Urban Transport in the OIC Megacities
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are only allowed to drive on main avenues, and only within the local area, so it may be necessary to
take several taxis to reach a destination, which has also contributed to the extreme congestion and air
pollution within the city (Tehran Municipality, 2015).
Tehran Municipality developed a visionary strategic plan for transport ‘Tehran in 2025’during a five
year period (2003–2008). This comprehensive plan is based on the wider ‘Tehran’s Comprehensive
Strategic Development Plan – 2025 Outlook’. Stimulated by a strong interest in rail at the national level
since around 1997, the plan for improving mass transit in Tehran was developed setting the
framework with suburban and metropolitan rail at its heart. However, as the plan evolved it became
clear that a strong bus network would be needed to complement this. The final plan catered to provide
for just over 19 million daily trips bymass transit (rail and bus services) aiming for a 42%modal share
by 2030.
A systematic approach for designing the public transport network was taken based on:
 Bus and Railway being the primary, high capacitymodes of the public transport network (with
both public and private sector involvement);
 Vans and Taxis as the second level providing complementary services to the above (mainly
with the involvement of the private sector);
 Priority would be given to public services in the design of the road network.
The metro system now carries nearly 2 million passengers a day, representing 12% of the total
number of trips made in Tehran. Metro development and operations are split into two publicly owned
companies, one for operations and one for capital investment.
The first BRT line was introduced into Tehran in 2007. The BRT system in Tehran adapted Bogota’s
Transmillenio to the city’s own needs in terms of design features, dedicated right of ways and pre
boarding payment. The study for adapting the design of the final BRT network was carried out by
Amirkabir University of Technology in Tehran. An increase of 77% passengers per day was achieved
in the first year of operation. Passengers grew from214,000 passengers to 380, 000 daily in the period
between May 2007 and May 2008. Two further lines were introduced in 2008.At the moment there
are 10 lines.
In 2010 an integrated electronic fare collection system was introduced on metro and bus services. It
is currently in use on all bus fleets directly under operation of the Municipality equipped with e-card
readers. However, the bus market is still fragmented with many small operators who have entered the
market in a haphazard fashion working independently from each other and thus offering different
quality standards, ticketing systems and marketing approaches. Although there is a joined ticketing
system of the Metro and BRT company, the Tehran Bus company engages private drivers with their
buses to fill up service gaps. These private buses are also not able to fulfil or guarantee the same
quality standards (Allen, 2013).
Informal transport in Tehran is not as common in Tehran as in other Asian countries due to the high
costs of vehicles. This means that competition among various operators is not as intense as in other
countries and therefore prices remain high. However, as vehicles become more affordable, informal
transport is strengthened and becoming more competitive, covering the gaps in transport provision.
5.5.3.3. Non-Motorized Transport
The promotion of cycling as a green, safe and cost effective mode of transportation especially for local
access and short distance trips has been a major preoccupation of Tehran municipality since 2011.
Based on the Tehran Transportation and Traffic Master Plan and demand analysis for cycling, more
than 368 kilometres of dedicated cycling routes have been put in place (Allen, 2013).
A new ambitious €40 million plan aims at fostering daily bike use and the final objective is to reach a
12% bicycle modal share by 2030.