PESHAWAR BUS RAPID TRANSIT (BRT); POLICY, PERFORMANCE, AND IMPACT ASSESSMENT

Abstract

In contrast to the developed countries, urban transport in Pakistan was not planned and the functions of the public transport are disintegrated, and the constitute an extra burden that can easily lead to traffic congestion especially along roadsides contributing to a serious air pollution. However, there was then the Peshawar Bus Rapid Transit (BRT) or rather the Zu Peshawar as the locals refer to it was introduced with a lot of hope: It was going to be revolutionary in the sense that it will not only change the way people move about in KP, but also urban transportation in general. The system was introduced with the help of ADB in August of 2020 and includes nearly 27 km of exclusive corridor where the 30 stations are placed, and an integrated feeder network to make the system more accessible, affordable, and sustainable. The BRT was created not only as a means of transport solution, but also as a tool of revitalizing gender equity and sustainable urban development. The paper measures the Peshawar BRT on performance and challenges on various grounds as policy back-ground, operational efficiency, financial practicability, inclusiveness/ safety/ environmental goals. It is the second research method and is based on the secondary ADB project documents, the articles of think-tanks, academic papers and trustworthy press. It further states that the high ridership of Zu Peshawar, implies that there is a latent demand that is being unmet by informal (or un-institutionalized) modes, and the ways in which institutionalized service provision can exploit the mobility practices of low-income urban settings. The social element of the system design such as cars exclusive to women, quotas in women workers and universal access ramps has gone a long way in improving a feeling of safety and accessibility among women, seniors and disabled individuals also. But it has also faced significant problems even as it managed to be successful. During the weeks following the installation of that new system, there was a series of fires due to the technical gremlins in the bus equipment; intermittent stoppage of service was experienced followed by further inquiries about procurement practices and safety measures. Financially, the system is still highly reliant on government funds, as Trans-Peshawar has PKR 3.3bn gap in FY22-23 and medium-long-term fiscal sustainability issues. Moreover, even though the fleet of hybrid-electric buses can be perceived as a move in the right direction towards the cleaner mobility, in case Kenya plans to go fully electrified by 2030 becomes a reality, a lot of resources must be directed at the grid management and charging infrastructure with the assistance of the climate finance partners. To sum up, the study results indicate that Zu Peshawar is a landmark in the history of urban transport of Pakistan and proved the idea that people tend to demand safe, secure, and inclusive transport. Its future however depends on the efficiencies of its operations, various sources of revenue and enhanced safety measures not to mention the actual realization of the environmental promises. The paper has also suggested policy recommendations to stabilize the finance, encourage first/last-mile connectivity through cycling and pedestrian network, and upscale electrification initiatives. In case they are stepping stones, the Peshawar BRT can become a model that other South Asian cities can imitate to stem out of the same mobility crisis.