWN.COM

 

[Edevelop]

^^ I thought there are problems with Delhi BRTS but why they are expanding ??

 

[Rank]

ooo bhai all bakwaas... continuously posting 9th avenue half pictures... I go-through everyday from saddar to Islamabad and shit destroyed complete cities. Only Habib construction completed 9th Avenue package but only half... stop making fool. One of largest station in front of my office in blue area and work is going extremely slow. Zara Saddar ke pix share karwaye especially flshman ki lol

 

[!eon]

obviously anyone with no idea of trams and subways will like it. This is only thing they have seen.
and 2nd most popular reason : noon league supporter

We are getting a Train Project in Lahore which is expected to complete somewhere around 2018 (before elections). Now deal Bus Projects for now and for smaller cities.

Unlike you no one on Pakistani streets is complaining. They know these type of projects are useful because they would never have to end up going back to climbing and hanging on Roof Tops of broken wagons and coasters like monkeys and also no longer need to use rickshaws on the hustle bustle roads

 

[Khalidr]

Ohhh you tell us please about some useful projects...we shall be enlightened...!!

Human development should be first priority of any government, nations spends decades to have strong well educated society and then the same peoples brings the same nation to its glory, Metros can be built any time but once if you left your people illiterate and uncivilized then its time bomb, ticking and ticking, and this will blast any time, you can take example of Arabs, they have best infrastructure in world, better economy and better opportunities, but if you look at their people you will clearly feel difference..

 

[Mr.Nair]

Whereas in India