This development, therefore, brings under sharper focus two key features that reinforce one's argument that not only is Karachi different from the rest of the country because of its strategic location, geography, size, cultural, religious and ethnic diversity, it is also distinct insofar as its role in the country's economy is concerned. Hence the need for greater attention to its industrial peace as no national economic objective can be achieved in the absence of a meaningful contribution by thousands of small and big industrial units that dot this city's landscape.
Secondly, public transport constitutes a vital organ in the body of any mega city. Unfortunately, however, Karachi remains devoid of any mass transport system to ferry millions of commuters in an orderly and efficient manner. Its near absence in the former and first capital of the country has led to an abnormal increase in the number of motorbikes, cars and CNG-run rickshaws over a period of time that are hardly any substitute to shared-transport service which is available for use by the general public as distinct from modes such as taxicab, carpooling, etc. Our successive governments' failure on this score has led to creating chaotic scenes that are characterized by traffic gridlocks in every narrow or wide street of this city. Traffic jams are often very acute, making the movement of even pedestrians impossible. Our policymakers, therefore, are required to pay full attention to the fact that there are at least three broad dimensions of public transit or transport without which no successful planning or execution can take place. These are competition and regulation; investment, financing, fares and subsidies; and the operation and use of infrastructure, design, inspection and control. The Sindh government appears to have articulated a workable strategy as far as investment/financial aspects of the bus fleet project are concerned. Last but not least, the federal government-Punjab government subsidized metro bus service covering key business/work points of Islamabad and Rawalpindi appears to be working well. It perhaps owes its success to the fact that both Centre and province are simultaneously ruled by the same party-Pakistan Muslim League (Nawaz). Karachi's under-construction metro will also warrant a similar Centre-province approach to its successful operation with a view to providing similar fare relief to commuters regardless of who rules the Centre and who represents Sindh before and after the 2018 general elections.
Copyright Business Recorder, 2017