***In China, cycle was once the preferred mode of transportation. Now the Chinese Authority is prohibiting cycles from major subways. It is true that rickshaw cannot be abolished at a glance in Dhaka. As a quick step, a separate lane should be provided for rickshaws so that they do not overlap with motorised vehicles. Although this has been attempted without much improvement to the situation, lack of enforcement of the rules played a key role in the failure of the separate lane.***

INDIAN economist Kaushik Basu made an interesting observation that people In wealthier countries walk at a faster pace. Those of us who have watched western movies or have had the experience of visiting any western country may agree with Basu's assertion. In contrast, people in poorer countries walk at a relatively slower pace. This apparent contrast in the gaits between the rich and poor countries can be attributed to opportunity cost denoting the cost of forgone activity. For example. the opportunity cost of going to class early in the morning Is sleeping.

People in rich countries walk faster because they place a relatively higher value on their time. The opportunity cost of walking slow is higher in rich countries. Poorer countries like Bangladesh, however, have the opposite scenario. Thousands of people walking everyday in Dhaka can be seen maintaining a pace that is relatively slower than that of their counterparts In wealthier countries. Strange as though the slow-walking approach of the denizens of Dhaka is one of the contributors of capital menace traffic congestion! In this article we will discuss traffic congestion as a cause of coordination failure and how the slow-walking phenomenon and other trans-

portation related problems are contributing to the congestion.

In Bangladesh most people choose to walk on the road rather than use the footpaths. This is because many of the footpaths are monopolized by small traders and street hawkers while other footpaths are rendered inaccessible as a result of garbage and odour. Not surprisingly, in areas where footpaths are not under such grievous assault, traffic congestion is relatively less. One statistic shows that, for every 100 people. 61 use foot as a primary mode of their transportation followed by 18 by rickshaw. 13 by buses, three by private cars, three by auto-tempo. and two by motorcycles. The high proportion of foot as a mode of primary transportation coupled with the relatively slower pace of walking results in the interruption of the normal flow of traffic on roads.

The traffic congestion is. of course, exacerbated by drivers who park their vehicles (both manual and motorised) haphazardly on the roads and who show disregard for traffic rules. This culture of congestion can be attributed to the low opportunity cost of having regard for others in traffic situations. If time were regarded as valuable, we would have walked much faster; if penalties were steeper or traffic rules better enforced. drivers would be less apt to violate i he law and common courtesy.

Rickshaw is yet another c.uisc of the high traffic congestion in our city A misconception about the three-wheeler is that It is environmentally friendly. Rickshaw is relatively a slow vehicle and almost 50 percent of the city traffic consists of rickshaws. Although rickshaw does not directly contribute to pollution, its Indirect contribution cannot be Ignored. It slows down the traffic speed and causes more fuel consumption. By prolonging the travel time, it subjects all commuters to higher levels of exposure to air pollutants. In China, cycle was once the preferred mode of transportation. Now the Chinese Authority Is prohibiting cycles from major subways. It Is true that rickshaw cannot be abolished at a glance in Dhaka. As a quick step, a separate lane should be provided for rickshaws so that they do not overlap with motorised vehicles. Although this nas

been attempted without much improvement to the situation, lack of enforcement of the rules played a key role in the failure of the separate lane. Abolition ol ricksnaws with a single stroke will be impossible and politically undesirable. The market can play a vital role in resolving this Issue. Why not reduce the overall demand for rickshaws, thus rendering rickshaw-pulling an unprofitable and costly venture? Demand for rickshaws can be reduced by prohibiting rickshaws from capital roads phase-by-phase. As a starting point, the government can phase out rickshaws from important commercial areas of Dhaka like MoLijheel and then extend the prohibition gradually to other important parts of the city. Similar steps can be taken in other cities of the country.

A gradual prohibition will limit monetary incentive for rickshaw-pulling. Rickshaw-pullers will slowly abandon the profession and seek professions with lower opportunity costs.

Calcutta has successfully executed such an effort. Opponents will contend that, before taking such steps, public transportation needs to be strengthened. Whether the issue is better public transporla tlon or alternative vocations for rickshaw-pullers, the market will adjust to the demands and needs of the citizens over the course of time.

Another coordination problem of traffic congestion is asymmetry in information. If travellers are informed beforehand about the upcoming flow of congestion in roads, they might fix their time and route accordingly. Radio transmission plays a crucial role in this regard. Ilie collaboration between Bangladesh Betar and Dhaka Metropolitan Police (DMP) can produce a separate programme during peak-hours that will report on traffic conditions for dilferent roads in Dhaka city. This has been done In Calcutta, where Information about possible congestion either due to political protests or road con-

struction is announced a day before on the radio/television. Such a strategy has also been successfully executed in western countries. In the United States, for example. Washington Department of Transportation's website offers an up-to-date map of motorway hotspots, each segment coloured according to the speed of traffic flow. Most radio stations in the United Slates also feature traffic reports that are Interspersed with their news and regular programming.

An adverse consequence of traffic congestion is environ mental pollution, better known as vehicular air pollution. A recent survey showed that the two-stroke engine alone is contributing 55 per cent of the hydrocarbon compounds to Dhaka’s air and is growing by 31 per cent annually. Apart from environmental pollution, motorised vehicles also seem to contribute to psychological pressures on the commuters of Dhaka. The survey also re-

vealed that people ranked minibuses as the primary stimulant of aggressive behaviour. followed by buses and trucks. People perceived the air-conditioned buses to be the least offensive to the environment.

Another co-ordination failure comes from the construction firms which encroach upon the city's roads with construction material, thus aggravating traffic congestion. The Citv Corporation has failed to define its property rights vis-a-vis the construction firms. If property rights are clearly defined and followed with strict enforcement. construction firms will be faced with a much higher opportunity cost in violating the law and contributing to congestion.

Recent efforts show that traffic congestion can be abated if traffic rules are properly enforced. Success of military deployment in combating congestion indicates that our current traffic woes can be permanently avoidable if authorities are willing to intervene. The success, however, was short-lived as a result of political nitpicking. There has been some co-ordination crisis between the military and the government over the deployment ol the military in controlling traffic congestion. Rumors swirl that the DMP is concerned that military Involvement in traffic management will curtail its revenue, whereas the military fears that

their role in traffic management will serve to reduce their image. Whatever the issue, the ultimate responsibility shifts to the government. It is. therefore, a co-ordination problem among the concerned and relevant au-thorities'that is contributing to traffic congestion and depriving city residents of an efficient ana stress-free commute.

In conclusion, traffic congestion is the outcome of a massive coordination failure, in which the absence of law and enforcement, coupled with political nitpicking, serve to dangerously undermine the physical and emotional health of the city's residents. People do not cooperate or maintain traffic rules simply because they see that there are no penalties for violations. The opportunity cost of violating the law, therefore, is low. The government has failed to enact any definite traffic acts that would enable them to charge offenders. Examples of such coordination failures run abound. In order to ease the flow of traffic on city roads an overall coordination is required among the concerned and relevant authorities.

Dhaka is already Infamous for its vile traffic conditions. Time has now come for radical changes If the authority In question fails to deliver better traffic, why not privatise the traffic service?

The author teaches economic at North South University