2014

Lahore Metro Bus Transit System (BRTS)

PROJECT MANAGEMENT EXAM REPORT

EBRAHIM ARIF
4TH YEAR ARCHITECTURE | National College of Arts, Lahore

CONTENTS
1

Project Mission .................................................................................................................................................. 2

BRTS Lahore ....................................................................................................................................................... 4

Work Breakdown Structure ............................................................................................................................... 5

Project Scope ..................................................................................................................................................... 6

Budget ............................................................................................................................................................... 7

Construction Management ................................................................................................................................ 8

Risks & Criticisms ............................................................................................................................................. 12

1 PROJECT MISSION
According to the Government of the Punjab, Lahore, the second most populous city of Pakistan, is a fast growing metropolis whose
population is expected to reach 10 million residents in 2015. The increase in population has resulted in the simultaneous increase of
vehicles on the roads of Lahore, and it has become apparent that the roads of Lahore can no longer sustain the number of private
vehicles that currently ply the roads. In light of this commuter crisis, several large scale public transit system were proposed to serve
the population of Lahore in the last few years.
The strong requirement of a mass-scale Transit system was first brought to attention by the Punjab government in 2005, who felt that
the then prevalent public transport of motorized rickshaws, private buses (under LTA), and wagons was insufficient to provide safe
and comfortable transport to the masses. A large-scale public transport system was necessary to cater to a city like Lahore, whose
population growth was steadily increasing by 3% per annum. The then government of Punjab proposed an Underground Mass transit
System for Lahore (LRTS) which was approved by the Federal Government, but political upheavals in the country resulted in the project
never being realized.
At present, the transport demand recently estimated by Japanese International Co-operation Agency (JICA) is 12 million trips, which
includes 4 million short walking trips and 8 million motorized trips, on a usual weekday. Vehicle registration has increased from 56 to
over 116 per 1,000 inhabitants. Cars have increased over the same period from 13 to 35 per 1,000 inhabitants and are now
increasing at the rate of 10 to 15% per annum.
Keeping such international statistics and estimates in mind, the Punjab Government in 2011 revived the LRTS project and modified it
according to their own requirements. The project was rebranded the Bus Rapid Transit System (BRTS) for Lahore, and proposed
several intersecting transit routes that would provide large scale transport options to the public, thereby reducing traffic congestion
and introducing sustainable travel in the city of Lahore.

140

120

116

100

80
66
60

56
50

35

40

20
20

13

13

Vehicle Registration (Total)

Cars

Motorcycles

Others

Current

56

13

20

13

Increased

116

35

50

66

Current

Increased

Figure 1: Vehicle Increase (per 1000 people)

2 BRTS LAHORE
The Lahore Urban Transport Master Plan of 2011, prepared by JICA, recommended seven
BRT corridors in Lahore. Therefore, in the year 2011, the Government of Punjab
appointed Ulasim, a Turkish company of the Istanbul Metropolitan Municipality, to
prepare the preliminary design of Metro Bus System (MBS).
The MBS was planned in integration with the Multi-Modal Intercity Bus Terminals (MIBT).
Each of these terminals was to be established on either side of the corridor. The Metro
Bus System Line-1 from Gajjumata to Shahdara is approximately 27 kilometers long;
running in the North-South direction through the heart of Lahore. 27 stations at 1
kilometer intervals were designed, and overhead pedestrian bridges and escalator
included along with pedestrian underpasses at certain nodes to facilitate pedestrian flow
through busy interchanges.

Figure 2: List of stations (BRTS Line 1)

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3 WORK BREAKDOWN STRUCTURE

Originally inspired by the Metro Bus model implemented in the Turkish city of Istanbul, the Lahore BRTS has since derived considerable
influence from the TransMilenio public transit system in Bogota, Columbia. However, the work breakdown phase was mismanaged
by the authorities, since there were no feasibility reports conducted, or Environmental Impact Assessment (EIA) reports filed. No public
meetings were organized until after the project had already commenced construction, thereby invalidating the views of other project
stakeholders. A point of controversy emerged subsequent to the projects inauguration that the EIA reports submitted by the
government were in fact pieced together from other previously written reports, and had no relation to the project at hand.
The initial design proposed an entirely new lane for BRTS Lahore which initially led from Chouwng to LDA Avenue, hence making a
triangle ending up near Jallo, thereby enclosing city. Budget constraints, however, led the authorities to modify the plan into two,
rather three phases, with the first phase going from Shahdara to Gajjumatta, and the second phase from Kala Shah Kakoo to Raiwind
Road (Thokar Niaz Beg). The third proposed phase led from New Airport to Bund Road.
Availability of space was a major hurdle for engineers proposing
the new transit system. Densely populated urban fabric in major
parts of Lahore invalidated the idea of road widening, therefore a
section of the route of the BRTS was lifted above road level
(Elevated Track).

Figure 3: Elevated Track BRTS (3D Visualization)

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4 PROJECT SCOPE
The Punjab Government broke ground on the Bus Rapid Transit System megaproject in April 2012. The first section of the BRTS was
opened in February 2013. The route covers residential and commercial localities along the citys main artery. The project consists of
both an elevated track in some localities, and a separate bus lane in others. This infrastructure with a linear running road includes a
12.5 kilometer flyover constructed within the busiest areas of the city. Pedestrian bridges and escalators were also constructed along
with the BRTS.

Figure 4: Escalators for pedestrian underpass (BRTS)

Figure 5: Pedestrain bridges (BRTS)

5 BUDGET
The total cost of BRTS was less than Rupees 30 billion. Government officials have stated that this system was built on a route
recommended by SYSTRA as the most feasible route for light rail operations. BRTS for Lahore has been completed at only 16 20 %
of the cost for a light rail network.
This project was divided into 11 packages and completed at a total cost of Rupees 29,821.762 million. The approved packages included:

Rupees 5,411.075 million for Youhanabad to Kalma Chowk,

Rupees 5,482.902 million for Kalma Chowk to Qurtaba Chowk,

Rupees 5,148.948 million for Qartaba Chowk to M.A.O College,

Rupees 3,411.839 million for M.A.O College to Bhaatti Chowk,

Rupees 2,590.782 million for Taxali Chowk to Shahdara Mor,

Rupees 849.691 million for Additional Bridge along Lahore Bridge,

Rupees 1,930.017 million for Gajju Matta to Youhanabad,

Rupees 3,227.176 for erection of Escalators and Platform Screen Doors,

Rupees 1,026.193 million for construction of Bus Depot, and

Rupees 743.139 million for automated fare collection and bus scheduling
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6 CONSTRUCTION MANAGEMENT
Construction of the project was divided into different packages and awarded to different contractors in order to facilitate speedy
development. Two companies amicably constructed the major part of the flyover, including two elevated rotaries for BRTS. Another
construction company constructed the flyover ramp to Taxali gate. Construction of the project started in March 2012 and buses
entered service in February 2013, making it one of the fastest implemented large-scale urban projects in history. Traffic
management for the system was constructed by the Traffic Engineering and Planning Agency (TEPA) at a cost Rupees 29.8 billion.
The system was built on the buildoperatetransfer basis via collaboration between the Punjab and Turkish governments.

Figure 6: Sectional analysis of BRTS construction

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Figure 7: BRTS sections at different nodes and interchanges

Other

Lane on Ferozepur Road

18

Bus Termials

Elevated Portion

8.5

Total Length

28.5

0
Length (Km)

Total Length
28.5

10
Elevated Portion
8.5

15
Bus Termials
9

20
Lane on Ferozepur Road
18

25

30
Other
2

Length (Km)

Figure 8: Length-based distribution of BRTS corridor

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Down Ramp to Texali &

Gajjumatta
54%

Traffic Management System

1%

Other
5%

Esc. Stairs. Ticket wendors

etc.
4%

Flyover Portion in Dense

Populated Areas (8.5 Km)
30%

Elevated Rotaries
(BRTS Lahore)
11%

Flyover Portion in Dense Populated Areas (8.5 Km)

Elevated Rotaries (BRTS Lahore)

Down Ramp to Texali & Gajjumatta

Traffic Management System

Esc. Stairs. Ticket wendors etc.

Figure 9: Construction phases (percentage)

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7 RISKS & CRITICISMS

The Lahore Metro Bus follows the criteria of the Institute for Transportation and Development Policy. It has barrier-controlled,
automated, off-board fare collection. Many critics liken the barriers implemented in the BRTS as a Berlin Wall, segregating the city
into middle and lower class districts.
The current number of buses are insufficient to cater to the large number of public commuters towards whom the system is aimed.
Therefore, the buses are frequently congested and do not offer comfortable travel.
The fuel system for the buses is environmentally unsustainable since it utilizes petrol and gas variants. Biofuel alternatives as utilized
by models such as TransMilenio would serve to be environmentally friendly as well as foster local economy via biofuel production.
The buses utilized by the BRTS are reconditioned vehicles acquired from Turkish companies at reduced prices. This severely
diminishes their life expectancy, as well as increases possibility of safety hazards.

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