The Need for a Sustainable Karachi
Karachi – an urban hub of more than 20 million residents – exemplifies the effects of rapid unplanned urbanization. Streets crowded with vehicles reflect the lack of an adequate public transit system. Many people in the city struggle with long commutes, withstanding daily traffic jams on the city’s main roads like Shahrah-e-Faisal, especially at peak hours. Amidst all this uncertainty, there is a beacon of hope known as “transit-oriented development (TOD).” With a growing population, the demand for reliable public transportation systems will only increase in Karachi. Applying TOD ideas that create neighborhoods centered on good public transit systems will allow the city to transform its mobility issues into economic progress and sustainable growth.
What is Transit-oriented Development (TOD)?
In its recently released book titled “Planning for Transit-oriented Development in Emerging Cities”, the World Bank Group defines transit-oriented development (TOD) as an urban planning approach that encourages the use of public transit, walking, and cycling as the primary modes of transport. TOD aims to build vibrant, inclusive, and livable communities by concentrating population density and daily activities near transit hubs, ideally within a 5-10 minute walking radius.
It promotes well-designed public spaces and urban transit. It ensures easy, efficient access to a mix of land uses, developing well-connected and people-friendly cities. By concentrating jobs, services, and housing within the “catchment area” of transit stations, TOD makes public transport a more attractive and efficient option, while reducing dependence on private cars and promoting shorter commutes. As a result, TOD typically translates into higher productivity and a smaller carbon footprint for the environment.
Why Transit-oriented Development Matters for Karachi’s City Design
Karachi’s transportation landscape has evolved considerably over the last few years. Less than 15 years ago, in 2012, walking and cycling were the most popular modes of transport, followed by public buses. However, by 2020, there was a major shift towards private transport, with cars and motorbikes accounting for 84% of vehicles on the roads. Yet this huge percentage of vehicles was only able to carry 54% of Karachi’s daily commuters. On the other hand, while buses represented just 3% of vehicles on the road, they managed to accommodate 34% of passengers. These statistics highlight the importance of public transit, despite being underrepresented in vehicle count.
Karachi’s population is set to reach 27.3 million by 2030, yet the public transport available in the megacity is in a complete frenzy. The heavy burden on public transportation in Karachi is such that the average number of people competing for one seat in a bus is 45, compared to 12 in Mumbai and 8 in Hong Kong. Because of this huge gap, people tend to rely on local, cost-effective solutions like Qingqi rickshaws (four-seater rickshaws). However, they recently faced a complete ban in Karachi, after being temporarily banned for two months on the city’s 12 major roads. Such bans, without providing alternative solutions, leave the low-income and working-class populations with nothing but overcrowded, unsafe options.
Karachi’s heavy reliance on private vehicles like cars and motorcycles leads to greater emissions that result in poor air quality and the urban heat island (UHI) effect for the city. A shift towards Transit-oriented Development would manage to accomplish two goals: decreasing reliance on vehicles and helping build compact neighborhoods that consume less energy per person. TOD would also help close the gap in gender disparities since women are subjected to harassment in a large number of cases on public transport. Every year, Karachi loses Rs. 200 billion due to traffic congestion, and making use of this money in TOD projects could provide more jobs in the areas served by public transit.
Karachi’s BRT – Opportunities for Transit-oriented Development?
To improve the public transit system and enhance the quality of urban life, Karachi is currently developing a Bus Rapid Transit (BRT) system. Currently, two lines are operational and two lines are under construction. However, an issue of major concern is that the Karachi BRT project is being planned in isolation, without taking into consideration a broader vision of city-wide livability. The project is criticized for adopting a limited focus of simply transporting passengers from point A to B, neglecting key factors such as land use implications and subsequent social, economic, and environmental effects on a city-wide level.
A major design intervention potential, such as TOD, is missing in the Karachi BRT initiative. However, even at this stage, the government can choose to integrate this BRT project with TOD considerations, such as TOD Station Area designs along some key priority stations. This way, the impact of the project can be significantly expanded by not just improving mobility but also transforming Karachi into a more livable, vibrant, and equitable city.
Conclusion
If business as usual continues, Karachi would pay a heavy price by 2030 – economically, socially, and ecologically. Commuters will continue to spend up to four hours in daily traffic congestion, emission levels will rise, and gender and income inequalities will deepen. By leveraging the benefits of transit-oriented development (TOD), Karachi can attract investments, create jobs, and improve public health outcomes. Moreover, TOD can help bridge social divides by providing equitable access to opportunities and amenities for all residents, regardless of their socioeconomic status. With planning, good governance, and political will, Karachi can move from gridlock to sustainable growth.
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The views and opinions expressed in this article/paper are the author’s own and do not necessarily reflect the editorial position of Paradigm Shift.
Jawairiya is a final-year Development Studies student at Bahria University Karachi with a passion for social justice, inclusive development, and community empowerment.