Pakistan : Karachi Bus Rapid Transit Project Project Design Advance (prev name Karachi Mass Transit Project Design Advance)

Transport / Transport policies and institutional development - Urban public transport - Urban roads and traffic management

Karachi is the largest city of Pakistan and its main seaport, economic and financial center. The population of this fast-expanding megacity grew annually by 4.2% since 1998, and is projected to grow from 18.9 million in 2010 to 27.6 million in 2020 and 31.6 million in 2030. One of the most densely populated cities in the world, Karachi is consistently ranked as one of the world's most unlivable cities.1 Severe traffic congestion and induced air and noise pollution play a major role in these poor rankings. With limited infrastructure and low level of public services, the city''s urban transport system fails to provide mobility for all people. Car and motorcycle ownership (49.7 and 47.4 per 1000 inhabitants in 2010) is still low but increasing fast with a growing middle class. From 1988 to 2010, the number of registered cars in Karachi more than tripled, reaching 940,000, while the number of motorcycles quadrupled, reaching 900,000. Maintaining the same growth rate, there could be up to 2.1 million cars and 2.7 million motorcycles in 2025. With other factors such as weak traffic management to organize many competing modes, lack of transport demand management and inefficient public transport, this rapid motorization exacerbates congestion and leads to increased pollution.

Karachi's UTS in 2012 is characterized by low mobility, long commuter trip times, and the following modal share: (i) 21.6% of all trips are made by private modes [motorcycles:10.9%; cars: 10.7%]; (ii) 22.2% by public transport [buses]; (iii) 10.4% by paratransit modes; and (iv) 45.8% are still non-motorized, made on foot or bicycles. Private modes represent 84% of all vehicles plying on Karachi's street but transport only 40% of total passengers, while buses represent only 4.5% of all vehicles but transport 42% of total passengers. Approximately 10,000 large and mini buses, shared between a multitude of semi-public and private operators, run through the city. The level of service is nonetheless deficient: the bus fleet is in poor condition; bus stops are rudimentary, without information on schedule or itinerary; the ticketing system is obsolete; and operators compete for passengers, worsening congestion and impairing safety. Traffic-based collisions are increasing, affecting pedestrians, mostly the poorest and women.

Karachi's first BRT corridor is constructed

Project management is effective, leading to sustainable BRT operations

All advance contracting will be undertaken in conformity with ADB's Procurement Guidelines (2015, as amended from time to time) and ADB's Guidelines on the Use of Consultants (2013, as amended from time to time). The issuance of invitations to bid under advance contracting will be subject to ADB approval. The Government of Sindh and its P&DD and TMTD have been advised that approval of advance contracting does not commit ADB to finance the PDA project. Advance contracting for the PDA project will include the recruitment of all consultants to carry out project preparatory work. At the request and on behalf of the Government of Sindh, ADB accepted delegation and undertook the PDA consultants' selection process for EPCM, ODBM, and PMCCB packages, using output-based terms of references and the lump sum contracting method. ADB is also currently selecting individual consultants to staff the PIU on behalf of the government and using the individual consultant selection (ICS) method.

All procurement of goods will be undertaken in accordance with ADB's Procurement Guidelines. However, no procurement of goods of significant value is expected under the proposed PDA. Only minor equipment is expected to be purchased under some of the consultants' contracts, using the shopping method of procurement.