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FEB, 2012

Karachi Mass Transit Program Investment Opportunities

KARACHI MASS TRANSIT CELL

KARACHI METROPOLITAN CORPORATION

Karachi Mass Transit Program

Investment Opportunities

1 Feb, 2012



2 Feb, 2012

1. Introduction

Karachi, with a population above 18 million and conurbation of about 3500

sq. km, is the largest cosmopolitan city of Pakistan. It is also one of the

major hub of economic activities of the country. In last few decades, the

growth of trade, commerce and industry offered a lot of opportunities

which in turn attracted influx of population from all over the country in

quest of job opportunities and so on. Today the largest and the biggest

metropolis and tax payer city have obtained a high population pressure on

land both due to indigenous growth and influxes.

Travel is fundamental to almost all of human activities. While the

population has expanded extensively in recent years, the quality,

coverage and reliability of transportation has not been able to develop

accordingly. The Person Trips Study of Karachi City (JICA, 2005) revealed

that Karachi generates around 24.2 million person trips on a typical

weekday, about 60 percent of which by public transport. Subsequently,

Travel Demand Forecasting Study for Karachi City conducted by JICA in

2008 showed that the overall modal share of public transport in the

City's traffic is only 6%, however, about 54% of the persons traveling to

various destinations use public transport as their means of

transportation. This indicates that provision of an efficient and reliable

public transport system in Karachi is essentially required. However, the

same has to be coupled with eco-friendly procedures, because the

growing number of motor vehicles on the roads are not only the source of

the ever-increasing noise and air pollution in the city but also causing

wastage of time and increased vehicle operating costs resulting

productivity and economic losses besides resulting in greater government

resources being spent for meeting ever increasing travel demands of city

commuters by developing more and more infrastructure.

The existing bus transport system in the city causes extreme hardships

and mental torture for the people of Karachi compounded by the wider

urban transit problems of congestion, air and noise pollution, which not

only cause significant economic and social costs to the city, but also cause

a decline in the health and quality of life of the people of Karachi.



3 Feb, 2012

1.1 Transportation Sector Prospect

The urbanized area of the Karachi District grew from 13 Sq. Km in 1940s

to 349 Sq. Km in 1970s, however, expanded to more than 3,500 Sq. Km.

In 2000, as a result of developments of industrial zones, commercial

centers and large residential societies.

Urbanization and industrialization processes need to go hand in hand with

availability of infrastructure facilities for mobility of individuals,

communities, and freight to and from urban centers and industrial

locations. This demand requires a networked delivery system that is

capital intensive and professionally managed governance that has to be

designed to serve a large number of users. At the same time, Financial

constraints do not allow the delivery of such facilities even if technology

for such infrastructure is transferred to resource-poor-labour-rich

economies. The necessary demand of such schemes is that they should be

adequately planned, well managed and result oriented.

It is essential in the city’s roads and highways network be restructured,

reorganized and rehabilitated ensuring smooth urban mobility of masses

to provide relief to traffic congestions boost up the commerce and trade

activities --- the lifeline of the city. In case this is not done in appropriate

time, the shortcomings would be immediately reflected by the

sluggishness in the pace of development and also would be visible in

degeneration of the socio economic structure.

Scope of the Report

The purpose of this document is to provide information relating to public

transport in Geo-Economic potential perspective of the city including:

Briefly highlight the basic features of the city of Karachi.

Discuss transportation related statistics and data.

Briefly highlight the existing transportation system of the city of

Karachi and it future demands

Describe the possible mass transit systems for the city.



4 Feb, 2012

Opportunities for investments in mass transportation sector.

Specific Projects for potential investment.

Background Material and Data Sources

Information and data included in this report is mostly extracted from the

following sources. These documents can also be provided to investors

upon request.

Karachi Transport Improvement Project (2030 vision) Under JICA

Grant-in-Aid, City District Government Karachi (CDGK)

Karachi Strategic Development Plan–2020 (KSDP-2020) prepared

by the Master Plan Group of Offices (MPGO), City District

Government Karachi (CDGK)

Future Traffic Demand Forecast Study, conducted by Japan

International Cooperation Agency (JICA) 2008.

Person Trip Study of Karachi City, conducted by Japan International

Cooperation Agency (JICA) 2005/06.

Special Assistance for Project Formulation (SAPROF) study for

Karachi Circular Railway (KCR) conducted by Japan International

Cooperation Agency (JICA) 2008/09.

Study on Public-Private Partnership based Environment Friendly

Public Transport System for Karachi, 2006. (evaluation of Bus Rapid

Transit (BRT) system)

Confirmatory Green Route Study for Pub l ic -Private

Par tnersh ip Based Environment Friendly Public Transport

System (CGN Buses) in Karachi, conducted by KMTC-CDGK and

IPDF-GoP, 2008

Karachi Mass Transit Study, 1990.



5 Feb, 2012

2.0 Karachi at a Glance

2.1 General Overview

Karachi is one of the fastest growing cities in the world and the largest

city in Pakistan. The population of Karachi estimated by a recently

prepared Strategic Development Plan 2020 for Karachi is 15.2 million

(10% of the country population) and increasing with a rate of 3.5% per

annum. The metropolitan area of Karachi currently extends over 3,527

square kilometers. Similar to other metropolis all around the globe, the

city Is facing urban mobility issues including congestion etc.

The city is one of the major hub for economic and business activities, not

only for Pakistan but for the entire region as well. It is the industrial,

financial, manufacturing and commercial centre, having two international

seaports and an international airport. It accounts for the lion's share of

Pakistan's GDP and generates 65 % of the national revenues. Most of the

public and private banks have their head offices in Karachi. It also hosts

central offices of foreign Multinational Corporations as well as corporations

based in Pakistan. It is home to the largest stock exchange of Pakistan.

Karachi has a large industrial base in the formal as well as in informal

sector. There are about eight exclusive industrial zones in the city. The

Sindh Industrial Trading Estate (SITE) is the oldest and comparatively

largest zone. The Landhi Industrial Area (LIA) and Korangi Industrial Area

(KIA) are two adjacent industrial zone having second large cluster of

tanneries (first being in Kasoor, Punjab), major textile units,

pharmaceutical industries, and thousands of industries belonging to

various other sectors. The Industrial Zones at North Karachi and F.B. Area

have mostly medium to small size industrial units both, in formal as well

as information sector. The Port Qasim industrial area hold several large

national and multination industrial units including Steel Mill Complex,

Automobile industries, Fertilizer producing units, etc. The Karachi Export

Processing Zone, located close to Port Qasim Area, holds several small to

medium size export oriented industries. Port Qasim has tremendous

growth potential in future. This is clearly reflected from the recent



6 Feb, 2012

planning of National Industrial Park (2500 acres) and Textile City (1500

acres) and ground breaking of a mega refinery and a large Steel Mill at

Port Qasim.

In short, Karachi is the nerve centre of Pakistan's economy and is the

largest consumers market of the country. These vibrant characteristics of

Karachi are the driving forces that have been constantly motivating influx

of human resources and investment from other parts of the country.

However, these influxes, besides bringing prosperity, contributed towards

typical urbanization issues out of which transportation being a significant

one.

2.2 Governance and Jurisdiction

The Local Government Ordinance,2001 (SLGO) has provided for the

establishment of City District Government Karachi (CDGK). The City

District of Karachi consist of 18 administrative towns, 6 cantonments, and

few Federal and Provincial governments land-holding agencies (DHA, Lyari

Development Authority, Malir Development Authority, etc). Figure 2.1

shown the jurisdiction of CDGK. The built-up area extending to 15 internal

towns) are shown in Figure 2.2.

The City-District of Karachi governed by elected municipal administrations

responsible for infrastructure and spatial planning, development

facilitation, municipal related activities and control, besides education,

health, transport and communication, and investment promotion. Public

transportation and mass transit is the most important function being

undertaken by the CDGK.

The 18 Towns are sub-divided into 178 localities governed by elected

union councils (US's), which are the core element of the local government

system. Each UC is body of thriteen directly elected members including a

Nazim (mayor) a Naib Nazim (deputy mayor). The UC Nazim heads the

union administration and is responsible for facilitating the CDGK to plan

and execute municipal services, as well as for informing higher authorities

about public concerns and complaint.



7 Feb, 2012

The Karachi metropolitan region, as determined by the commuter zone,

spreads over parts of the surrounding districts, Thatta and Jamshoro of

Sindh to the east, and Lasbella of Balochistan to the west.

Figure 2.1: Karachi City District Jurisdiction.

Planned Area: 3530 sq km

Built up Area: 1300 sq km


Figure 2.2: The Built Areas of Karachi district extending to about 15 towns.

Feb, 2012 8



9 Feb, 2012

2.3 Urban Growth Patterns of the City

The city of Karachi has grown from the old town and the port at the

sea outwards along radial avenues that connect all city segments to

the port. There are a few means of circumferential movements. The

CBD of Karachi, located in Saddar, Jamshed and Keamari towns,

represents a huge concentration of retail trade establishments,

wholesale markets, warehouses, business offices, banks, financial and

commercial institutions, transport terminals like truck and bus stands,

etc. More than 50 percent of the city‟s jobs or employments are found

in this section of the inner city. Since the CBD is the most preferred

location for most businesses, there is heavy pressure for commercial

space. As a result, congestion, overcrowding, and heavy traffic

movements, punctuated by regular traffic jams and air pollution, are

prevalent features.

As the Karachi economy is growing, the space requirements/needs of

the growing economic activities will have to be taken care of through

appropriate allocation of land or developed space in suitable locations

where these can grow in a harmonious relationship with the rest of the

city. In particular, the demand for industrial space for manufacturing is

increasing. To meet the needs of this important sector new industrial

parks or zone will have to be planned.

As the city continues to expand, the future economic growth is

expected to have an impact on the morphology and physical pattern of

the mega city. The future appears to hold a promise for transformation

of the existing linear/radial pattern to a form of either a polycentric or

a network city. New economic centers with specialized functions may

emerge around the present metropolitan area.

2.4 Population

Karachi is now among the ten top ranking largest cities in the world. In

2010, the population of Karachi was estimated at 18 million which is

expected to reach 27.5 million by 2020. The number of households in

10 Feb, 2012



2005 was about 2.1 million and by 2020 it would increase to 3.9

million, which means an increase of 1.77 million households, at an

average size of 7 persons per household. Even at decreasing average

annual growth rate (from 4.15 percent in 2005 to 3.5 percent in 2020),

the increase in absolute terms is staggering and will put heavy

pressure on the physical, social infrastructure, financial and

institutional systems of the city.

A large segment of Karachi’s population, roughly 40 percent, is afflicted

with poverty. The living conditions of the deprived section and its

economic well-being are therefore a major concern, as these impact the

environment and growth potential of the city. Table 2.1 shows

distribution of Karachi District population in 18 Towns and Cantonment

areas with forecasted population for the year 2020.

Figure 2.3: Expected Trend of future growth for Population of Karachi

31.9

29.7

15.1

18.9

23.1

27.6

32.7

38.9

36.1

31.6

10

15

20

25

30

35

40

2000 2005 2010 2015 2020 2025 2030 2035

(million)

Alternative A

Alternative B

Alternative C

KSDP2020

11 Feb, 2012



2.5 Travel Demand

Every workday, 24.2 million person-trips are taken in Karachi.

Pedestrian trips represent about 20 percent of all trips. Public transports

(buses) are thought to provide 50-60 percent of all trips, and private

transport and para-transit account for the remainder. In other words,

transit and para-transit represent four-fifths of all motorised trips.

Daily traffic volumes on major arteries are generally 70,000 to 180,000

vehicles. The most heavily travelled intersection, Guru Mandir, hosts

420,000 vehicles per day.

The socio-economic household survey also revealed that on an average

people spend around 10% of their earnings on transportation.

2.6 Trip Generation and Distribution

Knowledge of the trip generation and the distribution of trips amongst

different modes (e.g. mode split) are important inputs to all

transportation planning efforts. Table 2.2 and Table 2.3 below shows

the statistics of modes & trip rates by persons and estimated

motorized trip rates respectively.

12 Feb, 2012



Table 2.4 Persons by Modes & Trips Rates in Karachi

Table 2.5: Estimated Motorized Trips & Trips Rates

Through the above Tables it may be safely estimated that the

motorized trips in Karachi were 24.28 million in 2008 and will be 37.73

million in 2015 and 47.53 million in 2020.

The results of Person Trip Study reveal that 4.5% composition of Public

Transport Vehicles carry 42% of Total Persons Traveling in the City.

Whereas the Private Cars which is 36.5% of Total Vehicular Traffic

carries only 21% of Persons, showing Lesser Average Vehicle

Occupancy.

13 Feb, 2012



Figure 2.6: Modal Distribution of Vehicles

Figure 2.7: Modal Distribution of Passengers

The above statistics reveals that there is acute shortage of reliable,

safe, comfortable and affordable Public Transport in the city.

14 Feb, 2012



2.7 Road Infrastructure

The Karachi City District has about 9,944 kilometers of road network at

all levels, from expressway to collectors to alleys.

Table 2.4: Road Length by Classification in Karachi.

Classification Road Length

(Km)

Ratio (%)

Arterial road Total 512.2 5.2

Expressway 77.2 0.8 Principal 265.9 2.7 Minor 169.1 1.7

Collector 234.3 2.4

Local 9,197.8 92.5

Total 9,944.3 100

(Source: KDSP 2020, CDGK)

Lyari Expressway (17 km following the Lyari River) is almost complete.

Similarly, the Northern Bypass forming a wide semi-circle beyond the

north of urban Karachi is almost complete. It connects the RCB Road

north of Baldia with the NBP interchange on the Superhighway north of

Cantonment. The RCD Highway provides an important, if often

constrained, link it to Karachi Port Trust. Other than the Northern

Bypass, there are no circumferential highways to speak of.

Three national highways connect Karachi to the northeast (Super

Highway to Hyderabad and Punjab), southeast (National Highway to

Badin), and the northwest (RCD Highway to Quetta). These all

terminate at Karachi Port Trust.

The essence of the intra-city road network is a series of arterials

emanating north and northwest from Saddar, Karachi’s traditional

centre and the town closest to the port. These arterials create a radial

pattern that defines much of Karachi’s urban structure today. While

this provides the central city just north of the port with a certain

15 Feb, 2012



degree of connectivity, a large volume of goods must move through

the central city on the way to the port, and that causes congestion.

There are many connectors linking the radial arterials in vaguely

circumferential pattern, but the links are not consistent. The traffic

pattern is overwhelming radial. Figure 2.8 reveals the vehicular flow

across Karachi towards Saddar, with the exception of a diversion along

Estate Avenue through S.I.T.E. town, linking to Maripur Road, Saddar

and KPT port.

16 Feb, 2012



Figure 2.8: Major Road Network of Karachi City District

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Feb, 2012 17



18 Feb, 2012

2.8 Traffic Conditions and Congestion

Average Travel speeds in most part of the city are 20-40 kph. Peak

travel speeds in the central business district can be 15 kph, and even

lower. Public transport average speeds for various categories of buses are

shown in Table below.

Table 2.5: Average Speed of Public Transport in Karachi

MODE UTS BUSES MINI

BUSES

COACHES KPTS

Speed (KPH) 15.4 16.4 18.0 18.5 22.6

Source: Confirmatory Green Route Study, 2008

The ratio of traffic volumes to road capacity is high, especially in the

central business district between Saddar and Tower. As early as 1962,

volumes were often double those of design capacity. More recent traffic

counts reveal volumes are often 5 to 25 times that of capacity, with

higher ratios in central towns.

The extreme congestion in the central business district is a function of

excessive on-street parking consuming as many as four lanes (combined

with a lack of parking garages, and lax enforcement of parking

regulations), in addition to street hawkers and shops and other

encroachments inhibiting traffic flow. Pedestrians are forced to walk off

the narrow curbs and into the road space. The CBD also suffers from the

large amount of through traffic travelling to and from KPT port.

The shortage of bus route network coverage and generally poor access to

transit provide no alternative for those who own private vehicles.

Increased population, economic activity and vehicle ownership forecasted

for the next several years (if not decades) are likely to contribute to a

marked increase in traffic congestion.

19 Feb, 2012



2.9 Vehicular Traffic

Day by day and year by year, traffic volume in Karachi city is increasing

tremendously. It is found from the following table provided by the Excise

& taxation department that the rate of increase of public, private and

commercial vehicles is in massive quantum. In the year 1988, the

numbers of vehicles in Karachi were 612,550 which by the end of year

2010 reached to a figure of 2,273,379 i.e. increased at the rate of 6.2%

per year.

The vehicular traffic problem is aggravated by the operation of trucks, and

trailers to carry over 10 million tons of dry and 15 million tons of liquid

cargo that is imported and exported. Large and small trucks, long vehicles

and tankers are all being used for this purpose.

Figure 2.10 shows the percentage increase in the vehicular traffic whereas

the Figure 2.11 shown mode with increase in number of vehicles in

Karachi.

Figure 2.10: Percentage Increase in Vehicles in past 20 years

0.00%

2.00%

4.00%

6.00%

8.00%

10.00%

12.00%

14.00%

1989 1991 1993 1995 1997 1999 2001 2003 2005 2007 2009

Gro

wth

Rat

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Year

Vehicular Growth Rate (%)


Figure 2.11: Increase in Number of Vehicles from year 1988 to 2010

Feb, 2012 20

0

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1500000

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2500000

1988 1990 1992 1994 1996 1998 2000 2002 2004 2006 2008 2010

NO

. OF

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ICLE

S

Years

Increase in Vehicles in Past 20 Years

Total

Car

MotorBike

Buses / Mini-buses

21

Feb, 2012

2.10 Public Transport

The Table 2.7 describes the summary of existing bus routes in operation

in Karachi for Buses, Mini-Buses, Coaches, UTS, and KPTS (routes are

shown in Figure 2.12 to 2.16). The number of permits issued are also

mentioned in the Table. All these buses are being operated by the private

sector. The fare structure of existing public transport is mentioned in the

Table 2.8.

Table 2.7: Summary of Existing Bus Routes in Karachi

Sr # Category No. of Routes

Classified In Operation Permits

Issued

1. Buses 60 35 2,573

2. UTS 21 04 262

3. KPTS 7 06 230

4. Mini Buses 145 75 2,948

5. Coaches 34 29 3,386

Total 263 149 12,399

Table 2.8: Fare Structure of Existing Public Transport in Karachi

Mode Fare Up to Km (Rs.)

Distance(km)

5

10

15

20

25

30

35

Buses

11

13

14

14

14

14

14

Mini Bus

12

14

15

15

15

15

15

Coach

18

20

20

20

20

20

20

KPTS

15

15

18

18

20

20

20

UTS

15

15

18

18

20

20

20



22 Feb, 2012

2.11 Assessment of Public Transport Needs

A study under progress by KMTC-CDGK highlighting introduction of CNG

Buses in the city under PPP shows that the existing bus services in Karachi

has an average route length of about 40 km. during their journey from

one terminal to other, these buses stop at more than 60 bus stops

(designated and non-designated) during an average journey time of about

2.5 hours per direction. Their average speed remain at about 16 KPH and

while there journey they only serve about 130 – 140 passengers.

Comparing this supply and demand levels of existing bus services on main

movement roads yields that even in the public transport services this city

justifies for very large occupancy vehicles with integrated system from

small (existing) buses to feed rapid mass transit systems which are

discussed in the subsequent chapters.

In order to take a glimpse of existing demand levels on major roads on

public movement the following facts would help justifying the above

statement:

Figure 2.12: Ridership in Public Transport (Including Contract Cariers) along Liaquatabad

No. 10 & M. W. Tower



23 Feb, 2012

Figure 2.13: Ridership in Public Transport (Including Contract Cariers) along National

Highway & Sharah-e-Faisal

The above suggests that on Sharah-e-Faisal the existing public transport

ridership reach to a maximum level of above 500,000 people travelling in

public transport in 16 hours between 0700 hours and 2300 hours.

Similarly, on M. A. Jinnah Road above 300,000 people travelling in public

transport in 16 hours between 0700 hours and 2300 hours.

The most important transport problems are often related to urban areas,

when transport systems, for a variety of reasons, cannot satisfy the

numerous requirements of urban mobility. Additionally, important

transport terminals such as ports, airports, and rail yards are located

within urban areas, contributing to a specific array of problems.



24 Feb, 2012

2.12 Environmental Aspects

The following tables reflect the vehicular emission and noise levels in Karachi:

Table – 2.8: Air Pollution due to Petrol Driven Vehicles in Karachi (2000-01)

Air Pollutant Emission Kg/day Emission Tons/year

CO2 1,929,600 704,300

Hydrocarbon 10,440 3,810.60

Sulphur dioxide 388.8 141.9

Nitrogen oxide 7,416 2,706.80

Particulate Matter 1,728 630.7

Total Emission 1,949,572.80 711,590.00

Table – 2.9: Air Pollution due to Petrol Driven Vehicles in Karachi (2000-01)

Pollutant Emission Emission

CO2 4,770,400 1,741,190

Hydrocarbon 4,628 1,689.20

Sulphur dioxide 33,820 12,344.30

Nitrogen oxide 19,580 7,146.70

Carbon monoxide 77,430 28,261

Particulate matter 4,272 1,559

Total Emission 4,910,130.00 1,792,190.50

Table-2.10: Noise Level in decibels, dB (A)

Max

Min

Average

SUPARCO Sindh High Court

Compound

Maximum 99 75 82 59 65

Minimum 80 58 74 50 54

Average 87 68 78 54 59



25 Feb, 2012

3.0 NEED OF MASS TRANSIT

The existing trips made by private vehicles (motorcycles, cars etc)

proportion are 52.9% in total trips. This means that at present 52.9% of

the trips in the city are using private motorized transport of their own. At

the same time the average V/C (volume to capacity) Ratio is only 1.1,

which indicates that on an average only 110% of the total capacity of

the roads are utilized. The recently completed Travel Demand Forecasting

Study predicted that if nothing is being done to either control growing

vehicle ownership and/or providing an efficient mass transit systems in the

city, it is expected that this vehicle ownership percentage would grow to

almost 75% and this level of vehicle ownership average v/c ratio will

consequently grow to 2.15 in year 2030. Considering the level of traffic

congestion and other traffic problems in the city at an existing v/c ratio of

2.15 it can be well visualized that at 75% ownership ratio and v/c ratio

reaching 2.15 the extent of traffic problems will mount to levels where it

would be next to impossible to handle the same. It is therefore imperative

to keep an eye on handling vehicle ownership ratios well under control

and this would only be possible taking immediate actions to encourage

and implement efficient and reliable public mass transport systems as

mentioned earlier.

Figure 3.1: Comparison of Trip Distribution in 2010 and 2030

Source: KTIP by JICA, 2010-11

The mega size of Karachi, the magnitude of its investment requirements,

and the scale of the needs for urban policy and institutional reforms

suggest that the challenges of this mega city cannot be addressed with a



26 Feb, 2012

traditional approach of one-off projects. There is need for a series of

appropriately sequenced and integrated interventions whose cumulative

effect will act as a catalyst to speed up the development process in the

mega city.

The crux of the issue can be that the state of present transport system in

Karachi is a matter of general inconvenience and disadvantage to the

public on the whole in socio-economic – cum environmental terms vis-à-

vis extra time consumption & mental distress.

Figure 3.2: Scenario Analysis for 2010/2030: Do-Nothing Case


At the cost of being repetitive, the changes required to put Karachi on a

more sustainable development trajectory cannot be achieved through a

one-off project intervention. Previous external assistance has been in

piece meal and has not been based upon an integrated approach to

improve urban transport on a sustainable basis. A set of sequenced

reform actions and sector investments are needed to bring about lasting

improvements in service delivery.

The proposed Investment Program is intended to address Karachi‟s

development needs through the adoption of a long-term and holistic

approach which can (i) build institutions, capacities and systems at the

local level to provide effective urban transport & infrastructure system to



27 Feb, 2012

improve service delivery, (ii) move towards the adoption and

implementation of commercial principles in the provision and operation of

infrastructure and services, and (iii) support the execution of priority

bankable urban infrastructure and service subprojects identified and based

upon detailed transport sector analysis and prepared in accordance with

city plans and sub-sector roadmaps.

Figure 3.3: Impact of Full Network


The anticipated benefit and impact of the Mass Transit System for Karachi

is the initiation of a long-term transport system that will enable Karachi to

make even more contribution to national development, while improving

the quality of life for Karachities especially the poor. The Mass Transit

System is expected to:

Increase commercial and residential development

Minimize duplication and overlap on public transport routes

Maximize ridership through an integrated multi-model system

Offer high service in terms of speed, frequency and easy accessibility

Reduce car and motorcycle dependency

Provide sa fe , secure , env ironmenta l ly susta inab le , re l iab le and dependable transport that meets the needs and

aspirations of the mega city.

Link the CBD with the town centers and peripheral areas of Karachi.

Relief from psychological pressure

28 Feb, 2012



4 Past Efforts Regarding implementation of Mass Transit Program

In 1995, National Mass Transit Authority (NMTA) was established in

Islamabad to implement Mass Transit System in major cities of

Pakistan. The project of LRT on Corridor – I was approved by NMTA

Council in its meeting chaired by the Prime Minister of Pakistan

(Mohtarma Shaheed Benazir Bhutto) on May 14, 1995.

Figure 4.1: 6 Corridors notified by GOP in 1990

4.1 First Initiative

Subsequently, after bidding process an Implementation

Agreement was signed with M/s. Indus Mass Transit Company

(IMTC) on Build, Operate and Transfer (BOT) at the cost of US$

586.77 million on 15th January, 1996. However, due to change of

Government and various other reasons the financial close was not

achieved and the agreement was terminated on 6th December,

2001with an amicable settlement. *

29 Feb, 2012



4.2 Second Initiative

• In 2003, City District Government Karachi (CDGK) initiated fresh

efforts to implement the project on BOT Basis. 7 firms were pre-

qualified for the Project and only two firms submitted their

proposals: (i) Maglev Levitation Train (on BOT) by M/s American

Maglev Technology (AMT), USA, (ii)Light Rail Transit (on credit

financing ) by China National Machinery & Equipment Corporation

Group (CNMEG).

4.3 Third Initiative

• Subsequently, on the basis of MoU signed with Government of

Sindh dated September 1, 2003 with CNMEG for implementation

of LRT project for Corridor-II on credit Financing, a Preliminary

Implementation Agreement was signed between CDGK and

CNMEG for Corridor-I project on credit financing at the cost of

US$ 569.3873 million with the condition to arrange Sovereign

Guarantee for repayment of Principal and interest amount from

GOP. However, GOP did not agree and directed to opt for BOT.

4.4 Fourth Initiative

• Later on, Planning Commission, GOP constituted a committee to

approach pre-qualified bidders for additional comforts required to

participate in the project implementation. However, CNMEG re-

confirmed its participation on credit financing and AMT and IDC

offered for Meglev system on BOT basis. Therefore, an MoU was

signed on 24th December, 2004 between CDGK and M/s AMT &

IDC for implementation of Magnetic Levitation Train Project at the

cost of US$ 289 million on BOT. However, the same could not be

implemented due to non fulfillment of commitments by the

Bidder.

30 Feb, 2012



4.5 Implementation of Light Rail Transit System along

priority Corridor-I (Sohrab Goth to Tower) Documents

Available

Final Report on Karachi Mass Transit Program (by World

Bank)

Detail feasibility / Engineering Design by IMTC

Proposal of CNMEG

PIA (Preliminary Implementation Agreement)

Proposal of IDC

LOI issued to IDC

Topographical Survey (May 2005) conducted by

SUPARCO.

31 Feb, 2012



5 Master Plan for Mass Transit Program in Karachi

Figure 5.1: Priority Mass transit Corridors proposed by JICA study team in KTIP


The priority Mass transit Projects proposed by JICA study team in the

Karachi Urban Transport Master Plan Report of Karachi Transport

Improvement Project are:

Circular Railway

KCR (43.1km) and Extension (14.5 km)

Railway (Elevated LRT)

Blue Line (Super Highway- Tower): 22.4km

Brown Line (Nagan Chowk - Landhi): 18.5km

BRT (surface)

Green Line (Surjani to Saddar)

Red Line (Safoora to Saddar)

Yellow Line (Korangi Industrial Area to Saddar/ Numaish)

Aqua Line (Hawks bay to Gulbai)

Purple Line (Baldia to Shershah)

Orange Line (Orangi Town to Board Office)

Table 5.1: List of Mass Transit corridors and their characteristics

Name Mode Length

(km) Stations

Total Cost

(Rs. Billion)

Boarding

Per Day

Maximum

Sectional

Demand

Peak Hour

Status

* KCR Rail 43.1 24 172.0 505,000 21,700 JICA is working on SAPROF-2

*KCR (Extension)

Rail 14.5 11 47.3 487,000 30,900 Under 2025 Plan

Blue Line Rail 22.4 18 170.1 661,000 27,000 Open / CDGK is considering

Foreign Investors

Brown Line Rail 18.5 16 105.6 736,000 21,500 Open

Green Line BRT 24.0 27 8.0 566,372 18,300 JICA is Working on Feasibility

Study

Red Line BRT 24.0 21 7.0 612,831 15,000 JICA is Working on Feasibility

Study

Yellow Line BRT 20.4 41 5.1 653,000 17,600 Open

Orange Line

BRT 3.9 8 1.0 397,000 18,300 Open

Purple Line BRT 9.7 19 2.5 83,000 4,000 Open

Aqua Line BRT 11.8 24 3.0 449,000 24,700 Open

* Karachi Urban Transport Corporation is the responsible organization for KCR Project

Feb, 2012 32

33 Feb, 2012

5.1 MRT-1 – Blue Line (Super highway to Tower)

Figure 5.2: Route Map of Priority Rail Line from Super Highway to Tower

34 Feb, 2012

The Priority Rail corridor starts from Super Highway to M. W. Tower

refer, Figure 5.2 for alignment. The extension of this corridor would

connect Sohrab Goth with beginning point of Karachi Northern Bypass

(KNB) in later stage. The construction along this corridor has been

proposed as partly underground and partly elevated. The section

between Teen Hatti and M. W. Tower is proposed as underground,

considering environmental, and resettlement studies. This section

would also have 7 underground stations serving to central and

commercial districts. These stations have been located at an average

distance of 1 to 1.5 km. Rest of the alignment i.e. from Sohrab Goth

to Teen Hatti this corridor would be elevated having 11 stations.

Terminals are proposed at South West and North East end of this

corridor. There are fast and continuous development and the re-

development along corridor for which a Rapid Rail Transit System is

proposed. The existing traffic demand and potential increase in urban

mobility as presented in Table 5.2 justifies the development of Metro

Rail along this corridor.

Depot facilities for Phase-I shall be located in the KBX yard at Tower.

Some facilities can also be shared at the Pakistan Railway City

Station. The ultimate depot / terminal facilities will be on Super

highway near Sohrab Goth. Figure 5.3a and Figure 5.3b shows the

location of proposed Depot facility at both ends.

Figure 5.3a: Depot / Terminal at Sohrab

Goth Site Figure 5.3b: Depot / Terminal at M.W. Tower

35 Feb, 2012

Table 5.2: Construction Parameters along MRT Corridor – I (Blue Line)

MRT Corridor

Approx. Length

(km)

Stations

Approx. Cost

Pak Rs. (Billion)

Elevated Under

Ground

Total

Elevated Under

Ground

Total

Corridor I 15.2 7.2 22.4 11 7 15 170.0


Table 5.3: Travel Demands along MRT Corridor – I (Blue Line)

MRT Corridor

Total No. of Passengers (1,000 per /

day)

Maximum Demand

at a Section

(1,000 / day)

Peak Hour / Peak Direction Traffic

(per / hour)

MRT Corridor I 661.0 357.0 27,000


Figure 5.4: Construction issues along the Railway corridor # 1

36 Feb, 2012

5.2 MRT-2 - Brown Line (Nagan chowrangi to Korangi)

Figure 5.5: Route Map of Priority Rail Line from Nagan Chowrangi to Korangi

37 Feb, 2012

The route of Brown Line is as same as Corridor-5 along Rashid minhas Road

except for the section in the south of Shahrah-e-Faisal Road. The corridor

has heavy traffic with more than 140,000 vehicles (or 122,000 PCUs) per

day along Rashid Minhas Road.

This corridor will provide direct access from the Population center of low

income people of the city like Nagan Chowrangi to the biggest industrial

area of the city Korangi industrial area. The potential traffic demand for

crossing Malir River between Shahrah-e-Faisal and Landhi through Malir

Bridge Road is very high.

In case of funds not available for Railway, BRT can be installed on this

corridor to serve for 10-20 years. This route has enough road space for BRT

system except for the section between Shahrah-e-Faisal Road and Malir

River Road. Considering high traffic demand, this route should be railway

system in the long term ultimately.

This line is one of the two circular lines generally running from northwest,

bisecting three artillery lines to southeast of Karachi. It runs through

residential and commercial areas alternately in the northwestern half and

then runs through residential areas near industrial area before it reaches in

the middle of Korangi industrial belt.

There are 27 commercial and residential, or a building with commercial

purposes on its lower floors and residential purposes on the upper floors are

affected by a number of stations planned to construct.

Particular attention should be paid to the area near Drigh Road Station of

KCR where there are 23 residential structures and 4 squatter buildings

would become subject to demolition. As a result approximately 91

households would be subject to resettlement. There will be no other way to

change the alignment of Brown Line.

38 Feb, 2012

Table 5.4 Construction Parameters along MRT Corridor –II (Brown Line)

MRT Corridor

Approx.

Length (km

)

Stations

Approx. Cost Pak Rs. (Billion)

Elevated Under

Ground

Total

Elevated Under

Ground

Total

Corridor II 18.5 0 18.5 16 0 16 105.6

Table 5.5: Travel Demands along MRT Corridor – I (Brown Line)

MRT Corridor

Total No. of Passengers (1,000 per /

day)

Maximum Demand

at a Section

(1,000 / day)

Peak Hour / Peak Direction Traffic

(per / hour)

MRT Corridor II 736.0 286.0 21,500


Figure 5.6: Construction issues along the Railway corridor # 2

39 Feb, 2012

5.3 BRT-1 - Green Line (Surjani to Jama cloth)

Figure 5.7: Route Map of BRT Corridor-I Green Line

40 Feb, 2012

BRT Line 1 covers a distance of 24 km from Surjani Town to Jama cloth

Market at M.A. Jinnah Road (end of 2-way section). Along its main

alignment an extension of this line (or through feeder bus or tram

services) which would connect Terminal station at Jama cloth to Tower,

refer Figure 5.7 for alignment.

This line forms the north-south corridor going through Liaquatabad, North

Nazimabad, New Karachi, and the future development area in the north.

The section from Board Office to the north was proposed as a part of KCR

in MVRP Plan (1952), Corridor-3 in KMTS (1990), and BRT line-1 in the

Megacity Project by ADB recently.

Figure 5.8: Peak Hour Traffic Assignment (2020) along BRT Corridor-I Green Line

41 Feb, 2012

Figure 5.9: Summary of Peak Hour Traffic Volume along BRT Corridor-I Green Line

42 Feb, 2012

Table 5.6: List of Possible stations along BRT Corridor-I Green Line

Table 5.7: Basic Characteristics of BRT Line – 1

BRT Line

Length (KM)

Proposed No. of

Stations

Elevated Stations

Estimated Cost

(Millions Pak Rs.)

Estimated Cost

(Millions US$) BRT Line 1

24.0

23

4

7000

77

Note: 1 – Costs includes bus acquisition program 2 – No resettlement Required

43 Feb, 2012

5.4 BRT-2 - Red Line (Safoora to Regal Chowk)

Figure 5.10: Route Map of BRT Corridor-II Red Line

44 Feb, 2012

The transit corridor along University Road was not justified in the KTMS for

the project up to 2000, but it was proposed as BRT line-3 in the Megacity

Project by ADB. The corridor has heavy traffic with more than 125,000

vehicles (92,000 PCUs) per day2 between NIPA and Civic Center.

Universities and colleges are located along University Road, and more and

more students become to use motorcycles and cars instead of public

transport.

This corridor was proposed as BRT line-3 in the Megacity Project by ADB.

It can reach the eastern development area such as Education City and

DHA City. The road of this corridor has an elevated section near NIPA in

the length of 900m and there is no other bottleneck except for the

elevated section along this road. However, if this route goes to Education

City and DHA City, it is necessary to pass through the restrict area of Malir

Cantonment.

Elevated railway and BRT are possible, while surface railway is difficult due

to flyovers and many intersections along this corridor.

Figure 5.11: Summary of Peak Hour volume along BRT Corridor-II Red Line

45 Feb, 2012

Table 5.7: Basic Characteristics of BRT Line – 1

BRT Line

Length (KM)

Proposed No. of

Stations

Elevated Stations

Estimated Cost

(Millions Pak Rs.)

Estimated Cost

(Millions US$) BRT Line 1

24.0

21

3

8000

88

Note: 1 – Costs includes bus acquisition program 2 – No resettlement Required

Table 5.8: List of stations along BRT Corridor-II Red Line

46 Feb, 2012

5.5 BRT-3 - Yellow Line (Landhi to Numaish)

Figure 5.12: Route Map of BRT Corridor-III Yellow Line

47 Feb, 2012

Yellow Line goes through Korangi Industrial Area east and west,

connecting to the CBD via FTC Flyover. This is a high demand corridor with

traffic volume of more than 60,000 vehicles (54,000 PCUs) along Main

S.M. Farooq Road, and 48,000 vehicles (28,000 PCUs) along Korangi

Road3. The traffic congestion in peak hours in Korangi Industrial Area is

the risk to the economic activity by discouraging investment to industrial

sector in Karachi.

Yellow Line starts from Korangi Industrial area and passes through Korangi

Road where lot of commercial activities has been developed resulting in

High demand of passangers through out the day. This line also runs parallel

through Shara-e-Faisal at small section and then travels through shara-e-

Quaideen where it also Serves the Tariq road and ended up at Numaish

Chowrangi where lot of residential People are expected to use this facility.

Table 5.10: Travel Demands along BRT Corridor – III (Yellow Line)

Table 5.9 Construction Parameters along BRT Corridor –III (Yellow Line)

MRT Corridor

Approx.

Length (km

)

Stations

Approx. Cost

Pak Rs. (Billion)

Elevated Under

Ground

Total

Elevated Under

Ground

Total

BRT III 22.4 0 22.4 24 0 24 3.0

Daily

Passengers

Daily

Vehicles

For All Vehicle types

120,000 38,000

250,000 55,000

500,000 130,000

700,000 200,000

250,000 100,000

Route Alignment

Start

Point (Landhi)

Important

Stations

Singer Chowrangi

Qayyumabad

FTC

Nursery

End Point Numaish

48 Feb, 2012

6 Latest Development

As a detail study JICA Study Team completed Karachi

Transportation Improvement Project Study including Karachi

Transport Master Plan - 2030 vision

Interim Report available, final report would be available in June

2012.

JICA is preparing feasibility report of two BRT lines (Green and Red

lines)

JICA will also prepare pre-feasibility of Blue line (priority Corridor-I)

by May 2012.

MOU signed between JICA and KMTC on 14-07-2011 for feasibility

study of two BRT Lines (Green and Red line) and pre-feasibility of

Red Line initially for BRTS convertible to MRT

JICA will also explore funding for implementation of two BRT lines

including Procurement of Buses.

The feasibility study reports and final report would be completed by

JICA in June 2012.

Provincial Assembly has passed PPP act in 2010 and GOS

constituted a PPP Board headed by Chief Minister, Sindh. This would

provide legal umbrella for potential investors and enhance the

comfort level