Karachiites are
fully justified in their complaint that no tier of government – federal,
provincial or local – has been effective enough to address their most essential
problems. Among the common sectors of performance, transport is foremost.
Clogged streets, waiting droves of people at bus stops, motorbikes with more
than three riders, overloaded buses and mini-buses are a common sight. But
visitors to Karachi can also find the choicest of private cars, imported from
all across the globe, on the streets. Experiencing Karachi through the main
city thoroughfares is revealing in more ways than one.
The more
articulate looking yuppies tend to drive fast, though occasionally making use
of indicators and other control systems. The neo-urban driver breed, captives of the begum
sahibs, is the most ruthless of all. With their crude driving
skills that are barely enough to shackle the monster, they can be observed
turning, screeching and honking crazily along the busy streets of Karachi. The
mighty feudals can be routinely spotted behind the tinted glasses of high-speed
cruisers, at times with a mini motorcade of their own. Bureaucrats and senior
police officers have the same profile as their landlord cronies, while moving
on the roads.
Pedestrians,
cyclists and motorcyclists can be found running for their lives, whenever
confronted by these haughty folks. Ordinary people can also be seen, huddled in
rickshaws that weave in and out of traffic on major streets. These vehicles
serve as public transport, alongside a few rickety and overcrowded buses/mini
buses. The bus rapid transit (BRT), much trumpeted by different government
functionaries, remains an elusive dream.
In contrast,
ordinary citizens generate more than 20 million work trips that need to be
serviced through public transport. Independent experts are of the view that
even if half of this amount had been spent on acquiring ordinary buses, the
citizens may have received significant relief in their daily commute. The BRT,
if and when completed, will only account for nine percent of the total work
trips. It is estimated to cost over Rs. 169 billion!
Unfortunately our political-decision-makers are entirely captive
in the hands of influential consultants and investors in the domain of public
transport.
In their usual
functioning, political functionaries respond to the marketing gimmicks of the
investors instead of paying attention to the actual needs of the people of
Karachi.
For instance,
the short-sighted yellow cab scheme, which was begun in the 1990s, had a
terrible consequence on the overall economy of the country, including Karachi.
A sizable chunk of the banking capital was diverted towards costly purchases –
including the import of motor cars. Taxis constitute a para transit mode which
have a limited impact on the overall commuting needs. Thus the scheme was not
able to generate any worthwhile and sustainable outcome on the movement of
ordinary people. The rising number of motor-bikes and cars is soon going to
choke the already run-down roads and streets of Karachi. No assistance is
extended to the common bus-operators who desperately need credit assistance and
designated terminal spaces to park and service their vehicles.
Public
transport cannot be facilitated without strong and well-managed institutions.
Karachi has memories of some of these service-provision companies or
corporations that ran well for some time but eventually fell apart due to
various reasons. The Karachi Transport Corporation, the Sindh Road Transport
Corporation and the Karachi Public Transport Society are some examples. These
entities ran buses for many years but eventually fell apart due to bad
governance and inappropriate management controls. Poor maintenance of bus
fleets, limited incentives to the staff, and internal corruption and
mismanagement did not allow these institutions to survive.
It must be
remembered that the public transport is a service that cannot ensure profits.
However, if managed efficiently and cautiously, it has the possibility of
survival and generating operating revenue. The need of the hour is to build the
capacity of existing bus and mini-bus service providers through financial
assistance, capacity-building in technical and managerial aspects, instituting
a working subsidy and extending corresponding advantages such as the allocation
of proper terminal spaces in the public domain.
If managed
properly, a good bus fleet is the answer to Karachi’s transport problems. This
is not only an economical option, as compared to the expensive projects
currently being contemplated, but it is also capable of bridging the social
divide. If decent and efficient public buses were available, many car-users
would use them due to their cumulative benefits. Besides, the Karachi Circular
Railways (KCR) must be re-visited for a cost effective and efficient revival.
Many regimes, including the present one, have made tall promises around KCR but
with little success.
Karachi has
developed in a manner that the high income groups live close to the city centre
or major work locations. Lower income groups are left with limited options and
thus reside far away from their workplaces. A sizable part of their meagre
incomes is spent on bus / minibus fares. A peon living in Orangi spends half of
his salary on transport simply to maintain his job. Contrarily, a CEO of a
multinational, who resides in Defence Society and goes to work in Clifton,
spends a fraction of his income on transport.
Such anomalies
merit review on an urgent basis. Intelligently worked out financial management
solutions can be of relevance.
Specialised outlets of fuel for filling public vehicles, fare
rate adjustments, motor vehicle tax exemptions for public transport vehicles
and loans with cheaper financial costs to transporters are some options.
Besides, the government must consider raising the level of motor vehicle tax
for private cars so that the rich may balance the cost of their luxury with the
poor.
Transport and
land use are integral variables. If the Karachi administration intends to
maintain an equilibrium between these two essentials, some critical adjustments
must be pursued. Land-use decisions, especially with reference to
changes, must be made after a detailed transportation analysis. The ‘through’
or fast moving traffic should be allowed to continue unaltered. Public
transport should be assigned priority of movement and parking in all the
residential and commercial areas. Speed limits and road section alignments
should be worked out in such a way that public transport moves without
hindrance and interference.
In many cities
around the world, the creation of exclusive bus lanes has proved to be useful.
Choice and design of public transport vehicles, signalisation and
synchronisation of vehicle movement and alignment of routes are a few important
matters that need to be intelligently handled.
Karachi
attracts hundreds of thousands of single males who become part of its informal
work force. Many of them work in the transport sector. Thus public transport,
like all other types of transport, is driven by illiterate and semi-trained
drivers. Many of them only understand the basics of vehicle operation without
even any rudimentary understanding of the traffic system and signals. It is
ironic to note that such a vital service of our urban performance is handled in
such a medieval fashion.
Driving
attitudes have a major impact on the efficiency of transport systems. Many
problems related to traffic jams, congested road space, noise pollution due to
pressure horns/tape recording and accidents can be curtailed by proper driver
education. Technology can be employed for traffic monitoring. Tracking devices
and street cameras can be used to document traffic offences, especially those
committed by drivers of public transport vehicles, as well as private vehicles
that operate on the wrong side of the street. In addition, the value
of non-motorised transport such as bicycles is very important. For short and
medium-range trips, bicycles can become a cheap and effective mode. Many
forward-looking cities such as Geneva in Switzerland and Bogotá in Colombia
have applied them. There is no reason why these people/ environment-friendly
solutions cannot be applied in Karachi.
Karachi can
resolve the issues of commuting through very simple and time-tested solutions.
These solutions have been applied in various parts of the developed and
developing world and found to be effective. Scores of research studies and
documentation are available in universities and institutes of repute that
establish the validity and significance of people-friendly solutions in respect
of the transport sector. If the present regime is really interested to address
the plight of common people, then low profile and cost-effective solutions must
be given priority in implementation. It shall help ease out some of the burden
that the masses have to shoulder in a bid to lead a decent life.
Publish In News Line Magazine 16 September 2019
Publish In News Line Magazine 16 September 2019