he Gulshan-i-Ravi-Samanabad Underpass became functional without any hiccups on August 1, when Caretaker Chief Minister Mohsin Naqvi opened it for motorists. The passage under the Orange Line train bridge on Multan Road, known as Samanabad Morr, had seen significant traffic congestion since the project was initiated by the Chaudhry Parvez Elahi government in January this year.

The bidirectional underpass — from Gulshan-i-Ravi to Samanabad — can accommodate up to 200,000 vehicles daily, according to the caretaker chief minister.

Dr Lala Rukh, an ophthalmologist who commutes from her home in Anwar Park Housing Society to her workplace in Gulberg via Multan Road, says, “Despite the hassle and endless delays, we’re happy that work on the underpass has been completed; the traffic signal is no longer an issue.”

As per the project’s feasibility report, the areas benefiting from the project include Samanabad, Gulshan-i-Ravi, Tauheed Park, Yateem Khaana and adjacent regions. The annual savings in fuel costs, vehicle operation and travel time after the completion of the project are estimated at Rs 45.34 million, Rs 68.63 million and Rs 35.80 million, respectively.

Initially, the Punjab government had sanctioned the Samanabad Morr Underpass project at a cost of Rs 1.740 billion. However, the cost rose to Rs 1.84 billion by the time it neared completion, a marginal increment for a project of such scale. It’s a 440-metre-long underpass (220 metres on either side) connecting Samanabad to Gulshan-i-Ravi. It boasts a width of 12.3 metres and has a height of 5.1 metres which can accommodate large vehicles.

Besides, the project incorporated four service lanes of 6.6 metres width (two metres on each side) along the underpass. At the time of inauguration, the former minister and local representative, Aslam Iqbal, appreciated its execution, stating that Samanabad Morr’s proximity to Multan Road, Mozang, Islamia Park, Ichhra and Allama Iqbal Town had led to substantial traffic influx. Initially, a flyover was proposed for Samanabad Chowk, but the proposal was dropped because of the Orange Line Metro Train.

Praised by Commissioner Muhammad Ali Randhawa as an engineering marvel, the Gulshan-i-Ravi-Samanabad Underpass stands out for its unique approach to preserving greenery. A notable alteration in the project’s original design resulted in the preservation of around 78 trees, a fact Randhawa proudly highlights.

The areas benefiting from the project include Samanabad, Gulshan-i-Ravi, Tauheed Park, Yateem Khana and adjacent regions. The annual savings in fuel costs, vehicle operation, and travel time after the completion of the project are estimated at Rs 45.34 million, Rs 68.63 million and Rs 35.80 million, respectively.

The commissioner says that the project’s “intricate and challenging nature” set it apart. In fact, it presented unprecedented difficulties to the authorities overseeing the project. The challenges included extensive undertakings, notably the relocation of vital infrastructure networks. These networks included a substantial 550-metre-long trunk sewer, alongside an 800-metre-long water supply network with diameters of 18 inches, 12 inches and 6 inches. The intricate natural gas network and pipelines, varying between diameters of 12 inches, 4 inches and 2 inches, were also part of the complex endeavour. Furthermore, a 900-metre-long Lesco network, comprising poles, cables, transformers and related components, is integral to the project’s success.

The consultant’s report on the project elaborates that in order to ensure the uninterrupted flow of traffic along Multan Road — spanning densely populated areas — work was meticulously executed in phases. This strategic approach allowed for the completion of work on one side at a time, effectively maintaining a continuous and smooth traffic flow throughout the project’s duration.

The deadline set initially by Chaudhry Parvez Elahi for the project’s completion was April 30. However, the goal proved overly ambitious. The LDA official claims that the likelihood of missing this deadline due to the project’s complexity was conveyed to the authorities. Subsequent challenges, including adverse weather conditions and the repositioning of significant sewer lines and other utilities, too, contributed to the delay.

According to the official, September 30 was a more realistic timeline. However, the dynamics of mega projects often clash with political considerations, resulting in a change in deadlines. As April 30 drew close, the deadline was reset for May 15, later May 30 and eventually June 15.

ocal shopkeepers on Samanabad Morr express dissatisfaction with the way the project has shaped up. One shopkeeper, named Ishtiaq, says that the underpass could have accommodate more vehicles if only it had been constructed along the Multan Road. But the influence of the powerful trade union on Multan Road steered the project towards the underpass from Gulshan Ravi to Samanabad.

The shopkeeper claims that the design choice compelled the government to allocate additional funds for the relocation of water supply and an uninterrupted flow of sewage to densely populated zones such as Samanabad, Gulshan Ravi and Multan Road. Even during the repositioning of trunk sewers, funds were directed towards special pumping arrangements.

The writer is a media veteran interested in politics, consumer rights and entrepreneurship