Traffic in big cities

[humayun "The King"]

Traffic management in any metropolitan city is an extremely complex affair. Concerted efforts can, however, help improve the situation. Policies must be formulated to tackle the core issues on sustainable grounds. An incentive-based approach needs to be devised to put together an efficient public transport system

ACCORDING to a press report, in the last two months over 500 people have lost their lives on the streets of Karachi because of traffic jams. One of the most tragic instances was the case of an ailing girl student who got stuck in a traffic jam owing to VIP movement and died on her way to hospital.

It would be fair to say that Karachi’s road corridors depict a scene of chaos, confusion, lawlessness and suffocation. With the passage of time, the overall situation seems to be getting bad and no chance of improvement is in sight. Keeping the tall claims of the ruling regime aside, commuting has become a nightmare for a sizable population in the megapolis where the basics of traffic management are difficult to be implemented. A focused review of the subject unveils many chronic issues that require careful consideration if they’re to be resolved.

Historically speaking, urban transport used to be a combination of the road-based system — that accommodated public buses and mini buses — and the railway system with a substantial contribution to passenger movement. The Karachi Development Plan (1973-85) analysed the system in detail. It might be difficult to believe now that in those days the city had a road network that was rated satisfactory for the needs and requirement of commuter and freight movement. However, understanding the possibility of future demands of expanded volumes of traffic, the plan had formulated very pertinent guidelines. The conscious restraint on the increase in private cars; the proportionate raise in the number of public buses; the efficient use of circular railways and their potential extension loops; the focused support to para transit modes such as camel carts for short haul services; the improvement in traffic management approaches; and the rationalisation of fare levels were the main objectives of this vital planning exercise. Disappointingly, little was implemented.

The next initiative, namely the Karachi Development Plan (1986-2000), identified many serious issues. The exponential rise in the number of private cars, the shrinking road space, the limited number of public buses, the diminishing contribution of the Karachi Circular Railways (KCR) in the overall transport, and chronic deficiencies in traffic management, were some of the noteworthy observations. The plan suggested specific remedies for transportation ailments. The protection and extension of major corridors for transit way development, the re-vitalization of the KCR, and the improvement of bus services on a priority basis were key recommendations. It is a sad commentary on the state of affairs that non of the two vital plans could be officially notified. While a few plan proposals, such as the Karachi Northern Bypass, were voluntarily adopted by the agencies concerned for implementation, the plans could not be enforced with comprehensive prescriptions. As a consequence, the transport system — or non-existence of it — became an issue without any sensible framework available to apply corresponding solutions to. The rising chaos exploded in the form of city-wide riots in 1985-86 when Bushra Zaidi and a few other college students were crushed to death by speeding mini-buses.

It is relevant to recall that Karachi inherited an efficient and adequate road network. In 1990, the total running length of roads was 7,400 kilometres. It rose to over 10,000 in 2001 with many additions made to the existing network. The potential of these roads is ill-utilised for many reasons. Several major roads have been infested with physical encroachments that impede the regular movement of traffic. These obstacles include moving and stationary hawkers, publicity structures/hoarding poles, auto workshops/repair yards, illegal parking, unplanned installations related to infrastructure and police posts and stations. More than three dozen police pickets/offices have been constructed on road shoulder spaces which are normally provisioned for expansion schemes or pedestrian movement. NIPA and Civic Centre traffic sections are two visible examples. During the evening and at night, many major roads are transformed into night parking yards for public buses and mini-buses. S.M. Taufiq Road, University Road, Shahrah-i-Pakistan and National Highway are a few prominent examples. Intercity buses have illegally converted many busy roads and adjacent spaces into their terminal sites. For instance, buses for Quetta regularly originate from the University Road which directly hinders the peak hour movement of normal traffic. Roads and streets around Saddar, Cantonment Station, Lea Market and Pak Colony are other locations where this activity continues unabated. A bus stand exists right next to Liaquatabad-Karimabad flyover. Few years back, two college girls and a motorcyclist lost their lives when they were hit by one of the two speeding public buses. The menace still lurks around as the descending buses try to intercept traffic movement from this stand, while negotiating the ill designed round about.

A significant reason for the problems related to traffic is the ever-increasing load of vehicles, the number of which is spiralling up in a geometrical progression. According to conservative estimates, more than 300 private new vehicles are registered in the city every day. The DIG Traffic has stated the current number of vehicles nearing 1.5 million. With ample liquidity in banks and other financial institutions, aspirants find it convenient to access the automobile market which at present offers attractive and flexible deals. The CNG and the LPG now offer economical options for operational costs. As a result, vehicle figures are multiplying on the streets.

The absence of decent public transport options and the declining levels of comfort in services are push factors contributing to the rise of motor cars. People prefer to brave the inconvenience of traffic jams and the scarcity of parking space to public transport. The near affordable options in motorcycle purchases have greatly attracted youth and upward mobile nuclear families. By any standards, the availability of public transport is incompatible to standing needs. Several studies show that the city has around 22,000 public buses and 9,800 mini buses and coaches which are grossly inadequate for a city of 15 million people. Besides, the lack of preferential bus ways and bus lanes render public transport devoid of threshold operational velocities for passenger satisfaction. Surveys have shown that those who use public transport are mostly captive passengers without any alternative available to them.

It is interesting to note that the present regime in the CDGK has focused its attention on transportation through undertakings in road repair, improvements in existing roads and up-gradation of associated infrastructure. There are dozens of projects that are launched in one go. The flyover at the University Road/Sir Shah Suleman Road intersection, the underpasses at Gharibabad, Nazimabad and Liaquatabad plus grade separated crossings at Shahrah-e-Faisal/Karsaz Road are few of the ongoing interventions. Tens of infrastructure repair and laying schemes have rendered the whole city clogged and citizens stranded. The manner in which these works are being carried out is contrary to the essentials of urban planning and execution. Normally, road/infrastructure repairs are done only when alternative routes/conduits are appropriately developed and duly communicated to the users. Besides, repair work is carried out during off-peak time and at night to minimise its impact on commuters. Utmost safety measures are taken so that the life and property of commuters are not endangered. The situation is quite the opposite in our scenario. Contractors hardly take any basic precautionary measure while carrying out construction work. They even leave deep trenches unmarked and unattended. The tragic death of two children on the Abul Hasan Isphahani Road a few months ago speaks of the callousness with which development work is undertaken.

There are countless roadside ditches that have been lying uncovered for months without any steps taken to improve safety measures. These open trenches are death traps for motorists and pedestrians alike. It is also unprofessional and technically incorrect to begin all the projects in one instance. Such works are carefully programmed and coordinated so that the problems faced by road users and citizens are minimized. The quality and capacity of contractors are also a concern. The press has reported the substandard nature of works being done at many sites. Road and infrastructural works have to be done under the design and supervision input of qualified and experienced civil, transportation and urban engineers. Some of this strength has to be created in local departments. Merely relying on consultants is not enough.

The task of enforcing traffic rules, regulations and codes is shouldered by the traffic police. This department faces serious problems some of which are historically persisting. Understaffing is a grave issue. For a city of Karachi’s size and complexity, the net working strength of traffic personnel is not more than 2,500 at any given moment. They are assigned diversified duties. Regulating traffic flow at intersections, facilitating emergency where construction/repair works are ongoing, VIP an VVIP duties, assisting traffic magistrates and similar officers, routine patrolling, manning the entry and exit points to the city, crime control, and snap checking and enforcement of ‘no-parking’ and ‘tow-away’ zones, are some of the usual tasks performed by this ill-equipped force. Whereas their slackness and corruption are criticized as a norm, their good work and initiatives are seldom appreciated.

Many traffic police staff have lost their lives while trying to intercept speeding vehicles. The recent drive to control tinted glasses and illegal number plates is a case in point. When a provincial minister was stopped by the traffic police for this irregularity, the whole drive was closed down without giving any reason. The policemen do not have the authority to check official and military vehicles during instances of traffic rule violations. With the present status of operational capacity, the traffic police can hardly perform their duties. The absence of proper communication equipments, protective gear and devices, the fast moving powerful motorcycles/cars and the traffic monitoring system (backed by electronic tracking and surveillance) are a few handicaps which need to be addressed without delay. Their salary structure, fringe benefits including housing access, health care and education for their children need to be ensured in order to get the best out of the traffic police.

Improvement in traffic cannot be achieved until integrated attempts are made, especially related to land use planning. The development plans prepared for the city in the past kept this factor in view. Due to the loosening of development control and the emergence of the developer-builder-state official nexus, the norms of land use planning have been blatantly violated. Instead of securing and safeguarding land assets, many state agencies sold them prematurely without congruent planning stipulations. This gave rise to anomalous densities and traffic volumes. Analysis in this respect has identified that the southern and central part of Karachi is the most affected one and is in need of immediate attention. The re-location of wholesale markets towards peri-urban locations; the creation of transport terminals; securing proper spaces for exclusive bus lanes and future expansion of roads; rationalizing the north-south and east-west arterial movement; balancing work journeys by rationally distributing the business, commerce and educational zones; and creating an efficient by-pass movement system for freight traffic are a few important projects that require immediate attention.

There is no denying the fact that traffic management is an extremely complex affair. However, concerted efforts can certainly help improve the situation. Policies must be formulated to tackle the core problems on sustainable grounds. An incentive-based approach needs to be devised to enact an efficient public transport system where exclusive operational preferences are assigned to it. Starting from large buses, the system may have inbuilt capacity to be upgraded to any suitable mode of mass transit. An integrated and transportation plan must be worked out aiming to disperse city functions to such new locations where concentrations of peak hour flows could be broken down. The current land use changes along the culmination points of Northern Bypass and Lyari Expressway must be controlled and utilized as per this guideline. Emergency health care and trauma centre facilities need to be decentralized, preferably away from the corridors of VIP movement. And a rational option for at-grade north-south loop parallel to the Shahrah-i-Faisal must be worked out. Outlandish projects, such as the proposed elevated carriage way along the same corridor, shall remain a dream like similar previous attempts.

(originaly posted in dawn 30 april 2006)