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1.
SOME PRINCIPLES 1.1
Foreign Loans It
is the women of Pakistan who pay back the large foreign loans that we have
taken for development. They pay these loans back from their unpaid labour
and by denying themselves and their children basic necessities of life
such as food, education, health and entertainment facilities. They are the
main sufferers when their men commit suicide due to unemployment and
poverty or when they become bonded labour to survive. Therefore, whatever
national transport policy is framed, it should make use of local resources
and not burden us with more loans and hence more misery. It is for this
reason that the Aurat Foundation does not understand the involvement of
the World Bank in promoting the National Transport Policy. 1.2
Building on
What We Have There
is already a large transport sector in Pakistan and there is considerable
infrastructure in the form of railways and roads. Also, there is manpower
that invests in, runs, operates and maintains this sector. There is a need
to build on what exists. However, to do this we need an understanding of
existing assets, potentials, and constraints of the transport sector. Without
an understanding and documentation of existing assets (such as the
Mughalpura Railway Workshop), potentials and constraints, no appropriate
loan free policy is possible. During our deliberations, this aspect has
not been touched upon adequately. How do we support, regulate, enhance the
quality and build on our existing resources? This should be the approach
and this is the only way to save Pakistan from more failed grandiose
projects that litter our country and for which it is we, and not their
initiators and designers, are paying the price. 1.3
Energy Savings and the Environment Whatever
policy we adopt, it should result in lowering our energy bill. This points
to the development of railways, electrically operated trolley buses and
use of CNG as fuel. This will also improve our polluted environmental
conditions, which are affecting the health of our people. 1.4
Planning for Pedestrians Most
Pakistanis walk with in their neighbourhoods to get transport to their
places of work and back. What ever policy is developed, it should be
pedestrian friendly and should make it a pleasure for people to walk. At
present women, children, and old people are the main victims of the
anti-pedestrian, anti-street environment that our transport network and
planners have created. 1.5
Transport and Traffic Plans Transport
and traffic are closely related to each other and to larger issues of
land-use. Pakistan’s inner cities are congested and anarchic simply
because city plans have failed to develop transport terminals,
warehousing, wholesale markets in new and more accessible locations. The
transport policy has to link itself up with city and town planning issues
otherwise it will simply fail to address the existing conditions. 1.6
Mobilisation of Knowledge There
is a lot of know-how regarding the transport sector and a number of
studies have been carried out based on alternative community friendly
approaches. Since grand projects have failed, not only in the transport
sector but in other sectors as well, it is necessary to mobilise this
alternative knowledge. The transport policy should not be a purely
engineering exercise but should be subservient to existing economic,
cultural and sociological conditions. 1.7
The Development of a Commuter Friendly Transport Culture The
development of a commuter friendly transport culture simply means that the
various actors in the transport trade should understand each other’s
requirements, have respect for each other, and create conditions of
comfort both physical and social. This can be achieved by
institutionalising a space for dialogue and exchange of ideas between the
various actors, and by developing the means to implement their solutions.
The media and relevant academic institutions can play an important role in
this. The development of such a culture will help women, children and old
people immensely and will increase their mobility and economic and
cultural well-being. 2.
2. PRACTICAL
STEPS TO ACHIEVE THE ABOVE 2.1
Design of Buses The
bodies of the mini-buses are made in Pakistan. Technical know-how should
be applied to improve the design of these buses so as to make them larger,
cheaper, more comfortable to sit and stand in and more comfortable to
enter and exit. In a phased manner, they should all be converted to CNG so
as to minimise environmental pollution. What this entails should be
studied. 2.2
Promotion of Railways The
railway system in Pakistan should be enhanced and expanded. Road linkages
to it should be created with the necessary passenger and cargo transfer
stations and facilities. This will lower energy and transport costs and
decongest roads. Pakistan’s main cities have railways passing through
them, and in the case of Karachi there is a circular railway. These should
be expanded into the suburbs and developed as alternatives to road
vehicles. For this it is important that railway land should not be
privatised or used for other purposes as was done for the Prime
Minister’s housing scheme in 1999. In Karachi’s case, the railway can
easily be rehabilitated and extended into Baldia, Orangi, New Karachi and
the Landhi-Korangi residential colonies. A tramway can link up the central
business district railway stations to Saddar. This alternative is far more
feasible and effective than the US$ 668 million 13 kilometer Corridor One
of the 2.3
Segregation of Through and Local Traffic City
plans should prepare details for the segregation of through and local
traffic in cities. This means the development of by-passes at the city
level and the shifting of wholesaling, cargo handling, warehousing and
industrial activities on to them. It also means creating through-traffic
free neighbourhoods and pedestrian areas. This effort will have to
determine, through investment in infrastructure, the growth corridors of
the city and its future land-use. 2.4 Segregated
Bus Lanes Karachi,
Lahore and Rawalpindi (perhaps also other cities) have exceptionally wide
roads. Segregated bus lanes and bus stops can be created in the centre of
these roads as opposed to their sides. This has been done effectively in
many cities making transport faster and more comfortable. Cross roads can
be managed in a manner that there are no interchange points for one
kilometer at a stretch. 2.5
Bus Terminals, Depots and Workshops Bus
terminals, depots and workshops do not exist in Pakistani cities. These
activities, along with the toilets, resting and eating facilities for the
operators, are carried out on the city roads creating discomfort, delays
in travel time and confusion for commuters; social and economic problems
for the residents of the area; and extra expense and discomfort for the
transporters. The building of such facilities is important and it should
be done in such a way that hawkers can be accommodated as well. The design
of these facilities should be compatible with our sociology and economics
and not derived from First World standards. 2.6
Operation, Maintenance and Financial Issues The
transport mess in Pakistan is more the result of mismanagement,
corruption, lack of interest, and absence of coordination between various
agencies rather than a lack of resources. How this can be addressed is the
most important of all issues and a pre-requisite to any physical and or
financial planning and investment exercise. 3.
AURAT FOUNDATION’S ROLE The
above paragraphs explain the position of the Aurat Foundation on the
Transport Policy issue. The principles and details are clearly stated. The
Aurat Foundation will monitor the development of the Transport Policy and
will keep in touch with the Transport Group on this issue. It will take
the policy to its constituency through its various networks at municipal
and district levels all over Pakistan e.g. Citizens Action Committees,
Legislative Watch Group, allied NGO networks, Information Network Centres,
provincial coalitions of women in political parties, civil society
organisations and media persons. Aurat Foundation strongly feels that the
principles it has set out above are important because structural
readjustment, world trade tariffs and the repercussions of the development
of a global economy are increasing poverty of which Pakistani women and
children are the prime victims. This poverty is brutalizing our society,
breaking homes and an effective Transport Policy and its implementation
can help in overcoming some of these problems. Copy
for information to: 1. All
members of Urban Transport Group |
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