The Planning Commission has given approval to a Rs 5 billion phased, public-private partnership mass transit system for Karachi under PSDP, which will be extended later to other major cities of the country, including Lahore, Rawalpindi, Islamabad etc to provide an efficient, environment-friendly transport network to commuters.
According to a Recorder Report, the project will cover all Karachi routes, including urban intra-city bus routes authorised under DRTA route permits. The bus reform programme envisages phased induction of 8,000 CNG buses at a cost of Rs 5 billion, that will be environment-friendly. An amount of Rs 500 million has been set aside in 2006-07 PSDP to cover the interest on the buses, to be inducted on lease from financial institutions.
This will serve as a potent incentive to the investors. According to the Sindh government, the programme aims at striking a balance between the provision of a fast, reliable and comfortable bus service and its affordability for the common citizen. The programme has been so conceived as to stimulate private sector's interest in public transport sector not only of Karachi but also of the country at large.
It is aimed at ensuring greater participation of the private sector that can facilitate fast-track economic growth in the country. Unfortunately, Pakistan presents a classic example of a country where the existing level of infrastructure does not match with the projected rates of economic growth. Further, the quality of public transport is also linked to general public health, for which an environment free from air and noise pollution is absolutely essential.
A related problem is the unscientific and haphazard growth of transport routes in Karachi. A study has identified as many as 207 criss-crossing routes used by minibuses, coaches and large buses that have turned Karachi into a huge traffic jungle, and generated numerous problems for the commuters.
The situation is so grim that simply rearranging the existing routes will not do; rather the whole network will have to be reconceived and redesigned to meet the challenges that lies ahead.
While the mega package approved by the Planning Commission is a step in the right direction to restructure and streamline Karachi's chaotic transport sector, it seems that the problem has stemmed essentially from the failure of successive provincial and city governments to press into service a multiplicity of transport modes, as has been done by other metropolitan cities in the region. Unlike other mega-cities, Karachi has only one mode of public transport system that is road-based.
According to available data, Karachi's transport network covers over 750 kilometers of traffic arteries. However, with 12,500 buses, minibuses and coaches plying each day on about 207 classified routes in the city, aside from 2,750 contract carriers, 34,000 rickshaws, 12,000 taxis, and 18,000 yellow cabs the situation is bound to get out of control.
Almost all major cities of Asia and Europe are served with rail-based mass transit systems. Big buses, light rail transit (LRT), monorail, metros, etc are the systems available to cater for the needs of mass transit.
And according to available information, trams, LRTs and metros are operating in 39 Asian cities. As compared to Karachi, which has a population of 14 million, Kuala Lumpur with only 1.4 million population has four types of rail-based transportation system.
Incidentally, the first Master Plan for Karachi in 1952 had suggested a proper circular railway and mass transit system. The proposal was repeated in the second Master Plan in 1974, which suggested its upgradation to light rail and metro.
However, the proposals have remained unimplemented so far. Analysts believe that the government should utilise the two major assets that Karachi possesses: one, the circular railway and the mainline to Pipri, and two, very wide roads.
The high growth of private vehicles has meanwhile become a major issue. Of the 1.3 million plus vehicles registered in Karachi, 43 percent are cars - and about 86 percent of road space is taken over by only two modes, ie cars and motorbikes. Adding more vehicles to the existing fleet will only further worsen things.
Secondly, the rising levels of chemicals in the air such as nitric oxide and carbon monoxide are adding to Karachi's pollution. According to a study, the major cause of air pollution in Karachi is the smoky vehicles. The total emission from gasoline, diesel, LPG and CNG during 2000-2001 was 2,503,791 tons a year.
With the rise in the number of vehicles to 1.4 million 2005, the emission also rose to 4,741,350 tons.
The problem with us has been that in almost all the development projects we have taken up we have had to execute them according to the "conditionalities" prescribed by the donors.
And their "advice" may not have been strictly in keeping with the ground realities in Pakistan or our needs. While the mega project for the phased restructuring and upgradation of transport system is a move in the right direction, there is a need also to learn from the transport systems of other mega-cities in the region.
Secondly, there should be no delay in the execution of this useful programme. Delayed execution has scuttled many a project in the past because of increased cost. This project should be executed strictly within the time scale set for it.