Lebanon’s Congestion and the Way Forward for Public Transportation
Lebanon used to have an extensive railway system that spans out major urban centers and other towns in the country however this railway system has been idle since the 1990s, with tracks left to deteriorate.
While it is true that exaggeration is somewhat of a national trait, when it comes to congestion, specially getting in, out, or driving inside Beirut, I believe that NO statement can describe the sense of despair evoked when inching forward in bumper to bumper traffic, breathing in exhaust fumes, and listening to the relentless sound of honking horns. The World Bank estimates that urban congestions costs Lebanon 5% of its GDP.
Today, reliable public transport is lacking, leaving most people with no choice but to use private vehicles. The current fleet includes private cars, a few government-subsidized public buses in the Greater Beirut Area (GBA), privately operated buses, individual minibus services (vans), taxis, and shared taxis known as “service”.
Because Lebanon does not have a reliable public transport system, people have little choice but to use their cars. Buses are the least used mode of public transport, highlighting and unreliability of the existing public transport system. This is further emphasized when taking a look into the availability of bus stops in Lebanon.
Remember the feeling I described earlier about the despair of inching forward through Beirut’s endless traffic jams, surrounded by exhaust fumes and honking horns ?
If you take a look at look at the numbers, this is no longer a perception but a reality. The numbers confirm that the congestion problem in the Greater Beirut Area (GBA) is real.
The World Bank estimates that 650,000 vehicles enter the GBA on a daily basis, not counting the vehicles already in Beirut.
Beyond the congestion crisis, the environmental impact is alarming.
Lebanon has the highest transport-related CO₂ emissions per capita in the Levant, making the environmental consequences of the current transportation system even more critical.
At first glance, the solution could be as simple as building roads.
However in Lebanon’s case, developing more roads is not a viable option because of Lebanon’s urban density and its terrain, with the mountains to one side, the sea to another, and a narrow coastal strip in-between. Any road development project would need to either expropriate land or construct tunnels in mountains or highways over the sea, all of which are costly options.
It becomes clear that Lebanon must shift its focus towards improving public transportation rather than expanding road infrastructure.
The proposed solution is a Bus Rapid Transit (BRT), which offers a more reliable and accessible alternative to the current public transport options. By investing in a BRT system, the government can rebuild the public’s trust, reduce congestion and therefore reduce the countries transport related CO2 emissions.
After the socio-economic crisis of 2019, the Ministry of Public Works and Transport faced one of the highest budget cuts of any ministry in 2020.
Because of this budget cut, initiatives to improve road infrastructure in 2023 are overwhelmingly non-existent.
An upside to having the BRT system despite the budget cut, is that the BRT requires minimal funding because the total cost of the BRT is $295 million , from which $225 million of which are coming in the form of a soft loan from the World Bank, with the remaining $70 million being a grant, therefore the budget cuts do not come into the way of the BRT plan.
Reality Check : Lebanese People Love their Cars
It is important to keep in mind that a critical design element involves reallocating existing road lanes from private vehicles to the BRT, which may face public resistance, particularly from car-dependent commuters. However, this trade-off is essential to ensure the efficiency and speed of the system, given the current infrastructure. However , strategic public communication and phased implementation can help mitigate this resistance and build public support. In addition, majority of current bus and minivan operators will be hired to drive the feeder buses while others may tweak their business model and choose to operate in the areas the BRT plan does not cover or transport passengers to and from the BRT stations.
When asked, nearly half of private car owners and more than half of public transport users in Lebanon expressed their willingness to switch to a BRT system.
The potential for a significant shift in commuting behavior is clear. In Lebanon, where the environmental impact is a major concern, switching to a BRT system can be a game changer.
The environmental benefits of the BRT system are even more compelling.
When comparing the BRT to traditional public transport, it’s clear that the BRT system is far more sustainable. With its dedicated lanes, the BRT operates more efficiently, reducing both fuel consumption and emissions. Even when operating in off-peak conditions, BRT proves to be more energy-efficient than conventional buses due to its higher average speeds and fewer stops.
Case studies from Bogota , Istanbul , and Jakarta show the clear benefits of a well-executed BRT system.
In Lebanon, a valuable opportunity is being presented as there is public optimism following the most recent elections. With detailed BRT plans already proposed by the World Bank, now is the time for the Lebanese government to act. Parliamentary approval of the BRT system would mark a crucial step toward transforming the country’s transport system.
