The project has not been delayed. There was no policy or an institutional setup to plan, regulate, coordinate, implement and manage operations of mass-transit systems in KP. At least 14 key departments/agencies are playing a role in the management of Peshawar’s road network, public space and transport services. The GoKP has streamlined the institutional framework by passing legislation establishing Khyber Pakhtunkhwa Urban Mobility Authority (KPUMA) and the TransPeshawar Company (The Urban Mobility Company). KPUMA has province-wide remit and is responsible for the development of policies and regulations, planning, coordination, project preparation and funding for all projects related to urban transport system including mass transit, parking, NonMotorised Vehicles (NMV) etc. KPUMA board includes representatives from all major municipal and provincial government agencies. TransPeshawar is intended to be responsible for Bus Rapid Transit (BRT) project design, procurement, implementation and ongoing BRT operations and service contract management. TransPeshawar has its own Board of Directors.
In most of the successful mass transit models around the world non-fare income i.e. income from sources other than fare money is maximized. In case of Peshawar, the government’s vision is to develop the system on no operational subsidy from taxpayers and therefore lots of emphasis is given on non-fare income sources such as advertisement on buses and stations, shops etc.
Taxis provide a different mode of transportation, meeting different needs of the customers. Existing Taxis will continue to operate independently and provide an alternative form of transport service connecting commuters with the BRT.
BRT, unfortunately will be as prone to internal and external threats as any other public asset in the city; however, with better security at stations and surrounding, for example, installation of security guards/gates, Security scanner and CCTV cameras, the threat level shall be minimized significantly.
A 3rd Generation model is a state of the art BRT system with lots of additional features for its users by minimizing their need to transfers at stations. With this system people coming from different directions don’t have to change buses to get to the destination. This allows a greater number of people to access the system. For example, in Peshawar the BRT system will be implemented simultaneously on 8 feeder routes coming from different directions and therefore will increase the number of people getting benefitting from it. This not only makes the system work for more people but also reduces per passenger expenditure; hence maximum benefits of the system can be achieved with the same or less amount investment as compare to a 1st generation model.
Bus rapid transit is not a “fallback” or “second best” option to rail; it is a different form of enhanced transit that provides inherent benefits in flexibility and speed of implementation. Rail has been considered for Peshawar. Our concern with an initial focus on rail for our market is that rail is expensive, geographically limiting, and not required to service projected number of passengers. By eliminating or deferring significant corridor infrastructure costs and light rail operating costs, we can provide more transit for more people — and create a more robust transit network overall through improvements in service frequencies, especially for high-demand corridors — by focusing on a bus rapid transit-based approach.
Traffic flow will actually improve as, congestion caused by buses at the stops (often extending to two lanes per direction) will be reduced or eliminated with dedicated corridor for buses. With dedicated pedestrian crossings along the corridor, people would be able to cross the road more easily and safely, reducing conflicts with other traffic.
More buses on the roads mean more congestion on the roads and eventually taking more time for passengers to arrive at their destinations. The essence of BRT is to reduce time and provide hassle free public transport.
While contracts have not been awarded yet, it is estimated that the cost will be around PKR 2.01 billion per kilometre despite the fact that the TransPeshawar BRT is a 3rd Generation model with many additional features as described above.
This is true of conventional Bus ways that are choked with buses. On BRT systems maximum headways are about 1 minute per direction. BRT systems in fact not only reduce bus flows and emissions but also provide a calmer and more attractive environment.
- Peak period: 3 minutes (estimation)
- Off-peak period: 5 minutes (estimation)
Time of journey estimations:
- Hayatabad to Gora Qabristan: 25 minutes
- Chamkani to Gul Market: 15 minutes
- Average travel time within two adjacent station estimation: 2 minutes
Billboard policy is out of the BRT competency
Yes, the buses will provide free Wi-Fi to passengers
Yes, the buses will be air conditioned. The stations, however, will not be air conditioned but they are being designed to promote thermal comfort
Yes (details will be provided later)
The front portion will be dedicated for women
Every station will have a segregated queue for women
Bus Rapid Transit (BRT) is a high quality high capacity transport system, which provides fast, efficient, reliable and comfortable mode of transport for the travellers. 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.
There will be equitable policy on Fares by balancing the affordability of passengers and not to burden the tax payers excessively by high subsidies.
Availability of a high quality reliable, affordable and accessible public transport system itself will attract commuters towards the new system, forcing them to change their travel habits from private cars to BRT by providing facilities like Park & ride, Bike share, Cycleways. Reduction in travel time by bus and more reliable and comfortable bus system will also encourage private car users to switch to BRT.
BRT in Peshawar is conceived based on the latest design often referred to as a 3rd Generation BRT Model with many features that do not exist in the older systems operational in Pakistan.
BRT is a relatively low-cost and flexible mass transportation system that typically has an initial investment cost much lower than Metro Rail System. It can serve a much larger area than a rail-based system. Project Planning and Implementation are much quicker. Unlike Light Rail Transit (LRT), BRT can be altered or expanded at low-cost and at short periods of time.
BRT corridor is 26 kilometers with 31 stations. It will run from Chamkani to Hayatabad as shown on the attached map.
The TransPeshawar BRT is designed to carry over 450,000 passengers daily including multiple journeys at peak times on its fleet of around 450 buses. The average distance between two adjacent stations would be about 850 meters. The buses will also be able to run on main corridor as well as the eight feeder routes providing a comprehensive service to the people of Peshawar.
The road space available for the BRT varies from area to area, therefore the corridor is designed in a way that it will be constructed at grade where the existing road provides enough space and elevated in the narrow areas through construction of flyovers.
Commercial value and rents have actually increased on BRT corridors in cities such as Curitiba, Quito and Bogotá. Peshawar may follow similarly given the route of the BRT in Peshawar.
It is anticipated that the construction will start by end of August 2017.
Some disruption may occur during construction. However, construction work will be closely coordinated with key stakeholders to minimize the impact on traffic, transportation services, businesses, and the Peshawar community at large.
Park and ride is an integration facility to enhance the accessibility of BRT system for a particular user that is not attended by off corridor services. Its concept aims to address only part of BRT users.
Construction will take approximately eight months.
Conventional traffic/transport studies focused on vehicular movement rather than NMV. While large investment was made to improve vehicular traffic flow, minimal budget has been allocated to improve the convenience/safety of NMV in cities such as Lahore and Rawalpindi. The importance of pedestrians and NMVs has largely been neglected in planning for mobility improvement. Mechanized trips, however, also involve walking as feeder or transfer. A high percentage of trips below 3 to 4 kilometres in urban areas are performed solely by walking or NMVs, such as bicycles. Therefore in Peshawar there will be a focus to improve the facilities for pedestrians and bicycle users
Types of NMV facility to be considered include dedicated bicycle lines, bike sharing facilities (at few points) and bicycle stands at most of the stations.
Unlike the train system, the BRT has greater operational flexibility, which easily allows the increasing of the system coverage. Kharkano area could be attended by BRT in future.
The BRT operation relies on an intelligent ticket system to enhance system access at stations.
- Transport and Mass Transit Department (TMTD)
- Khyber Pakhtunkhwa Urban Mobility Authority (KPUMA)
- TransPeshawar Company
- Peshawar Development Authority (PDA)
- Traffic Police Peshawar
- Commissioner Peshawar
- Deputy Commissioner Peshawar
- Mayor of Peshawar
While there may be some disruption along the BRT route during construction, there will be no closures of any schools, colleges, university or businesses while construction is in progress.