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Peshawar Metro Bus

I love metros, under ground and above ground trains but in current situation we should go for more economic solutions instead of lavish solutions.

trains are the cheapest form of transportation thats why everywhere in the world its a preferred to have train links instead of buses.

Yup, IMO a congested country like Pakistan need underground public transportation system. It is poor planning of the government who lacks the vision and don't have capability of thinking for situations of let's say 50 yrs from now.

The reason for that is elected govts only get 5 yrs, so they plan accordingly. Usually its 4yrs of looting and 1 year of working.
 
Phase 3.... Chowk Hayatabad, Peshawar

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Qayyum Stadium Dated 25-03-2018


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FC nothia chowk dated 25-03-2018


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2 Special cranes imported from Japan for girders lifting and placing.Transported in parts in 5 days and assembled in 3 days

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Improved mix traffic road near Gora Qabristan, Reach 3

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Peshawar’s BRT a deal breaker for the govt?
Dr Shamaila Farooq and Dr Sagheer Aslam

MARCH 26, 2018

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According to the WHO report (2008-2013), Peshawar is one of world’s 20 most polluted cities, already disfigured with flawed urban planning and management, presenting a dismal state with the construction of Peshawar Bus Rapid Transit (BRT). Contrary to PTI’s claim that BRT will change the lives of people in many ways, unbearable traffic congestion, road blocks and closure of alternative routes ending in long hours of commuting time where destinations are only a few kilometers away is how the life has so far been changed. Though success or failure of BRT project will be evaluated later on from the perspective of sustainability, its direction is set right from conception and continues over an entire span of project life on several factors.

Undoubtedly, Peshawarites desperately need an effective and sustainable transport system to replace the existing obsolete transport system that has marred the city’s landscape. A cursory reflection at the BRT’s PC-1 ‘stated objective’ is clearly seen addressing this issue. Nonetheless, the question about achievement of the objective, especially during its planning and execution process, is still there. Numerous and continuous alterations in its design have raised questions over its reliability where time is one of the crucial factors. Mega projects must not be executed in a hurry as construction processes require a minimum time for the placement of materials, compaction, concrete strengthening and testing etc. This has happened to Peshawar’s BRT where the government’s claim to make the buses running on the track in mere six months now appears as a task that only Aladdin’s lamp could accomplish. To make an execution “technically sound”, it is highly recommended that time must be given to ensure quality as a principle of sustainability. It must not be compromised for any political mileage which the PTI has already done by rolling out BRT late in its fourth year, and insisting to launch it by April 20, 2018.

Having said that, overlooking sustainability and reliability is only going to thrust this multi-million dollar project into shambles owing to a dismal support infrastructure, this ill planning might also result in negative public perception that BRT is an ‘uneconomical and non-feasible’ idea, as often discredited by the KP Chief Minister, Pervez Khattak, in case of Multan BRT.

Peshawar BRT has begun showing the same signs, such as lack of coordination and frequent and abrupt changes in the conceptual design that have now surfaced even before calling it a success story. Started initially with work in three shifts a day and progress reports evaluated on a weekly basis, stakeholders realised that all the gains were possible through speedy execution only. It is safe to say that the stakeholders kept on writing cheques the BRT couldn’t cash. This environment has exerted immense pressure on quality assurance teams also and now this is quite evident that at various junctures, designs are remodeled and work pace has slowed down resulting in further delays. It is highly likely that the deficiencies will also start appearing soon after BRT gets kicked off. Therefore, authorities must ensure quality of infrastructure, as for people, this would be an asset and would stay longer in memories.

In Tanzania, the “Dar-es-Salaam Bus Rapid Transit system (DART)”, the company responsible for managing its BRT won the Sustainable Transport Award, 2018 for running a sustainable health and hygiene sensitization campaign for the communities and construction workers along its BRT construction.

Peshawar BRT has been facing management challenges since its construction in providing alternate routes, as we see the routes along the Circular Ring Roads are in no way enough to cater to the traffic passing by. It finally needed the pounding of the Peshawar High Court’s gravel that led to reopening the alternate routes which were blocked years ago. Similarly, long before the launch of the BRT, it was noted that no contingency plan was in place due to already opened gutters alongside University Road. Despite assurances, no significant public awareness campaigns were launched to educate public about heavy dust and smoke caused by the construction. A sustained outreach and communication campaign to educate public on health and safety perspectives is critical, except that the government is only seen doing that through a few newspaper advertisements and hoardings. One wonders if the Trans-Peshawar Company has even considered of a community awareness program for this project. If so, then it is yet to be seen.

In Tanzania, the “Dar-es-Salaam Bus Rapid Transit system (DART)”, the company responsible for managing its BRT won the Sustainable Transport Award, 2018 for running a sustainable health and hygiene sensitization campaign for the communities and construction workers along its BRT construction. It focused on the dangers of commuters passing through road sides which exposed them to carbon emissions from motor vehicles and other issues of health and safety. Environmental factor is critical for BRT’s sustainability as construction of BRT on the contrary has impacted the Peshawar Beautification Project as well. Likewise, distraction resulting from relocation of utilities such as water pipelines and electricity lines, interference with drainage patterns, delays in transportation besides grave city landscape disfigurement, have wreaked havoc in the public life of the residents.



Due to delay in the completion, which would have an economic impact, the executive’s maintenance behavior is nothing more than casual. This factor has to be incorporated through a sustained maintenance mechanism. De Sitter’s (1982) Law of Fives fits well here. It suggests that $1 spent for correct design and construction is as effective as $5 in maintenance during pre-deterioration stage, $25 in local deterioration stage otherwise $125 as major repair due to deferred maintenance of units. The numbers, though not absolute, clearly indicate the intensity of financial impact due to negligence once the BRT is operational. Apparently, no arrangements have been made into the proposed BRT project to set up an improved asset inventory system.

Ultimate success for Peshawar BRT will only be possible if institutions manage it without wasting a second and by employing enough measures to ensure the timely, confident and fluent running of the first bus on the track. Thus, socio-economic sustainability becomes a challenge emanating from environmental failures. Though it is an ill-thought-out decision to run BRT on subsidy, fixing high fares for commuters doesn’t seem like a long-term solution either. This may cause a social reaction, and, therefore, careful deliberation with major stakeholders needs to be undertaken at this stage before the outbreak of an anti-PTI sentiment in public.

Still, Khyber Pakhtunkhwa government claims that Peshawar BRT is constructed at a cheaper cost than those in Punjab and Islamabad with zero subsidy, sustainability is a multi-faceted criteria not ensured through finances only. It starts at planning phase, goes through quality construction and prevails throughout the life of the project. Part of its success will be tested later but only the project’s careful planning will make a real impact. To make sure that it becomes a Third Generation BRT, sustainability is to be integrated holistically. BRT will be a test case for PTI in the election this year.

Dr Shamaila Farooq is serving as Director Media and Publications at University of Engineering and Technology, Peshawar

Dr Sagheer Aslam is a professor of sustainability at the National Institute of Urban Infrastructure Planning, University of Engineering and Technology, Peshawar.

https://dailytimes.com.pk/219882/peshawars-brt-a-deal-breaker-for-the-govt/
 
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Debris being lifted and preparations underway for girder launching near CSD Reach 2

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Another girder being launched at Reach 1. It's so fulfilling to watch this. Hard Work and persistence finally worth it. Peshawar BRT

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Fixation of kerb stone at underpass 2 and 3 near Bus Terminal and Hashtnagri, Plantation & beautiful will take place in that areas..


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Peshawar BRT construction enters the next stage :: Girders placement on the pillars started at different spots

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Aerial view of the Peshawar BRT progress :: The project will be completed on 20th May and NatGeo will be sending team to make a Documentary on it

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National Geographic TV to videograph Peshawar BRT project

PESHAWAR: The National Geographic TV would be sending its crew to the provincial capital next month to video-graph the Bus Rapid Transit (BRT) project.

Peshawar Development Authority (PDA) Director General Israrul Haq told The News that the BRT costing Rs49.346 billion would be video-graphed because it is the biggest project in the history of Khyber Pakhtunkhwa and is being built at a phenomenal speed.

"It is also the biggest BRT in Pakistan to-date. Once completed, we would present BRT Peshawar for an entry in the Guinness Book of World Records due to its fast-paced completion," he added.

He said the PDA earlier didn't approach the media as the work on the BRT was in the early stages. "Now that we have made headway on the project, the PDA is open to the media and willing to show the progress it had achieved," he said.

Though Israrul Haq conceded hat the BRT won't be ready by its stated completion date of six months by April 29, he said work was continuing apace and the target for completing the project is now May 20. "About 9,000 people are working on the project round-the-clock in three shifts. The PDA's BRT team consists of 250 employees and we have more than 8.000 workers hired by the contractors," he said.

The PDA Director General argued that the BRT wasn't only about meeting deadlines and completing the project in six, seven or eight months. "The work on BRT started on October 29, 2017 and it is true that a six-month timeline was announced for its completion by April 29. However, changes in design and addition of new features and structures caused some delay. We are also conscious about maintaining quality of the work," he pointed out.

According to Israrul Haq, the 27-kilometres long, signal-free, third generation BRT capable of transporting 360,000 passengers per day was unique in many respects. "It would have 68 kms feeder routes, a bicycle track, a pedestrian track, park and ride facility at Chamkani, Dabgari and Hayatabad and a total of 16 kms of flyovers," he explained. He added that as part of the BRT the facelifting of all heritage buildings, mostly public and some private, at the Qissa Khwani bazaar, Hashtnagri and Sunehri Masjid Road would be done to beautify Peshawar.

He reminded that the 21-kms long metro bus project in Lahore was built in 14 months, the 26-kms Islamabad metro bus in a year, and the metro bus in Multan also in 12 months. "In comparison, the BRT Peshawar is 27-kms long with 11 kms distance at grade, 13 kms elevated and 3 kms underpass section and 30 bus stations has additional and unique features and yet it would be completed ahead of all similar projects in Pakistan," he maintained.

Refuting the allegations that no pre-feasibility or feasibility study of the BRT was done, the PDA head recalled that the Asian Development Bank (ADB) had sponsored these studies at a cost of Rs150 million. He claimed the detailed engineering design and the PC-1 were properly done and approval obtained for the BRT from all federal government institutions such as the Planning Commission, CDWP and ECNEC. He said the tendering process and the opening of bids was done in a transparent manner at a local hotel in presence of the media and the lowest bidder was awarded the contract. He said the project was of international standard and was being strictly monitored by the ADB, which has provided 85 percent financing of Rs41.8 billion for the BRT and is very conscious about quality control.

Israrul Haq disclosed that the order for 220 modern buses for the first phase had already been placed with a Chinese company and the first batch of 40 buses would be delivered in mid-May. He said each diesel-electric hybrid bus would cost Rs30 million. He added that three megawatts of electricity would be made available to run the buses, escalators, elevators, generators and other facilities round-the-clock.

He disclosed that all the 630 passenger vehicles, including buses and wagons, plying on the roads prior to the BRT, also known as TransPeshawar, had been acquired by the BRT project and the drivers rendered jobless would be offered jobs to drive the BRT buses on a priority basis after undergoing a driving and aptitude test and some training. He said owner of each vehicle had been offered about Rs1.4 million, which includes one year of unemployment payment. Besides, he said the drivers could get licenses for driving vehicles on the feeder routes if they don't want or are found incapable of driving the BRT buses.

The PDA DG said it is true that the beautification of Peshawar done prior to BRT was damaged and green belts and trees had to be removed to make way for the corridor. However, he claimed every effort was made to save the trees and about 300 out of the 600 were replanted. He said the trees that weren't environment friendly were discarded. "We have also planted 86,000 saplings during the recent spring plantation drive, including more than 20,000 on the 22-kilometres long Ring Road from Hayatabad to Motorway, 15,000 at the Regi Town and the rest in Hayatabad. Also, 15 new parks are being developed in Hayatabad," he added.
 
The cost of this bus also include the price of feeder buses.
If you compare it with Lahore metro which is made for 27 billion, if you add the money spend on feeder route project that are used to transport people to the metro bus, that project alone would have cost 30 billion and is run by Turkish company. The corruption in 56 companies that we keep hearing, one of the company was involved in running feeder buses . Feeder buses in Lahore are usually empty as I myself travel in bus a lot and I know, because they require special card made from liberty market and only then you can use them. There are times you see empty bus pass by you but won't take you unless you have tgeir specific card.
So instead of making metro and giving the tender of feeder buses later, the kpk government has incorporated it in design.
That's why the cost is 57 billion. Because it's kind of 2 projects. One is a single line throughout the city, carting long metro buses, the other project is of feeder buses that take people to metro bus.
That not planned shit was just spread by geo news cronies. The abd wouldn't approve the loan if the project is not properly planned.
 
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