Recently, the Minister for Transport addressed a gathering of experts, urging immediate action to combat the escalating traffic congestion in urban areas, particularly in major cities such as Dar es Salaam.
One of the proposed solutions includes the adaptation of the under-construction Bus Rapid Transit (BRT) infrastructure to accommodate private vehicles for a fee. The Minister argued that this initiative could serve a dual purpose: alleviating congestion on main roads while simultaneously generating government revenue.
The Minister emphasized that it is illogical for BRT lanes to remain underutilized during peak times when nearby streets are gridlocked with traffic. His suggestions aim to provoke thought among stakeholders invested in urban transport and the principles of BRT.
Historically, the world’s first BRT system was established in Runcorn, England. Conceived in 1966, it began operations in 1971 and saw full operational capacity by 1980. The second BRT system emerged in Curitiba, Brazil, in 1974, paving the way for numerous cities to adopt similar systems, tailored to accommodate local needs.
For a transit system to qualify as a “true” BRT, five key characteristics are crucial: exclusive bus-only lanes, bus alignment separate from curbside traffic, off-board fare collection, prohibition of traffic turns across bus lanes at intersections, and platform-level boarding. These features enhance the speed, reliability, and convenience of travel on BRT, thus attracting private vehicle owners and reducing road congestion and pollution.
The use of electric buses aligns with environmental goals by minimizing emissions, which contributes to efforts against global warming. BRT systems aim to provide faster, reliable, and cost-effective public transit while ensuring accessibility for all demographics, including individuals with disabilities, children, and the elderly.
Moreover, BRT infrastructure encompasses more than just roadways; it includes bus stations and environmentally friendly features such as greenery, fostering a safe environment for passengers.
Currently, the BRT system in Dar es Salaam is underutilized, with limited bus availability and long wait times. A fully operational BRT would feature frequent service, preventing the perception of excess capacity during peak hours. Increasing bus frequency during these times is vital, to fully utilize the dedicated bus lanes.
Allowing private vehicles on BRT corridors raises concerns that these lanes would quickly become congested, undermining the intended purpose of encouraging public transport use. Instead, implementing fees on private vehicles during peak hours could promote public transit usage, simultaneously generating revenue for improving the city’s infrastructure.
Traffic congestion is a complex challenge that requires more than quick fixes. Historical attempts at addressing it have led to chaos, underscoring the need for thoughtful, effective strategies.
Observing successful BRT models from cities like Curitiba and Bogota may provide valuable insights, guiding local experts to refrain from repurposing BRT lanes for private vehicle use.
