BRT Features

The Peshawar BRT project is a major undertaking not just in the development of the physical infrastructure of the city but as a catalyst for urban regeneration and growth. Successful completion of the project will lead to greater economic activity and prosperity as well as providing the people, who live, work and visit the city a world-class transport service.


So how is a BRT system different to the existing buses providing services in Peshawar and most importantly, how will a BRT system improve the lives of people in the city?


Bus Rapid Transit (BRT) is a high quality high capacity transport system, which provides fast, efficient, reliable and comfortable mode of transport for the travelers. In a BRT system, the buses travel in a dedicated corridor and avoid the congestion on the road. BRT also provides improved waiting facilities and supporting infrastructure for passengers such as e-ticketing and real time information about bus schedules.

Essentially the Peshawar BRT System will be a high quality bus rapid transit system. Which will provide fast, efficient, reliable and comfortable public transport system to the masses. and cost effective urban mobility through the provision of segregated right-of-way infrastructure offering a rapid and frequent service.

  • 26 Kilometer Main Corridor
  • 15 KM at Grade
  • 8 KM Flyover
  • 3 KM Underpass
  • 31 Stations
  • Avg. distance between station 850m
  • 3 Bus Depots (Should be represented in infographics at Chamkani, Hayatabad, and Dabgari)
  • 3 Park and Ride Facility
  • Bicycle lane
  • Complete revamp of Footpaths
  • Secure
  • Efficient
  • Fast Journey
  • Comfortable
  • Reliable
  • Cost effective
  • 3rd Generation
  • 8 Feeder routes

The BRT route will run from Chamkani to Hayatabad, a total distance of 26 kilometers with 31 stations. The existing infrastructure will be improved with footpaths, bicycle lanes and provision at the stations for bicycle stands to make the journey easy for people using bicycles. Each station will be within half a kilometer reach making it convenient for users of the system.


Around 450 buses with capacity of up to 95 people, will be operational on the BRT system and BRT buses will run all day with extra buses at peak times.


To reach your destination the travel time will be shortened, secure, and comfortable you can travel from Chamkani to Gul Market in fifteen minutes and from Hayatabad to Gora Qabristan in 25 minutes. Parking provision at each end of the BRT corridor will be provided to encourage people with cars to use the BRT system.


So what are the Benefits of introducing a BRT System in Peshawar?


A number of cities throughout the world have introduced a BRT System into the fabric of the city and seen the following benefits:

  • Reduced travel times for the users of public transport;
  • Safer and a more comfortable means of travel;
  • Reduced vehicle emissions; improving the enviornment
  • More reliable journey times for users;
  • More friendly means of travel for women and children;
  • Will allow an improved environment for passengers with limited mobility;
  • Improve land values along the BRT Corridor and promote economic development; and
  • Enhance the city outlook and reputation.

BRT Infrastructure Components

A BRT system consists of many components and processes all working together to deliver a service, which is in the best interests of the passenger. Significant physical components of a BRT System are summarised below for a broad appreciation of what to anticipate in the Peshawar BRT. As far as possible Peshawar BRT will be designed following good practice in all components stated below keeping in mind the ground conditions.

Many BRT running ways in operation throughout the world are located in the median of the roadway (centre lane running) and this form of BRT operation helps to create a high quality BRT System for the reasons stated above.

A typical cross section required for a median BRT operation is shown below and this type of operation is proposed in Peshawar.

International experience shows that for a standard bus service, passengers will walk up to 800 metres to the local stop, providing it is a reliable service. For this reason, BRT station spacing standards require up to a maximum average spacing of 1.0km.In Peshawar it is anticipated that average distance between stations will be around 900 meters. Naturally specific land zoning and land use activity, as well as intersection locations along corridors will impact on this standard and specifically individual siting of stations.

BRT stations and terminals will range in size according to demand and the operational requirements required to ensure an efficient operation.

In accordance with the principles of cost effective design and to provide for ease of passenger familiarity, all stations on any one BRT system are of a uniform design with the only variation being the floor size of the waiting area, and is directly related to the anticipated demand during the peak rush period.

Passenger amenities at stations reflect modern standards for passengers including a comfortable passenger seated waiting area, network and BRT Service information, real time information (RTI) of bus arrivals, lighting, help points, accessibility for special needs passengers and good security.

Access to stations should be safe, convenient and easy to locate. For median based stations, access can be either at grade (that is, a simple zebra crossing) or elevated via an overhead bridge or via an underpass. In the case of the former, signal crossings will normally be required and these should be limited to corridor sections where general traffic speeds are low or where it is considered safe to cross.

Access to the stations for the Peshawar BRT System will be either by a pedestrian footbridge or by at-grade zebra crossing, depending on the location. The images below shows what each option looks like in readiness for ongoing consideration for Peshawar.

In order to be universally accessible, station access will need to cater for special needs passengers, including the physically, visually or hearing impaired. This includes wheelchair users, the elderly, and parents with prams and customers with load carrying needs. For these, ramps, stairs and any zebra crossing access will need to be designed accordingly. For instance, the step down to the zebra crossing shown in the above image in Jakarta will need to be replaced with a short ramp to allow easy access for people on wheel chairs and babies on push chairs etc.

There will be two depots one at each end, Chamkani and Hayatabad, and a staging area in the centre at Dubgari. The fleet depot is provided for daily refuelling, cleaning, and minor repairs. It is also provided for a regular maintenance of the fleet in accordance with agreed preventative maintenance manual procedures. If vehicle repairs and repainting is required, these may also be carried out at the depot if the design provides for it. Finally, overnight storage of the fleet requires a secure facility. This cannot be achieved by parking the buses at the kerb side on a number of streets for the evening.