Bus Rapid Transit Peshawar (Brt): Reach 3

UNIVERSAL ACCESSABILITY REPORT:

BUS RAPID TRANSIT PESHAWAR (BRT): REACH 3:

“DISABILITIES NEED NOT BE AN GROUP MEMBERS: HAMZA NAWAZ OBSTACLE TO SUCCESS” GULANDAM-REHMAN MAIMOONA GUL M. SALMAN SHAKEEL Table of Contents

CHAPTER : 1 ABOUT BUS RAPID TRANSIT PESHAWAR

BUS RAPID TRANSIT PESHAWAR ...... 4 BENEFITS OF INTRODUCING A BRT SYSTEM IN PESHAWAR ...... 4 NEGATIVE IMPACTS OF THE PROJECT...... 5 FEATURESROUTE ...... 5 BUSES ...... 5 STATIONS ...... 5 FEEDER SYSTEM ...... 5 CONSTRUCTION ...... 6 SALIENT FEATURES ...... 6 DISABILITY ...... 7 TYPES OF DISABILITIES ...... 7 PHYSICAL DISABILITY ...... 7 ACQUIRED BRAIN INJURIES ...... 7 VISUAL IMPAIRMENT ...... 8 TYPES OF VISUAL IMPAIRMENTS ...... 8 HYPEROPIA ...... 8 MYOPIA ...... 8 HEARING IMPAIRMENT ...... 8 DEAF ...... 9 HARD OF HEARING ...... 9

CHAPTER : 2 DESIGN STANDARDS FOR UNIVERSAL ACCESSABILITY

DESIGN STANDARDS FOR UNIVERSAL ACCESSABILITY ...... 9 RAMPS ...... 9 DESIGN FEATURES ...... 9 PROVIDE LANDINGS ...... 9 RAMP RUNS ...... 10 DISTANCE BETWEEN HANDRAILS ...... 10 HANDRAILS ...... 11

1 COLOR CONTRASTING STRIPS ...... 11 STAIRS ...... 11 DESIGN FEATURES ...... 12 TREADS AND RISERS ...... 12 TACTILE WALKING SURFACE INDICATORS ...... 12 OVERHANGING AND PROTRUDING OBJECTS ...... 13 HEADROOM CLEARANCE ...... 13 PARKING ...... 14 WASHROOMS ...... 14 MULTIPLE OCCUPANCY WASHROOMS ...... 15 UNIVERSAL WASHROOMS ...... 16 GRAB BARS ...... 17 SHELVES ...... 17

CHAPTER : 3 PROBLEMS AND SOLUTIONS

PROBLEMS ...... 18 HAYATABAD ...... 18 UNIVERSITY ROAD ...... 18 SOLUTIONS ...... 19 o PROBLEM 1 ...... 19 COATING FOR GRIP BARS ...... 19 GLASS BASED PAINT ...... 19 HIGH TEMPERATURE RESISTANT COATINGS ...... 19 THERMAL BARRIER COATING (TBC) ...... 19 ABRASION RESISTANT COATING...... 20 o PROBLEM 2 ...... 21 GRIP BAR DIAMETER ...... 21 o PROBLEM 3 ...... 22 RAMP WIDTH, HAYATABAD ...... 22 o PROBLEM 4 ...... 23 RAMP GRADIENT, HAYATABAD ...... 23 o PROBLEM 5 ...... 23 OPEN RISER STAIRS ...... 23

2 o PROBLEM 6 ...... 24 NO SAFETY BARRIER IN UNIVERSITY ROAD STATIONS ...... 24 o PROBLEM 7 ...... 25 COUNTER HEIGHTS ...... 25 o PROBLEM 8 ...... 26 NO EXTERNAL FOOTPATHS IN UNIVERSITY ROAD STATIONS ...... 26 SOLUTION 1 ...... 26 SOLUTION 2 ...... 26 o PROBLEM 9 ...... 27 PROVISION OF KERB ...... 27 o PROBLEM 10 ...... 28 PROVISION OF TACTILE ...... 28 o PROBLEM 11 ...... 29 RAMP IN UNIVERSITY ROAD STATIONS ...... 29

3 CHAPTER : 1

BUS RAPID TRANSIT PESHAWAR The current Provincial Government has realized the important role of Public transport system in improving the city environment, and raising its social and economic conditions. The provision of fast, reliable and cost-effective public transport (Mass Transit) is the only way to deal with the traffic problems and give an impetus to the city economy. Improved transport system can spur economic growth and development, by providing easy movement of people which generates economic activity and hence direct and indirect employment, leading to reduction in poverty.

Peshawar Bus Rapid Transit (Peshawar BRT) is a bus rapid transit system currently under construction by the Peshawar Development Authority (PDA) in Peshawar, capital of Pakistan's Khyber Pakhtunkhwa (KP) province. The BRT route will run from Chamkani to Hayatabad, a total distance of 26 kilometers with 31 stations. • With an initial 220 buses out of which • 155 are 12-meter-long buses while • 65 are 18-meter-long buses. About 88% of funding is being provided by the Asian Development Bank Each station will be within half a kilometer reach making it convenient for users of the system. Bus Rapid Transit (BRT) is a high quality high capacity transport system, which provides fast, efficient, reliable and comfortable mode of transport for the travelers. BRT also provides improved waiting facilities and supporting infrastructure for passengers such as e-ticketing and information about bus schedules. Around 450 buses with capacity of up to 95 people, will be operational on the BRT system and BRT buses will run all day with extra buses at peak times.

BENEFITS OF INTRODUCING A BRT SYSTEM IN PESHAWAR : • New & faster means of travel & Communication. • Safer and a more comfortable means of travel. • Reduced vehicle emissions; improving the environment • More reliable journey times for users. • More friendly means of travel for women and children. • Will allow an improved environment for passengers with limited mobility. • Improve land values along the BRT Corridor and promote economic development, and

4 • Enhance the city outlook and reputation. • Less Traffic Delays & Traffic Congestion in peak hours. • Employment opportunities for skilled & unskilled local workers.

NEGATIVE IMPACTS OF THE PROJECT : • Inconvenience to public during the construction phase i.e. increased noise and air pollution levels due to working of construction machinery and movement of construction vehicles, traffic problems and obstruction to local residents.

FEATURES ROUTE: The system will have 30 stations and will be mostly elevated (around 49 %) while 38 % will be at grade and only 17 % via underpass. The line will also contain 3.4 kilometers of underpasses, • 10.5 kilometers of at garade. • 13.7 kilometers of elevated part. BUSES: TransPeshawar was originally planned to use a fleet of 255 buses, of which 155 will be 12 meter-long buses, while 65 will be 18 meter-long articulated buses. The articulated buses will run only within the Service route/within corridor while the 12 meter-long buses will run in primarily in the Feeder system. The buses will be Diesel-Electric Plug-In Hybrids which will allow them to have improved overall fuel economy and lower emissions. For this purpose, charging stations will also be built to allow for recharging of the vehicle batteries. All these buses are environment friendly and will reduce the air pollution in the city. STATIONS: Each station will be on average 850 metres from the previous station, with an estimated travel time of 2 minutes between adjacent stations. Stations, unlike the buses themselves, will not be air conditioned. FEEDER SYSTEM: The TransPeshawar system will be complemented by a feeder system consisting of 8 routes extending 68 kilometers. Feeder buses will use dedicated BRT lanes as needed before exiting the system and entering onto city streets as on-street bus service. Feeder station will be spaced approximately 300-500 meters from one another.

5 CONSTRUCTION:

Construction of the east-west corridor will be completed in three phases:

• Phase 1: Chamkani to Balahisar Fort • Phase 2: Balahisar Fort to Aman Chowk • Phase 3: Aman Chowk to Karkhano Market

The entire road structure along the east-west corridor will also be reconstructed, and will include a new bicycle lane. The number of traffic lanes along the GT Road will also be reduced, leading to what will be intended as a more pedestrian-friendly street.

SALIENT FEATURES:

• 26 Kilometer Main Corridor • 15 KM at Grade • 8 KM Flyover • 3 KM Underpass • 31 Stations • distance between station 850m • 3 Bus Depots (Should be represented in infographics at Chamkani, Hayatabad, and Dabgari) • 3 Park and Ride Facility • Bicycle lane • Complete revamp of Footpaths • Secure • Efficient • Fast Journey • Comfortable • Reliable • Cost effective • 3rd Generation • 8 Feeder routes

6 DISABILITY Disability is the consequence of an impairment that may be physical, cognitive, mental, sensory, emotional, developmental, or some combination of these. A disability may be present from birth, or occur during a person's lifetime.

TYPES OF DISABILITIES PHYSICAL DISABILITY: A physical disability is a physical condition that affects a person’s mobility, physical capacity, stamina, or dexterity. This can include brain or spinal cord injuries, multiple sclerosis, cerebral palsy, respiratory disorders, epilepsy, hearing and visual impairments and more. The causes of a physical disability are also varied. They usually fall into one of two categories: • Hereditary/Congenital – where a person has been born with a physical disability or developed one due to inherited genetic problems, has suffered an injury at birth, or has issues with their muscles. • Acquired – An acquired physical disability could be due to an accident, infection or disease, or as a side effect of a medical condition.

ACQUIRED BRAIN INJURIES: Acquired brain injuries result in physical disabilities. They occur after birth as a result of damage to the brain through accidents, strokes, tumours, infections, degenerative neurological diseases, or lack of oxygen. These occurrences can cause damage to the cognitive, physical, emotional and sensory functions of the brain resulting in minor or profound disabilities that can be temporary or permanent.

7 VISUAL IMPAIRMENT: Visually impaired children may be defined as those children who suffer from the impaired conditions, difficulties and deficiencies present in their visual organs which make them different from children with normal vision to extent of requiring special education provision. • Visual Impairments /blend : vision cannot be primary learning channel • Sighted Partially Sighted : some useful vision – person may see colors and figures with blurring • vision between 20/70 and 20/200

TYPES OF VISUAL IMPAIRMENTS: HYPEROPIA: • far sightedness Can see objects of far away but not near • Cause: size of eye ball is too shorter. MYOPIA: • near sightedness Can see objects of near but not far away • Cause: size of eye ball is too longer.

HEARING IMPAIRMENT: The difficulty to hear clearly as much as others normally do.

8 Hearing impairment is not only the handicap of not being able to hear. It encompasses emotional problems, problems in socialization, and even in learning

DEAF: those who do not have sufficient residual hearing to enable them to understand speech successfully without special instruction.

HARD OF HEARING: Those with hearing impairments mild enough for them to learn without great difficulty • Congenitally deaf – born deaf • Adventitiously deaf – born with normal hearing and became deaf through accident/illness

CHAPTER : 2

DESIGN STANDARDS FOR UNIVERSAL ACCESSABILITY

RAMPS: Ramps shall only be used for small changes in level or for use by wheelchairs and the following gradients shall apply: Preferred gradient: 1:20 Maximum gradient: 1:12 DESIGN FEATURES: a) Provide a clear width of 1100 mm (minimum ). b) Ensure individual ramp sections are no longer than 9000 mm. PROVIDE LANDINGS: A. At top and bottom of ramp. B. Where there is any directional change; and

9 C. Between each ramp section where overall length of ramp exceeds 9000/10000 mm D. There are level landings required at the beginning and at the end of every ramp run. The top and bottom landings should be no less than 2100 x 2100 mm. In a renovation situation, where creating a suitably sized landing is technically infeasible, the required landing size may be reduced to 1800 x 1800 mm.

RAMP RUNS: Ramp runs shall fulfil the following requirements: 1. The maximum length is 10 meters between landings. DISTANCE BETWEEN HANDRAILS: The clear width between ramp handrails should be 950- 1100 mm apart. On wide ramps, where intermediate handrails are required, the distance between at least one set of handrails should be 950-1100 mm and located adjacent to one side of the ramp.

HANDRAILS: • Provide rounded edges, free of abrasive elements. • Provide outside diameter between 30 and 40 mm for circular cross-section, which is preferred. • Provide clearance of 50 mm (minimum) between grasping surface and any adjacent surface.

COLOR CONTRASTING STRIPS: Ramps should have a color contrasting strip 40-60 mm wide across the full width of the ramp at the top and bottom of the ramp and at landings where there is a change in slope.

STAIRS

11 DESIGN FEATURES: • Ensure surface is stable, firm, slip-resistant and non-glare.

TREADS AND RISERS : • Riser height of 125 mm (minimum) to 180 mm (maximum) • Tread depth of 280 mm (minimum) to 355 mm (maximum) • Stairs must have closed risers; • Ensure uniform riser height and tread depth throughout any stair system.

➢ Height of riser: 150 mm (maximum) ➢ Length of tread: 300 mm (minimum) ➢ Stair Width: 1800mm or 3 lanes ➢ Length of intermediate landings: 2000 mm or width of stairs. Length of Flood Landing (entrances with stairs only): 2500 mm (minimum) ➢ Vertical Clearance: 2700 mm (minimum) ➢ Handrail: 850 mm high, 50 mm dia ➢ Falls at entrance stairs: 1:100 towards the street with side channels.

TACTILE WALKING SURFACE INDICATORS : Tactile walking surface indicators (TWSI) provided at the head of stair systems act as a warning.

12 And tonal contrasted nosings increase the visibility of each step when descending, especially for users with vision loss.

OVERHANGING AND PROTRUDING OBJECTS : Where objects protrude along accessible paths of travel: ➢ Ensure the clear width of an accessible path of travel or manoeuvering space is not reduced; and ➢ Ensure objects protruding more than 100 mm from wall have a leading edge that is cane detectable.

HEADROOM CLEARANCE:

13 • Provide 2100 mm (minimum) headroom clearance; and ❖ Where the headroom clearance is less than 2100 mm over a portion of the accessible path of travel, provide a rail or other barrier with leading edge that is cane detectable around the object that is obstructing the headroom clearance

PARKING:

WASHROOMS:

14 This section applies to washroom facilities and elements within a site and facility including,: · ❖ Multiple-occupancy washrooms. ❖ Universal washrooms. MULTIPLE OCCUPANCY WASHROOMS: For multiple occupancy washrooms with accessible water closet stalls: a) Identify clearly with signage, indicating male or female where applicable, with other accessibility features (e.g., braille, tactile, International Symbol of Accessibility); b) Where doors are provided at washroom entrance, provide a clear width of 860 mm (minimum), when the door is in the open position and equip with power door operators; c) Ensure minimum clearance of 1400 mm between outside wall of stall and any wall-mounted fixtures or other obstructions d) Provide a clear floor space of 1500 mm by 1500 mm (minimum) in front of the accessible water closet stall e) Ensure a clear turning diameter of 1500 mm (minimum) is provided inside washroom circulation area, 500 mm (maximum) of which may be under the lavatory to allow users of mobility aids to make a 180° turn

15 UNIVERSAL WASHROOMS : Provide accessible entrance door :

a) With clear width of 860 mm (minimum), when the door is in an open position;

b) Equip with power door operator

c) Ensure a clear turning diameter of 1700 mm (minimum) is provided inside the universal washroom

d) Provide one accessible water closet with suitable rear and side grab bars (e.g., horizontal, L-shaped and fold-down grab bars) as identified in this section;

e) Provide a clear floor space 810 mm wide by 1830 mm long in each universal washroom for an adult-size change table

GRAB BARS: Where fold-down grab bars are provided: • Mount on the wall behind the water closet; • Locate on transfer space side; • Ensure length of 760 mm (minimum); • Mount between 390 mm and 410 mm from centreline of water closet • Mount with the horizontal component at 750 mm high from floor level

SHELVES:

17 CHAPTER : 3

PROBLEMS

HAYATABAD • Foothpaths not accessable. Needs ramp. • No car or disabled parking. • Grip bar too hot to touch. Needs coating of heat resistant material. • Grip bar has a larger diameter than standard. • Tactile pavement not provided outside station. • Width of ramp exceeds the standard. • Ramp gradient is off the standard. • Stairs with open risers. • Counter heights greater than standard.

UNIVERSITY ROAD

• Stair width wider than required (station 22) • Ramp length exceeds the standard. • No safety barrier underneath stairs or ramps. • No foothpaths. (Should be provided.)

SOLUTIONS o PROBLEM 1 COATING FOR GRIP BARS:

Grip bars are coated with an oil based paint, which is too hot to touch since it heats up quickly. The end user would thus not be ale to hold the handrails or gripbars for support. An effective solution that would solve this problem would be the use of : GLASS BASED PAINT Most paints are based on polymers, which degrade in the ultraviolet light rays of the sun except for Glass paint, which is made out of silica. It would be an ideal coating. It’s hard, durable and has the right properties.

HIGH TEMPERATURE RESISTANT COATINGS: • Glass–ceramic coating materials can withstand the action of high temperature under corrosive environments.

THERMAL BARRIER COATING (TBC): • The main objective of this coating is to provide thermal insulation to metallic components at elevated temperature.

ABRASION RESISTANT COATING: It differs from conventional enamel coating due to the presence of a certain amount of finely dispersed crystal phases throughout the coating (effected by controlled heat treatment process) which results in high improvement of physical properties.

In short, glass/silicone paint is :

• Weather resistant. • UV resistant. • Thermal resistant. • Scratch resistant. • Permanent protection.

20 o PROBLEM 2 GRIP BAR DIAMETER:

The existing grip bars have a diameter of 6’’ which is larger than the required standard. Bigger diameter wouldn’t allow the user to have complete grip. The standard design would be to :

o Provide grip bars whose outside diameter is between 30 and 40 mm for circular cross-section :

21 o PROBLEM 3 RAMP WIDTH, HAYATABAD:

Some of the stations in Hayatabad had ramps whose widths exceed the standard width for ramps. This increase wouldn’t allow the wheelchair user to hold both the handrails for support, since they are at a distance of 5’8’’, neither can the ramps allow two wheelchairs at a time because there are no handrails in the center for support.

The best possible solution can be:

o To provide another railing on the ramp, which would facilitate both a wheelchair user and a person on foot. Thus, the ramp would be used sufficiently.

22 o PROBLEM 4 RAMP GRADIENT, HAYATABAD: Ramp gradients in Hayatabad are 1:8 which goes against the required standard for wheelchair ramps. • The standard gradient is 1:12 or 1:10.

o PROBLEM 5 OPEN RISER STAIRS:

All the stations have open risers, which are dangerous. Acoording to guidelines of universal accessability : o Open risers and transparent treads should be avoided for staircases that forms part of the main circulation.

23 o PROBLEM 6 NO SAFETY BARRIER IN UNIVERSITY ROAD STATIONS:

As per regulations of universal accessability, safety barriors should be installed under stairs and ramps. But there is no provision of safety barriors in uni road stations. The spaces underneath are left open.

o A detectable guardrail or other barrier having its leading edge at or below 580 mm from the floor level shall be provided where the headroom of an area adjoining an accessible route.

24 o PROBLEM 7 COUNTER HEIGHTS:

Counter tops with two varying heights should be provided.The lower counter (maximum 800 mm) should provide for adequate knee space for the wheelchair users, whereas inside all the stations in BRT, counter height is 3’8’’, which is greater than standard height i.e : 3’2’’ (1000mm). Information counters provide the users essential information and customer service needed. It is hence important to ensure accessibility to all users.

25 o PROBLEM 8 NO EXTERNAL FOOTPATHS IN UNIVERSITY ROAD STATIONS:

SOLUTION 1: Tread of the stairs are 7’8’’, which could have been 6’ and the remaining 1’8’’ along with the side aisle (1’6’’) would have been sufficient for designing an accessible footpath.

SOLUTION 2: In existent scenario, footpath can be constructed by taking a fraction of space from the road, but it would further have a negative impact on the traffic.

26 o PROBLEM 9 PROVISION OF KERB: Stations in Hayatabad • Well designed kerb cuts allow people to move safely and efficiently across roadways. Properly designed flared sides on a kerb cut eliminate the hazard of pedestrians stepping off of an abrupt edge. • Sloped surface of a kerb cut’s flared edge may be a hazard to a person with a balance problem who may not notice the slope on the flared edge but the smooth transitions and minimal slope are ideas for someone in a wheelchair. • Color and tactile should be provided for people visually impaired to notice the abrupt change in a surface.

27 o PROBLEM 10 PROVISION OF TACTILE

• Tactile paving (detectable warning surfaces) is a system of textured ground surface indicator found on footpaths, stairs and train station platforms to assist pedestrians who are visually impaired. • Tactile was only provided inside the station and not outside, on and off landing and also on the nosing with color contrast of partially visual impaired to notice.

o PROBLEM 11 RAMP IN UNIVERSITY ROAD STATIONS

• Ramps provided in university road go against the standard of universal

accessibility having stay areas after a length of 60 feet.

• Distance between two stay areas should be no more that 9000mm

(29.6 feet).