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#TransPeshawar – The Difference

Finally, when approaching to the end of her 1st term, KP govt is going to start her own shiny & visible project – TransPeshawar. Peshawar Sustainable Bus Rapid Transit System is supposed to be operational near the election time. Very significantly KP Govt has spent so for its all efforts mainly towards institutional development. FAFEEN legislative tracker has reported that KP Assembly has passed the highest number of bills, 33, on Institutional reforms theme followed by Local Government & Good Governance theme with 17 bills. With regard to investing public monies, KP Govt is spending initially a good amount on Health & Education sector where public satisfaction is visible through their direct feedback in various TV shows conducted on ground among residents.

CM KP, Pervaiz Khattak recently has chaired a meeting and directed to complete the construction tendering process by end of April 2017. Construction is supposed to go in 3 packages simultaneously. FWO has already started working on utilities & service roads realignment to adjust with new TransPeshawar corridor. TransPeshawar is unique with other 3 BRT Metros in Pakistan in terms they way its to operate. Lahore/Multan & Rwalpindi Metros have a fixed corridor length and “air-conditioned” buses operate within that particular length. In contrast to that, TransPeshawar is designed for 8 different routes with an accumulated route length of 175Km and serving 131 bus stops along these 8 routes. TransPeshawar will serve 31 bus stops on-corridor and 100 new bus stops off-corridor. Other metros in Pakistan pick & drop the passengers from bus stops on the specialized corridor only whereas TransPeshawar is designed to pick & drop the passengers both on & off-corridor. 7 routes will operate as off-on-off-corridor sequence which will increase the utility of specialized corridor. Only 1 route will operate purely on-corridor just like other Metros in Pakistan. On Average all 57% route length of these routes will be on-corridor and 47% off-corridor. This arrangement significantly improves the utilization of the specialized corridor.

Multan Metro bus has started its operations with 35 buses  , with 68 for RWP/Islamabad and Lahore metro started with 45 buses. TransPeshawar is aiming to operate 383  buses of nearly same configuration as of Multan/Lahore on 8 routes throughout the city. The specialized corridor will have controlled entry and exit points for its 7 routes that will operate as off-on-off corridor. All 31 bus stops on-corridor are designed to provide park & ride facility. Bikers can park their bicycles on the station and take the bus to their destination. Similarly park & ride facility is provided for car drivers as well. There are 3 park & ride facilities each with a car parking capacity of 72, 90 & 100 cars and these facilities are located Hayatabad, Chmkani and Dabgari Garden. While its worth appreciating to provide park & ride facility to encourage the public transportation over private cars, more important is our attitudes. Can we prefer public transport over private? Will this affect our reputation in society? Other measures like increasing parking fee in areas near to on-corridor bus stops may help to some extent. However preference of TransPeshawar usage is directly proportional to the riding quality & efficiency & reliability of same. The graph below can give you an idea about how much of a route length will be served by the specialized corridor and how much of it will be off the corridor.

TransPeshawar ,

TransPeshawar, in addition to the infrastructure directly assisting for operations, will also be developing commercial chops to stream in a parallel revenue stream. Scattered to various location along the corridor, it will be developing 1100 shops for rental purposes. The affected vendors, shop owners affected by this project were consulted and they are keen in getting formal business spaces developed under this project as a settlement for their loss.  A key stake holder in development of this project is private public transport operator. PDA is presently in negotiations with private operators to chalk out the plan to accommodate their workforce and assets. TransPeshawar plan to employee the workforce currently engaged in transport business on priority to minimize their risk. Old buses may continue to operate in other areas of the city or to other cities. Other stake holders especially the households affected by this project have been consulted already and a livelihood resettlement plan has been prepared to compensate them.

Both Punjab & KP govts have different allocations and I also couldn’t find the cost estimates of various components of the Punjab MRTs. Further also TransPeshawar is different in its infrastructure, so in my opinion an eye-to-eye comparison based on cost for this will neither be a logical nor fair. The table below however can give you a good idea on why both Govts have different allocations. As u go down to compare, take note that Islamabad metro cost is reported to be Rs. 44.8 billion and KP has estimated of Rs 57 billion.

The key source of all this information is EIA Report’s Chapter 3: Description of the Project

A presentation before PDWP shows some deviation from the above report. This presentation reduces the BRT corridor length from 27.5 Km to 26Km and increase the off-corridor bus stops totaling 180. It also increased the initial bus fleet from 380 buses to 450 buses.

This post has been updated on 31-3-2017 and will continue to update this blog once new information is available.


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Yasir Cheema

Yasir Cheema is a Civil Engineer by training and currently working as Resident Engineer for Surbana Jurong Pte. Ltd. in Singapore. He writes at this portal about Governance, Public policy, Institutional development, Construction practices, and procedures.

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