Monday, June 21, 2010
Friday, June 18, 2010
Work on KCR to begin by year end: Qaim
I hope this would be the beginning year of this vital project .............. lets see
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KARACHI: Chief Minister Sindh Syed Qaim Ali Shahhas said work on vital surface train-based urban public transport scheme, Karachi Circular Railway (KCR), will be initiated this year with an amount of 900 million dollars.
He was replying to a question in Sindh Assembly session here on Friday.
Chief Minister said that all hurdles in way of the KCR have been removed, adding the Executive Committee of the National Economic Council (ECNEC) has already approved the project and work on it would be initiated this year with the help of Japan. He said the project will be completed by 2013, adding Japan would provide a soft loan of 900 million dollars for the project.
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KARACHI: Chief Minister Sindh Syed Qaim Ali Shahhas said work on vital surface train-based urban public transport scheme, Karachi Circular Railway (KCR), will be initiated this year with an amount of 900 million dollars.
He was replying to a question in Sindh Assembly session here on Friday.
Chief Minister said that all hurdles in way of the KCR have been removed, adding the Executive Committee of the National Economic Council (ECNEC) has already approved the project and work on it would be initiated this year with the help of Japan. He said the project will be completed by 2013, adding Japan would provide a soft loan of 900 million dollars for the project.
Thursday, June 17, 2010
Lahore Mass Transit Land acquisition will be Complete in 2010-11
I was wondering despite the recent hue n cry about this project, there was no news about it in the Punjab budget but finally hear it now
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LAHORE, June 16: Land acquisition along ‘green line’ corridor or the first phase of the Lahore Rapid Mass Transit System (LRMTS) project will be complete during the 2010-11 fiscal year.
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LAHORE, June 16: Land acquisition along ‘green line’ corridor or the first phase of the Lahore Rapid Mass Transit System (LRMTS) project will be complete during the 2010-11 fiscal year.
Transaction preparation for procurement of works for implementation of the top-priority corridor will also be complete besides removal or relocation of utilities infrastructure by Lesco, Wasa, PTCL, SNGPL and NTC, according to the 2010-11 budget document.
The Punjab government intended to seek assistance from the Asian Development Bank to co-finance implementation of the LRMTS project, estimated to cost around $2.4 billion, including the systems and operation that would be deployed through outsourcing transaction advisory services to structure a successful private-public partnership through involvement of international investors and financial institutions.
Planning for the metro network started in the 1990s when the priority corridor for a light rail transit system was identified. Internationally reputed consultants were commissioned by the government in 2005 to undertake a feasibility study of a rapid mass transit system for Lahore. Spreading over 97 kilometres with 82 stations, a network of mass transit corridors comprising four lines was identified in December 2005 with Ferozepur Road as top priority corridor or `green line’. Detailed feasibility of the `green line’ was finalised in August 2006 that defined its main parameters.
With its 27-km length with a total of 22 stations – 12 underground and 10 elevated -it will traverse in the south from Hamza Town along Ferozepur Road to Fatima Jinnah Road, The Mall, Lower Mall, Ravi Road and crossing the Ravi end at its terminus in Shahdara. Its main depot will be near Shadab Colony in the south with a secondary stabling yard near Shahdara station. It will have five connections with other future metro lines – orange, blue, and purple -- at Kalma Chowk, Qurtaba intersection, central station near GPO on The Mall, Jinnah Hall and Data Darbar. The Ferozepur Road section of the `green line’ will be an elevated viaduct of 11.9 kms; made of two twin bored tunnels below the city centre, the middle section will be 11.6 kms long while the elevated viaduct of 3.5 kms length will be the northern section from Data Darbar to the terminal station at Shahdara.
Work on the reference design of the LRMTS was handed over to French company SYSTRA in June 2007, involving 30 per cent of detailed engineering design, system specifications and operations and maintenance requirements planning. The reference work, including finalisation of the design of key elements like viaducts, tunnel, elevated and underground stations and depots, besides system specifications and O&M requirements have almost been completed.
Based on initial environmental examination, the study has also delineated environmental monitoring and management plan.
Land acquisition and utilities’ relocation plans are under way for acquiring right of way as well as removal of utilities infrastructure.
Friday, June 11, 2010
$2bn Lahore Mass Transit System Govt has ‘Qualms About Uneven Development’
What is this now ............. When we re really getting excited to hear the latest news of Punjab government getting sincere about Lahore Mass Transit than comes this news............ What is this jealousy ........ its a project of National interest ............... its the matter of giving a relief to the commuters of this city ................ So many jobs will be created .............. As far as South Punjab is concerned ............. look at the world all around ................ such systems are always built in mega cities and yes the government should think of extending to other mega cities one by one as one finishes ............................. Even Karachi is going to have a similar project "Karachi Circular Railway" which is indeed more modern than this one .................... Come on no more excuses please .........
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LAHORE, June 10: The Punjab government appears to get cold feet about the Lahore Rapid Mass Transit System (LRMTS) reportedly on the grounds that the estimated $2 billion foreign investment aimed at modernising the city will create jealousy in other parts of the province.
“The government had reactivated the project and even created a cell for launching it. But when the Asian Development Bank is considering to advance $1 billion for it and there are hopes of foreign direct investment of another $1 billion, the government is having second thoughts about the project,” an official source informed Dawn on Thursday.
When asked for the reasons for the second thoughts, sources claimed that they could mainly be the feared jealousy of giving Lahore importance over other cities in the province especially those in South Punjab.
They said the project had been prepared by internationally reputed technical experts in the field, all agreeing on its viability. Studies were conducted to address various concerns over the project and all leading international experts had agreed that the project, if launched, would forever resolve the transportation problems of Lahore.
They said the studies had also justified launching of the project in Lahore because of its status as the central city in Punjab with regard to provision of services to the rest of the province.
They said 52 per cent of the province’s GDP was generated by the services sector mainly located in Lahore. All studies had shown that the project would make Lahore more efficient with regard to the extension of these services to other cities.
The sources said those engaged with the project had already started talking with the Asian Development Bank for the provision of $1 billion for launching its first phase, and the additional foreign direct investment of $1 billion could easily revive economy of the cash-starved province.
Another aspect of the huge project was the creation of countless job opportunities for the people in the province, besides giving them a decent and timesaving modern transport system.
If launched, the total project which would cover the entire city would bring an estimated $8 billion investment in the next 12 to 15 years. This would include an estimated $4 billion direct investment.
They said by the year 2025, the system would have a capacity of accommodating daily 730,000 passengers. The capacity per hour during peak hours would be 24,000 passengers per destination.
“Lahore is the capital of Punjab. Is it wise to rob it of the rare investment and job opportunities that could come with a modern transport system merely fearing opposition from other cities. One has to start things from one place and why it cannot be Lahore,” asked one of the sources.
Wednesday, June 9, 2010
Plight of Pakistani Commuters Continues
Karachi City transport projects hit bureaucratic roadblocks
How long ........... Nothing to say or left to say
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Many ambitious transport-related projects for Karachi have yet to see the light of day despite a long lapse of time. Even though a number of studies and surveys have been conducted and other initiatives taken by the authorities, there is little to show on the ground for these efforts.
According to a survey conducted by The News, a number of projects, including the Bus Rapid Transit System (BRTS), Karachi Circular Railway (KCR), and the 4,000-vehicle CNG bus project, are nowhere near getting off the ground and no one knows when the general public will be able to benefit from these projects, which require a huge investment.
The survey revealed that the BRTS project was, in fact, so badly handled by the Government of Sindh that the donor agency deferred funding for it. On the other hand, the much-delayed KCR project also seems to have been put on the backburner as the resettlement report on people to be affected by the project has still not been finalised. Meanwhile, citizens are still awaiting the arrival of the first fleet of 4,000 CNG buses, which were meant to be in service a long time ago.
It is not only these federal government and donor agency projects that are currently in the doldrums. The pilot project of the City District Government Karachi (CDGK) for CNG buses has also run into snags and has not enjoyed the success expected of it.
The story of why none of these projects have got off the ground is a sorry tale of bureaucratic mismanagement, red tape-ism and sheer inefficiency.
The BRTS has seen many changes during the last few years which led to the deferment of the project on behalf of the donor agency. Initially, it was decided that the federal government and the Government of Sindh would act as executing agencies and the CDGK would play the role of implementing agency. Later, in October 2008, the Government of Sindh constituted the Sindh Mass Transit Authority (SMTA) to execute this project.
However, the Asian Development Bank developed serious concerns about the execution and implementation of the programme through the SMTA and it pushed for implementation though the KMTC.
Finally, the donor agency decided to defer the project through a letter issued on December 11, 2008. The SMTA was subsequently been dissolved but the project had already been seriously jeopardized even before that. The project had envisaged three Bus Rapid Transit (BRT) Lines, 44.5 kms in length, which would be constructed at a cost of US$259 million.
Meanwhile, the Karachi Circular Railway (KCR), which is to be funded by Japan, is also still in the doldrums. Although the availability of funds is no issue, two pressing problems need to be resolved immediately for the project to go ahead. The resettlement of those affected by the KCR is a one of the prime issues serving as an obstacle to the launching of the project. It has been learnt that the Japanese government is very touchy over the resettlement issue and has been demanding that a comprehensive report should be submitted on the relocation of persons who would be affected by the project.
It has been learnt that another stumbling block is the re-lending of funds from the Japanese government to the Karachi Urban Transport Corporation (KUTC) through the Economic Affairs division. The Japan government would provide a soft loan but a direct transfer of funds to the KUTC, which is the executing agency of the KCR project, would disturb its viability due to the imposition of a risk management rate. Meanwhile, those rendered homeless by the project would likely to be resettled in Shah Lateef Town.
It is also learnt that first fleet of around 500 CNG buses of the 4000 earmarked for Karachi has still not arrived in the city. The buses were expected to arrive in May this year. It is pertinent to mention here that the federal government had transferred Rs300 million to the State Bank of Pakistan (SBP) on December 31 last year to facilitate the investors for the procurement of CNG buses.
Meanwhile, the CDGK had launched its own CNG bus which could serve as a ‘role model’ to the country for the provision of transport facilities to the general public on behalf of a city government. According to experts, the intention may have been good but the department concerned could not handle the project with the requisite skill. It is learnt that in terms of management, the project proved to be nothing less than a disaster. According to sources many of the buses that were part of the scheme when it was launched have developed one problem or another. The CDGK is now providing a huge amount as subsidy to keep these buses in operation.
Meanwhile, the people of Karachi continue to hope that someone will cut the red tape and provide them with the comfortable, convenient and affordable transport service they desperately need.
How long ........... Nothing to say or left to say
-------------------------------------------------------
Many ambitious transport-related projects for Karachi have yet to see the light of day despite a long lapse of time. Even though a number of studies and surveys have been conducted and other initiatives taken by the authorities, there is little to show on the ground for these efforts.
According to a survey conducted by The News, a number of projects, including the Bus Rapid Transit System (BRTS), Karachi Circular Railway (KCR), and the 4,000-vehicle CNG bus project, are nowhere near getting off the ground and no one knows when the general public will be able to benefit from these projects, which require a huge investment.
The survey revealed that the BRTS project was, in fact, so badly handled by the Government of Sindh that the donor agency deferred funding for it. On the other hand, the much-delayed KCR project also seems to have been put on the backburner as the resettlement report on people to be affected by the project has still not been finalised. Meanwhile, citizens are still awaiting the arrival of the first fleet of 4,000 CNG buses, which were meant to be in service a long time ago.
It is not only these federal government and donor agency projects that are currently in the doldrums. The pilot project of the City District Government Karachi (CDGK) for CNG buses has also run into snags and has not enjoyed the success expected of it.
The story of why none of these projects have got off the ground is a sorry tale of bureaucratic mismanagement, red tape-ism and sheer inefficiency.
The BRTS has seen many changes during the last few years which led to the deferment of the project on behalf of the donor agency. Initially, it was decided that the federal government and the Government of Sindh would act as executing agencies and the CDGK would play the role of implementing agency. Later, in October 2008, the Government of Sindh constituted the Sindh Mass Transit Authority (SMTA) to execute this project.
However, the Asian Development Bank developed serious concerns about the execution and implementation of the programme through the SMTA and it pushed for implementation though the KMTC.
Finally, the donor agency decided to defer the project through a letter issued on December 11, 2008. The SMTA was subsequently been dissolved but the project had already been seriously jeopardized even before that. The project had envisaged three Bus Rapid Transit (BRT) Lines, 44.5 kms in length, which would be constructed at a cost of US$259 million.
Meanwhile, the Karachi Circular Railway (KCR), which is to be funded by Japan, is also still in the doldrums. Although the availability of funds is no issue, two pressing problems need to be resolved immediately for the project to go ahead. The resettlement of those affected by the KCR is a one of the prime issues serving as an obstacle to the launching of the project. It has been learnt that the Japanese government is very touchy over the resettlement issue and has been demanding that a comprehensive report should be submitted on the relocation of persons who would be affected by the project.
It has been learnt that another stumbling block is the re-lending of funds from the Japanese government to the Karachi Urban Transport Corporation (KUTC) through the Economic Affairs division. The Japan government would provide a soft loan but a direct transfer of funds to the KUTC, which is the executing agency of the KCR project, would disturb its viability due to the imposition of a risk management rate. Meanwhile, those rendered homeless by the project would likely to be resettled in Shah Lateef Town.
It is also learnt that first fleet of around 500 CNG buses of the 4000 earmarked for Karachi has still not arrived in the city. The buses were expected to arrive in May this year. It is pertinent to mention here that the federal government had transferred Rs300 million to the State Bank of Pakistan (SBP) on December 31 last year to facilitate the investors for the procurement of CNG buses.
Meanwhile, the CDGK had launched its own CNG bus which could serve as a ‘role model’ to the country for the provision of transport facilities to the general public on behalf of a city government. According to experts, the intention may have been good but the department concerned could not handle the project with the requisite skill. It is learnt that in terms of management, the project proved to be nothing less than a disaster. According to sources many of the buses that were part of the scheme when it was launched have developed one problem or another. The CDGK is now providing a huge amount as subsidy to keep these buses in operation.
Meanwhile, the people of Karachi continue to hope that someone will cut the red tape and provide them with the comfortable, convenient and affordable transport service they desperately need.
Saturday, June 5, 2010
Decision about Speeding up of Work on LRMTS in Next Budget
THE Punjab Transport department has proposed over Rs 6 billion in the upcoming budget to breathe life into the long overdue Lahore Rapid Mass Transit Rail Project (LRMT).
The project had lost its course after being revived in March 2009 when the Asian Development Bank and the steering committee for the LRMT agreed to employ a transactional adviser to start the project. The transactional advisor was to be a marketing/consultancy firm, which would market the project at the international level to attract investors on the Build Own Transfer (BOT) basis. However, transactional advisor was never appointed.
The Asian Development Bank (ADB), from the very start, had pledged its support through $1 billion for the project of an estimated cost of around $2.5 billion. Talking to The News, Punjab Department of Transport Secretary Muhammad Yousuf said the Punjab government would need to invest around $400 million in the project to get it going.
The LRMT is estimated to serve around 350,000 people daily, covering 27 square kilometres. The government has not been able to make progress in this regard even after paying about Rs1 billion on its feasibility studies regarding the project, termed the only solution to traffic problems of the provincial metropolis..
According to the feasibility studies, two tracks are to be constructed, first North-South route, called the Green Line, and second East-West route called the Orange Line. The Green Line would cover Shahdara to Hamza Town via Ravi Road, Lower Mall, The Mall, Fatima Jinnah Road, Qartaba Chowk and Ferozepur Road. The Orange Line would cover Pakistan Mint to Sabzazar via Shahnur, Awan Town, Hanjarwal, Thokar Niaz Beg, Canal View, Wahdat Road, Ali Town, Salahuddin Road, Bund Road, Islam Park, Dera Gujjran Depot, Mahmood Booti, Salamatpura, Samnabad, Gulshan-e-Ravi, Chauburji, Lake Road, Lakshmi Chowk, Railway Station, Sultanpura, UET, Baghbanpura and Shalimar Gardens.
The Transport secretary has claimed that the project has reached its final phase and the deadline set for the completion of the LRMT Green Line is three years.
The detailed design of the project is already underway and will be completed by the end of the year. The land acquisition for the Underground Railroad will start by January 2011.
The relocation of utilities has always been a contention among many circles ever since the project was conceptualised. The mesh of high power transmission lines, gas pipelines and telecom cable network buried not so systematically in the proposed route poses a great challenge. Work in this regard has been planned to commence from the first quarter of 2011.
Considering the power crisis in the country, the LRMT will have its own power production unit. The addition of the power production unit has pushed the total cost of the project even further.
The project has been surrounded by controversies right from the feasibility studies. Social circles have expressed their reservation about disturbance caused by blockades by the project in a city already clogged with traffic. The noise caused by a train running through the metropolis has also come under discussion as citizens are worried about the noise level around the elevated portions of the track if sound barriers are not constructed. Already a lot of noise pollution is generated around Pakistan Railwayís elevated track which runs from Lahore Station to Badami Bagh.
Considering the challenges of attracting an investor, an experienced and capable operator, transparency to curtail embezzlements of funds and to address the environmental concerns of citizens, the project completion is an uphill task. The LRMT has seen periodic revivals and delays, however, it still remains to be seen if this one too is just another such episode.
The project had lost its course after being revived in March 2009 when the Asian Development Bank and the steering committee for the LRMT agreed to employ a transactional adviser to start the project. The transactional advisor was to be a marketing/consultancy firm, which would market the project at the international level to attract investors on the Build Own Transfer (BOT) basis. However, transactional advisor was never appointed.
The Asian Development Bank (ADB), from the very start, had pledged its support through $1 billion for the project of an estimated cost of around $2.5 billion. Talking to The News, Punjab Department of Transport Secretary Muhammad Yousuf said the Punjab government would need to invest around $400 million in the project to get it going.
The LRMT is estimated to serve around 350,000 people daily, covering 27 square kilometres. The government has not been able to make progress in this regard even after paying about Rs1 billion on its feasibility studies regarding the project, termed the only solution to traffic problems of the provincial metropolis..
According to the feasibility studies, two tracks are to be constructed, first North-South route, called the Green Line, and second East-West route called the Orange Line. The Green Line would cover Shahdara to Hamza Town via Ravi Road, Lower Mall, The Mall, Fatima Jinnah Road, Qartaba Chowk and Ferozepur Road. The Orange Line would cover Pakistan Mint to Sabzazar via Shahnur, Awan Town, Hanjarwal, Thokar Niaz Beg, Canal View, Wahdat Road, Ali Town, Salahuddin Road, Bund Road, Islam Park, Dera Gujjran Depot, Mahmood Booti, Salamatpura, Samnabad, Gulshan-e-Ravi, Chauburji, Lake Road, Lakshmi Chowk, Railway Station, Sultanpura, UET, Baghbanpura and Shalimar Gardens.
The Transport secretary has claimed that the project has reached its final phase and the deadline set for the completion of the LRMT Green Line is three years.
The detailed design of the project is already underway and will be completed by the end of the year. The land acquisition for the Underground Railroad will start by January 2011.
The relocation of utilities has always been a contention among many circles ever since the project was conceptualised. The mesh of high power transmission lines, gas pipelines and telecom cable network buried not so systematically in the proposed route poses a great challenge. Work in this regard has been planned to commence from the first quarter of 2011.
Considering the power crisis in the country, the LRMT will have its own power production unit. The addition of the power production unit has pushed the total cost of the project even further.
The project has been surrounded by controversies right from the feasibility studies. Social circles have expressed their reservation about disturbance caused by blockades by the project in a city already clogged with traffic. The noise caused by a train running through the metropolis has also come under discussion as citizens are worried about the noise level around the elevated portions of the track if sound barriers are not constructed. Already a lot of noise pollution is generated around Pakistan Railwayís elevated track which runs from Lahore Station to Badami Bagh.
Considering the challenges of attracting an investor, an experienced and capable operator, transparency to curtail embezzlements of funds and to address the environmental concerns of citizens, the project completion is an uphill task. The LRMT has seen periodic revivals and delays, however, it still remains to be seen if this one too is just another such episode.
Thursday, June 3, 2010
Rs 6b proposed for Rapid Mass Transit Rail project
Further developments in Implementation of this project ............. January 2011 has been set as he start of the execution of this project.
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LAHORE
THE Punjab Transport department has proposed over Rs 6 billion in the upcoming budget to breathe life into the long overdue Lahore Rapid Mass Transit Rail Project (LRMT).
The project had lost its course after being revived in March 2009 when the Asian Development Bank and the steering committee for the LRMT agreed to employ a transactional adviser to start the project. The transactional advisor was to be a marketing/consultancy firm, which would market the project at the international level to attract investors on the Build Own Transfer (BOT) basis. However, transactional advisor was never appointed.
The Asian Development Bank (ADB), from the very start, had pledged its support through $1 billion for the project of an estimated cost of around $2.5 billion. Talking to The News, Punjab Department of Transport Secretary Muhammad Yousuf said the Punjab government would need to invest around $400 million in the project to get it going.
The LRMT is estimated to serve around 350,000 people daily, covering 27 square kilometres. The government has not been able to make progress in this regard even after paying about Rs1 billion on its feasibility studies regarding the project, termed the only solution to traffic problems of the provincial metropolis..
According to the feasibility studies, two tracks are to be constructed, first North-South route, called the Green Line, and second East-West route called the Orange Line. The Green Line would cover Shahdara to Hamza Town via Ravi Road, Lower Mall, The Mall, Fatima Jinnah Road, Qartaba Chowk and Ferozepur Road. The Orange Line would cover Pakistan Mint to Sabzazar via Shahnur, Awan Town, Hanjarwal, Thokar Niaz Beg, Canal View, Wahdat Road, Ali Town, Salahuddin Road, Bund Road, Islam Park, Dera Gujjran Depot, Mahmood Booti, Salamatpura, Samnabad, Gulshan-e-Ravi, Chauburji, Lake Road, Lakshmi Chowk, Railway Station, Sultanpura, UET, Baghbanpura and Shalimar Gardens.
The Transport secretary has claimed that the project has reached its final phase and the deadline set for the completion of the LRMT Green Line is three years.
The detailed design of the project is already underway and will be completed by the end of the year. The land acquisition for the Underground Railroad will start by January 2011.
The relocation of utilities has always been a contention among many circles ever since the project was conceptualised. The mesh of high power transmission lines, gas pipelines and telecom cable network buried not so systematically in the proposed route poses a great challenge. Work in this regard has been planned to commence from the first quarter of 2011.
Considering the power crisis in the country, the LRMT will have its own power production unit. The addition of the power production unit has pushed the total cost of the project even further.
The project has been surrounded by controversies right from the feasibility studies. Social circles have expressed their reservation about disturbance caused by blockades by the project in a city already clogged with traffic. The noise caused by a train running through the metropolis has also come under discussion as citizens are worried about the noise level around the elevated portions of the track if sound barriers are not constructed. Already a lot of noise pollution is generated around Pakistan Railwayís elevated track which runs from Lahore Station to Badami Bagh.
Considering the challenges of attracting an investor, an experienced and capable operator, transparency to curtail embezzlements of funds and to address the environmental concerns of citizens, the project completion is an uphill task. The LRMT has seen periodic revivals and delays, however, it still remains to be seen if this one too is just another such episode.
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LAHORE
THE Punjab Transport department has proposed over Rs 6 billion in the upcoming budget to breathe life into the long overdue Lahore Rapid Mass Transit Rail Project (LRMT).
The project had lost its course after being revived in March 2009 when the Asian Development Bank and the steering committee for the LRMT agreed to employ a transactional adviser to start the project. The transactional advisor was to be a marketing/consultancy firm, which would market the project at the international level to attract investors on the Build Own Transfer (BOT) basis. However, transactional advisor was never appointed.
The Asian Development Bank (ADB), from the very start, had pledged its support through $1 billion for the project of an estimated cost of around $2.5 billion. Talking to The News, Punjab Department of Transport Secretary Muhammad Yousuf said the Punjab government would need to invest around $400 million in the project to get it going.
The LRMT is estimated to serve around 350,000 people daily, covering 27 square kilometres. The government has not been able to make progress in this regard even after paying about Rs1 billion on its feasibility studies regarding the project, termed the only solution to traffic problems of the provincial metropolis..
According to the feasibility studies, two tracks are to be constructed, first North-South route, called the Green Line, and second East-West route called the Orange Line. The Green Line would cover Shahdara to Hamza Town via Ravi Road, Lower Mall, The Mall, Fatima Jinnah Road, Qartaba Chowk and Ferozepur Road. The Orange Line would cover Pakistan Mint to Sabzazar via Shahnur, Awan Town, Hanjarwal, Thokar Niaz Beg, Canal View, Wahdat Road, Ali Town, Salahuddin Road, Bund Road, Islam Park, Dera Gujjran Depot, Mahmood Booti, Salamatpura, Samnabad, Gulshan-e-Ravi, Chauburji, Lake Road, Lakshmi Chowk, Railway Station, Sultanpura, UET, Baghbanpura and Shalimar Gardens.
The Transport secretary has claimed that the project has reached its final phase and the deadline set for the completion of the LRMT Green Line is three years.
The detailed design of the project is already underway and will be completed by the end of the year. The land acquisition for the Underground Railroad will start by January 2011.
The relocation of utilities has always been a contention among many circles ever since the project was conceptualised. The mesh of high power transmission lines, gas pipelines and telecom cable network buried not so systematically in the proposed route poses a great challenge. Work in this regard has been planned to commence from the first quarter of 2011.
Considering the power crisis in the country, the LRMT will have its own power production unit. The addition of the power production unit has pushed the total cost of the project even further.
The project has been surrounded by controversies right from the feasibility studies. Social circles have expressed their reservation about disturbance caused by blockades by the project in a city already clogged with traffic. The noise caused by a train running through the metropolis has also come under discussion as citizens are worried about the noise level around the elevated portions of the track if sound barriers are not constructed. Already a lot of noise pollution is generated around Pakistan Railwayís elevated track which runs from Lahore Station to Badami Bagh.
Considering the challenges of attracting an investor, an experienced and capable operator, transparency to curtail embezzlements of funds and to address the environmental concerns of citizens, the project completion is an uphill task. The LRMT has seen periodic revivals and delays, however, it still remains to be seen if this one too is just another such episode.
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