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6.5 Depot Facility Karachi Transportation Improvement Project Final Report 6.5 Depot Facility According to the operation program of both corridors, there are three locations for depot facility identified by the government, and another section of this report should be more definitive about the information to refer. The same section describes the depot facility from the operation point of view so that this section particularly discusses more in architectural definition and program of depot facilities. 6.5.1 Size Depot facility layout and size of the space are both calculated and designed on the basis of operation program and the number of vehicles. The size of depot land should accommodate efficiently and sufficiently for both maintenance as well as operation facilities required and a large number of vehicles which should be over two hundred in quantity for each corridor. According to the projected quantity of vehicles for each corridor, ideal area size for one depot should be approximately 10 acre (4 hector). The area, however, may be reduced in smaller size if careful layout study and design are achieved in the definitive design stage. Where the depot land is smaller and split into several locations, the package of the facility and parking space shall be carefully analyzed in order to best design the function with operation program. For example, a main overnight parking space, if split, needs to be arranged with a drivers’ accommodation, a mosque, security watch blocks and operators’ secondary office blocks. 6.5.2 Facilities Service facility should include major maintenance and minor maintenance workshops, fuel supply station, vehicle washing yard, tire stores and maintenance storages. Operation should require a depot administration office, operator’s offices and a short term accommodation facility for drivers and mechanics including restrooms, canteen and short term bedding space because of projected operation hours. Source: Illustrated by JICA Study Team Figure 6-5-1 Vehicle Maintenance and Workshop Sewer system and drainage facility shall be prepared. Connection to public sewer system may be designed if there is nearby system existing to discharge waste water excluding oil mixed waste water from vehicle washing and workshops. Percolation pit may be considered for waste water discharge from the site into the earth if there is no public sewer system to connect. For toilet facility, a septic tank package installation may be considered from sanitary control point of view. In order to collect washing water for possible reuse or recycle, soiled washing water collection pit should be Page 6-37 Karachi Transportation Improvement Project Final Report prepared near vehicle washing facilities. Such system shall also include oil separation or collection system at depot site in order to ensure controlling oil mixed water under the environmental quality and impact management. Administrative and operator offices may be air conditioned by split type equipment based on the operation requirement so that calculated power supply is necessary. Source: Illustrated by JICA Study Team Figure 6-5-2 Administrative Office, Operator’s Office and Store Block In addition to these, there should be a pray hall (mosque) and a security office as well as watch towers for security control required. Typical depot facility block program and finish schedule are attached as appendix for reference. The final facility requirement shall be studied and finalized in connection with the government decision and consent. Source: Illustrated by JICA Study Team Figure 6-5-3 Pray Hall (Mosque), Toilet Facility and Security Block A Prayer Room (mosque) shall be provided in order to fulfill cultural requirement in this country, and the facility may be located nearby administrative zone and particularly driver/mechanic accommodation building. This is, however, not considering highly decorated or landmark type aesthetic approach for design, rather simple and minimum spatial program. Driver/mechanic accommodation facility is to take care of not only drivers but also maintenance personnel who may need to stay overnight because of the operational needs and high level schedule management. A canteen for their daily food preparation, toilet, and minimum bathing facility may also be prepared. Because of overnight shift, there should be a need of bedding facility in a certain number of person even including operator if necessary. Page 6-38 Karachi Transportation Improvement Project Final Report Source: Illustrated by JICA Study Team Figure 6-5-4 Worker’s Resting/Bedding & Canteen Block and Security Office Block Many drivers, maintenance crews and operators may be commuting to the facility by their own motorcycles or bicycle, and some may drive cars to the depot. The facility may expect visitors and guests for any occasion. Thus, minimum yet sufficient parking spaces for these vehicles and bicycles shall be arranged within or adjacent location of the depot land for convenient and effective operation program. 6.5.3 Layout of Facility The depot land will be divided into three major zones: vehicle parking area, maintenance area and administrative area. Parking section should be further subdivided into overnight parking, short term parking and long term parking for broken vehicles. Maintenance section should be arranged with vehicle check zone, fuel station, washing yard (maybe with automated washing machine), major and minor maintenance workshops and storage section. Administrative section should contain a depot administrative office, operator offices, storages, a toilet facility, a driver/mechanic accommodation facility including canteen, a Prayer hall and a security office and watch towers. Page 6-39 Karachi Transportation Improvement Project Final Report Source: Illustrated by JICA Study Team Figure 6-5-5 Depot General Building Layout Vehicle entry and exit should be effectively segregated with independent security control, and exit way from the main parking space should be close and possibly direct. Vehicle driving pattern and procession shall be well planned based on the operation program so that the smooth flow of vehicles can be achieved without disturbance to maintenance activities. Each entry and exit of depot compound should be gated with the security office or watch tower, and security guards should periodically check around the facilities as well as depot perimeter to maximize security of the depot. Page 6-40 Karachi Transportation Improvement Project Final Report 6.6 Intermodal Transfer Facility 6.6.1 Bus Stop for Feeder/Existing Bus The proposed BRT system is characterized as “Trunk and Feeder” system. The BRT buses run along major arterial roads only providing high frequency, high speed, and high capacity transport system, while the feeder services collect passengers from various areas in Karachi. Passengers need to transfer between feeder buses and the BRT buses at BRT stations. For convenient transfer between the two modes, bus bays of feeder buses should be properly constructed adjacent to the BRT stations. (1) Selection of Bus Bays Locations Intermodal facilities between BRT and feeder services should be located near intersections where feeder bus routes are crossing. Existing bus routes were considered as proper routes of the feeder services. Figure 6-6-1 shows candidate locations of the intermodal facilities together with existing bus network. Source: Illustrated by JICA Study Team Figure 6-6-1 Existing Feeder Bus Stop The bus bays should be located out of mixed traffic lanes so that boarding and alighting of feeder buses does not affect the traffic of other vehicles. A bus bay area needs stopping area, tapers (entrance and exit), and deceleration and acceleration lanes, and a shelter (or benches). Figure 6-6-2 shows the layout plan of the bus bays. Locations of the bus bays were selected from the candidate locations in Figure 6-6-1 by assessing whether the location has enough space for the development of a bus bay using the topographic survey data. Page 6-41 Karachi Transportation Improvement Project Final Report Source: Illustrated by JICA Study Team Figure 6-6-2 Layout Plan of Bus Bay Table 6-6-1 shows the selected locations of the bus bays. Table 6-6-1 Proposed Location of Bus Bay Km Station No. Installation Location Green Line 6+000 G-04 Separation Band Traffic Island 6+450 G-05 Separation Band Side Walk 7+590 G-06 Separation Band Side Walk 9+660 G-09 Traffic Island 12+880 G-13 Traffic Island 15+200 G-16 Separating Band 18+850 G-21 Existing Bus Terminal 20+250 G-22 Separating Band Red Line 2+340 P-3a Open Space 2+200 R-04 Sidewalk 4+400 R-06 Sidewalk 7+720 G-06 Traffic Island 7+840 Sidewalk 9+100 R-09 Sidewalk Open Space 14+150 R-15 Open Space +150 20+300 R-17a Proposed Depot Area Source: JICA Study Team (2) Concept Plan for Feeder/Existing Bus Station According to the infrastructure design in this study, the BRT station is located on the center of the street. The passengers will access from BRT station to the feeder/existing bus station with pedestrian deck. The bus stop will be located near the entrance of the pedestrian deck extended from BRT station to side strip. The design of cross section and bus stop for feeder/existing bus is described as bellow. Page 6-42 Karachi Transportation Improvement Project Final Report Cross Section Feeder Bus Stop Design Source: Illustrated by JICA Study Team Figure 6-6-3 Concept plan for Feeder/Existing Bus Station 6.6.2 Transfers between BRT and KCR There are two transfer points between KCR and BRT as: Gulushan-e-Iqbal Flyover Area, and North Nazimabad Flyover Area (1) Gulushan-e-Iqbal Flyover Area The area around Gulushan-e-Iqbal Flyover and NIPA intersection will be a major transfer point when KCR and BRT are developed. NIPA intersection is a very busy transfer point of existing buses along Universtity Road and Rashid Minhas Road.
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