By

WALEED ASHFAQ [2011-NCA-ARCH-011]

Project Management
Sir Zahid Usman

CONTENTS
1. HISTORY
2. INTRODUCTION
2.1.
2.2.
2.3.

Project Information
Salient features of the Project
Project Benefits

3. SCOPE OF THE WORK

3.1.
3.2.

Responsibilities of the Private Party

Institutional Role of Lahore Transport Company(LTC)

4. WORK BREAKDOWN
4.1. Planning
4.2. Construction
4.3. Operation

5. DESIGN
5.1. Route
5.2. Ticketing

System

6. COST AND FINANCIAL SYSTEM

7. PROJECT RISK MANAGEMENT
8. PROJECT PROCUREMENT MANAGEMENT
9. SOURCES AND REFERENCES

1. HISTORY
Lahore Transport Company was established in 1984 to ease the traffic conditions
of Lahore and improve bus services. LTC got all the transport responsibilities of traveling in
Lahore in December 2009. A BRTS fleet of 650 Buses was introduced. It was given name
Trans Lahore". However, the BRTS did not have dedicated lanes and had to share roads
with regular traffic with no right of way privileges. This resulted in a system that was a BRTS
only in name. The system was first proposed in 1991 and was updated in 1993 by Lahore
Traffic and Transport Studies, funded by the World Bank. The project was subsequently
shelved. In 2005, the Transport Department of Pakistan revisited the project and carried out
a feasibility study and in 2007; the Asian Development Bank provided PKR1 billion to
conduct a study on the project.] An 82 km (51 mi) long rail network with 60 stations was to
be constructed in four separate phases as a part of the project. The first phase involved
construction of a 27 km (17 mi) km railway line called green line which would include an
11.6 km (7.2 mi) underground network. The much-awaited mass transit Metro Bus System
(MBS) for Lahore, a Pakistan-Turkey collaborative project modeled along the Bus Rapid
Transit System of Istanbul, is finally up and running.

2. INTRODUCTION
Lahore is the second largest urban center in Pakistan. It is the provincial capital for most
populous province of Pakistan Punjab with population of more than 9 Million
inhabitants in 2006. The transport demand amounts to some 13.5 million daily
motorized trips to work, shopping and recreation other than walking. The rising
incomes of growing population have generated increasing travel and demands for
higher quality transport.

2.1. PROJECT INFORMATION

Over the past 15 years the rapid growth in population and vehicle ownership has
steadily worsened traffic congestion. 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. With the increasing
population, the economic growth is running at the rate of 5% p.a this situation which will
only get worse, in the absence of any proposed transport infrastructure improvements. In
order to cope with the ever increasing traffic congestion on the Lahore road network,
JICA carried a comprehensive study on the transportation system in Lahore. The study
formulated a transportation plan for the city for next 20 years. The master plan identified
following two corridors requiring a Mass transit system
Ferozepur Road Corridor
28.7 Km
Multan Road Corridor
12.4 Km
The normal bus system would not be able to cater the public transport needs on the said
corridors. The only solution to this would be development of a Rapid Transit System.

2.2. SALIENT FEATURES OF THE PROJECT

The BRT project has been conceptualized to encourage private sectors in transport
sector of Lahore city. GoPb and LTC would ensure investment friendly environment
to the private sector to ply safe, comfortable, reliable and affordable public transport on
sustainable basis ensuring reasonable profit. Salient Features of the Project are as under:

Feasibility, detailed design, construction, operation and maintenance and transfer of

BRT on BOT basis against a concession period and exclusive right of operation.
Induction and operation of required number of new buses on the two corridors
equipped with electronic fare collection and Bus management system.
The fare structure will be decided by LTC at all times keeping in view the interest of
the city commuters and sustainability of the project.
Fare collection from commuters and advertisement on buses are major revenue streams
of the project.

2.3. PROJECT BENEFITS

The major benefits of the project include:
i. Savings in Vehicle Operating Costs and maintenance costs
ii. Decrease in travel time and traffic congestion
iii. Reduced strain on accident and emergency response system
iv. Smoother and safer intra-city travel
v. Preference of use of buses on personal vehicles will be fuel efficient
vi. Increase in economic activities
vii. Increase in employment opportunities during construction and post-construction
period.
viii. Additional revenue via advertisement buses ix. Maintain standards of safety and
speed and manage traffic equitably, which may reduce the economic cost of travel on
the aforementioned traffic routes.
x. Reduce traffic load from the areas of high activity, providing ample capacity on the
main boulevards to cater for the prospective growth in the city traffic.

3. SCOPE OF THE WORK

3.1 RESPONSIBILITIES OF THE PRIVATE PARTY
The private party will be responsible for the overall implementation of the project,
Including but not limited to, the Design, Build, Finance, Operation and Maintenance
functions of the overall project. As mentioned above, project activities include:
3.1.1 BROAD PARAMETERS
Broad parameters of the BRT project are as follows:
a. BRT on Ferozepur Road Line Corridor-I 28.7 Km
b. BRT on Multan Road Line Corridor-II 12.4 Km
The scope of work includes design, build, finance, operate, and transfer of project on
the above two corridors on BOT basis:
a) BRT Geometric and System Design Recommendations
Corridor 1
Based on the ridership data of the LRMTS Feasibility Study, the BRT system on
Corridor 1 is expected to carry 9,000 peak period passengers per hour per direction (pphpd) by
the year by 2011, 20,000 pphpd by the year 2021, and 24,000 pphpd by 2025. For engineering
purposes it is much safer to err on the side of designing for more passengers than you get.
A BRT system can be built in Corridor I with the nearly the same capacity as the proposed metro
system, with an average operating speed of 26 km/h, starting at 9,000 pphpd and increasing to
24,000 pphpd over time.
Corridor 2
Based on the ridership data of the LRMTS Feasibility Study, the BRT system on Corridor 2 is
expected to carry 7,300 peak period passengers per hour per direction (pphpd) by the year by
2011, 15,100 pphpd by the year 2021, and 20,300 pphpd by 2025. However, predicting the
number of future passengers is more an art than a science. For engineering purposes it is much
safer to err on the side of designing for more passengers than you get.
b) Design Specifications:Reaching these levels of capacity in a BRT system requires careful design and engineering.
To reach these levels, BRT system would need to have the following characteristics:
i. The BRT system should occupy the central verge of the roadway, rather than the curb lanes.
This will avoid conflicts with turning traffic, pedestrians, stopping taxis and delivery vehicles,
illegally parked vehicles, etc.
ii. Passengers should pre-pay to enter each bus station, and each station platform should be
elevated to the height of the bus floor.

iii. The most efficient and workable BRT design is to be proposed. Exclusive bus lanes should
be predominantly maintained at grade but physically separated from the rest of the traffic by a
physical barrier, and enforcement of onto the bus way must be maintained through regulatory
signing and with additional police at the intersections during the course of operations.Fines
for illegal encroachment on the bus way must be strictly enforced.
iv. An overtaking lane at stations should be included in the BRT design. In other words, the bus
way needs two lanes in each direction at each station, and one lane at least 10 feet wide in each
direction at all other points. The overtaking lane is critical to relieve bus congestion.
v. Each station should have at least two platforms.
vi. The distance between bus stations should be brought down from the current average 1000
meters to an optimal level of 500 meters. This will slow down bus speeds somewhat (30 to
25km/h) but it will reduce total trip time by reducing walking distances. Approximately fifty six
stations on Corridor-I with 112 pre-paid enclosed platforms should be built along Corridor I.
Similarly twenty four stations on Corridor-II with 48 pre-paid enclosed platforms should
be built along.
Vii. For Corridor I, two hundred (200) buses and for Corridor II one hundred buses (100) with
capacity of 75-passengers are required (other spec as per LTC bus specification Annex- G).
viii. Pedestrian access to the central verge should be via pedestrian overpasses and underpasses
unless impractical.
ix. At un-signalized intersections and median cuts for U-turns, a secure Corridor for BRT is to
be maintained by deployment of security personnel and provision of removable barriers.
x. At signalized intersections special signal pre-emption plan supporting the buses is to be
introduced to lawfully secure the BRT corridor. The pre-emption phase is to be activated through
auto detectors placed in advance of the intersection with supplementary activation control within
the bus.
xii. Visually distinct pavement color for identifying the secured BRT corridor is to be provided.
3.2. INSTITUTIONAL ROLE OF THE LAHORE TRANSPOST COMPANY
AUTHORITY (LTC)
Lahore Transport Company (LTC) has been established under the provisions of Provincial
Motor Vehicles Ordinance (Amendment) Act 2009 as an Urban Transport Company.
Government of Punjab notified the company vide. No. SO (NTS) 2-88/2009 dated 1st Dec., 2009.
LTC has been registered under section 42 of Companies Ordinance 1984. LTC is regulatory
body which has been tasked to ensure a smooth running transport system in Lahore which
will provide the commuters a safe, efficient and affordable transport service.
As per the provisions of the said ordinance, LTC is now the sole organ responsible for custody
of all transport infrastructures in Lahore and its operations through a network of private operators.
This infrastructure includes Bus Stops, Bus Shelters, Bus Bays, Bus Depots and Bus Terminals
and BRT.
LTC is managing the passenger services through a variety of transport vehicles covering
High Occupancy Vehicles (HOV) such as Buses and Low Occupancy Vehicles (LOV) such as
Vans, Coasters, Hi-Ace, as well as certain approved Rickshaw models.

4. WORK BREAKDOWN
4.1. Planning
After 20 years of discussion, the ambitious an expensive Lahore Metro, which had first been
proposed in 1991 was abandoned in favor of a bus transit system. Plans were developed in the
last quarter of 2011 by both local and Turkish experts.

4.2.

Construction

Construction of the project was divided into different packages and was awarded to different
contractors. M/s Zahir Khan & Brothers in Joint venture with M/s Reliable Engineering
Services (Pvt.) Limited constructed the major part of the Flyover including two elevated
rotaries for BRTS.Habib Construction Services construct the down ramp to taxali gate of
flyover.[6] Construction project started in March 2012 and buses entered service in February
2013. The system, which was constructed by the Traffic Engineering and Planning Agency
(TEPA), a subsidiary of the Lahore Development Authority (LDA) at a cost Rs 29.8
billion.[7] The system was built on the buildoperatetransfer basis via the collaboration
between the Punjab and the Turkish government.
The system was inaugurated by Punjab, Chief Minister, Mian Shahbaz Sharif on February 11,
2013, in a ceremony attended by Turkish Deputy Prime Minister Bekir Bozda, Prime
Minister and PML-N chief Nawaz Sharif, as well as ambassadors from a number of other
countries. The Mayor of Istanbul, Kadir Topba, also announced a gift of 100 buses.[8] It is
Pakistan's first bus rapid transit system.

4.3.

Operation

Lahore MBS currently operates a fleet of 45 buses. A further 19 buses have been imported
from China by late 2013.The buses run on a single 28.7 km long Ferozepur Road corridor with
two other corridors being planned. Buses on the current route have an average speed of
26 km/h.
Following the initiation ceremony, use of the system was to be free during the first month.
However, following a week of chaos and overcrowding, a fare of Rs. 20 (US$ 0.2) was imposed
irrespective of the destination.[10]
According to the Lahore Transport Company, the daily ridership of the Metro bus exceeds
180,000 with the peak hourly ridership being 10,000 passengers per hour per direction (p/h/d).
Studies conducted by the transport company claim that this figure will increase by 222% to
20,000 p/h/d in 2021.

5. DESIGN
The Lahore Metro bus meets the criteria laid out by the Institute for Transportation and
Development Policy. It has barrier-controlled, automated off-board fare collection, a service
interval of less than 2 minutes during peak hours, stations with well-designed signage and
information systems and a precision bus docking system. The terminal approach system
has escalators and underground, subway-styled approach tubes. Due to these approach tubes,
prospective passengers don't have to cross high-speed roads to get to the stations, but go below
them instead, an example of a segregated Right-of-way. The stations have parking spaces for
motorbikes and cycles while the two terminals provide car-parking facilities as well.
5.1.

ROUTES

GajjUMatah >Dhulam>Youhanabad >Nishtar >Attari Darbar >Kamahan >Ammar

Sadhu, General Hospital >Walton >Phatak >Children Hospital >Bhabra >Model Town
Kalma >Gaddafi >Muslim Town >Ichra >Shama >Mazang >Janazgah >Jain Mandir
Secretariat >Data Darbar >Ravi Road1 >Ravi Road 2 >Shahdra.

5.2.

TICKETING SYSTEM

Two types of ticketing systems exist at the Metro bus terminals:

Single-ride tokens that are good for one journey only and can be purchased for Rs. 20 at
the on-site ticket booth or the self-service Ticket Vending Machines(TVM).
Metro bus Cards that can be utilized for multiple journeys. These RFID-based cards
are credit-card sized and can be obtained from the ticket-office for a refundable amount of
Rs. 133 .These cards can be recharged to a maximum balance of Rs. 1000 (US$ 10) at the
TVMs. The Metro bus cards remove the hassle of standing in a queue for a token and cardholders can proceed directly to the terminal.

6. COST AND FINANCIAL SYSTEM

Following is the total cost breakdown of the Metro Bus System Lahore. Also just to be clear,
the Metro Bus Lahore is being operated by Al Bayarak Group who are in partnership with the
Government of Punjab. Under this deal, the Government of Punjab gets an annual fee from Al
Bayarak for the MBS Infrastructure that is used by the buses.
Total Cost Break Down of the Metro Bus System (Lahore)

Package

P-I

Length
(Km)

10.0

Cost (Rs.
Million)

4,112.54

Revised
PC1Cost
(Rs. Million)

5,411.075

P-IIa

1.40

499.80

523.002

P-IIb

3.50

4,285.65

4,959.900

REASONS

Model Town Full depth Underpass

ramps +Khaira Bridge+ mix Lane
Works+ Park n Ride + Land
Acquisition, wash rooms + Depressed
drain+Ticketing Booth+Water
Coolers, Benches etc

Contractors Rates + Utilities +2 Nos

PedestrianUnder passes + Widening
Mix Lanes + Ticketing Booth, Water
Coolers, Benches etc

Contractors Rates , At Grade Works ,

Land Acquisition + Admixtures +
Park n Ride

P-III

2.51

4,002.26

5,148.948

Contractors Rates+At Grade Works ,

Rotaries, Admixtures+ Land
Acquisition

P-IV

2.30

3,026.37

3,411.839

Contractors Rates , At Grade Works,

Land Acquisition + Admixtures

Contractors rates ,Transfer Station at

Shahdra+ Works beyond Ravi + Land
Acquisition

P-V

3.74

2,142.94

2,590.782

P-VII

0.91

859.26

849.691

P-VIII

2.35

1,737.62

1,930.017

P-IX

3,150.84

3,160.818

Depot

1,026.19

1,026.19

743.139

Automated
Fare
Collection
& Bus
Scheduling

29,755.40

TOTAL

26.71

24,831.97

Revised PC1s in
Progress

Transfer Station at GajuMatta + Park

n Ride + Hudyara Bridge Extension

* The Cost of the Project

principally approved in PDWP
dated: 08-12-12 for Rs 29.8 Billion

7. PROJECT RISK MANAGEMENT

Four main points were taken under consideration

Risk Identification

Risk Qualification

Risk Responsive Dev.

Risk Response Control

Examples of risks include:

Unavailability of resources like qualifies labour (engineering,I.T. etc.)

Politically Instability

8. PROJECT PROCUREMENT MANAGEMENT

Processes used to acquire the materials:

Loading and unloading the materials

Steel Poles

Concrete and tools

Building of Bridges

Underground Work

Supplier Selection:

Based on Project needs

Contact Administration

9. SOURCES AND REFERENCES

http://en.wikipedia.org/wiki/Rapid_transit
http://en.wikipedia.org/wiki/Transport_in_Pakistan
http://www.webcrawler.com/info.wbcrwl.305.04/search/web?q=rapid+rail+transit&
cid=128175444&ad.network=g&ad.keyword=rapid%20rail%20transit&ad.creative
http://www.info.com/transit%20problem?cb=84&cmp=3059
strongerpakistan.wordpress.com/2013/02/13/metro-bus-system-cost-and-financialarrangements/
http://prezi.com/5mshtbeyhggv/lahore-metro-bus-service/

10