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Transport:
Trends from
Karachi
Strategic Development 2020
TRANSPORT
Roads - The main environmental impact of the proposed roads
will be increased storm water run-off. On both new and existing paved
roads, the impervious surface will displace storm water, causing erosion,
accelerated discharge into waterways, and increased pollution run-off.
Some of these impacts can be mitigated by constructing
roadside drains and catchments chambers at storm water end pipes to settle
particulates and reduce water pressure before releasing into streams. It
will be important to ensure that
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 Table:
Proposed land Use Types
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Table : Composition of
Karachi
's Economy 1984/85 - 2006/07 (Rupee billions at 1959-60 factor
cost)
|
|
Notes:
"an is based on Bengali (1988)
"bn is consultant's estimate based on
discussions with GoSindh ancrvv;rld Bank *Agriculture, Forestry,
Fisheries and Livestock; Mining and Quarrying
**Manufacturing; Construction; Electricity
and Gas Distribution
"UTransport, Storage and Communications;
Wholesale and Retail Trade; Ownership of Dwelling; Banking and
Insurance; Public Administration and defence; Professional, Social
and Community Services
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One of
Karachi
's key comparative advantages is the low cost of labor. The low
wage work force lives primarily in katchi abadis (squatter
settlements) that run along waterways and on government owned land
in pockets throughout the urbanized area. Many poor people work
near where they. live, which reduces commuting costs and helps
keep wages low.
Inflation in
Karachi
is the lowest among all of the large cities (population in excess
of 500,000) in
Pakistan
with the exclusion of
Faisalabad
.' Between the low inflation and the availability of relatively
low-cost housing near employment areas,
Karachi
is known in
Pakistan
as a poor-friendly city.
Kaiser Bengali is the
only scholar on record who has estimated the size and composition
of the economy. This was done for the period 1972/73 to 1984/85.
No subsequent analysis has been attempted. The estimates of the
size and composition of
Karachi
's economy for the terminal year are given in the first two
columns above. The long-term growth rate is shown in the third
column. Based on this, the estimation of the extrapolated size of
the economy is shown in the sixth column for 2006/07 and
the resulting composition is given in the penultimate column. As
access to the data on
Karachi
's economy from the Economic Census of Pakistan 2005 was denied,
the consultant had to use an alternative methodology for
estimating the long-term growth rates. This is based on
discussions held with the officials of the Government of Sindh,
the World Bank team engaged in preparing the Economic Report of
Sindh, trade and industry leaders and civil society, regarding
their perception of the movements in
Karachi
's economic form and fabric. Trese have resulted in a second set
of growth rate estimates (fifth column). The resulting size and
composition are shown in the seventh column and the last column,
respectively. From these discussions and the ensuing analysis, the
consultants have concluded that the future of
Karachi
's economy lies in the growth of the tertiary sectors. More
particularly this will be driven by the provision of financial
services, the trade and commerce, and the transport an
communications. A much greater impetus will be provided by the
investments into the ICT (Information - Communications Technology)
sector.
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|
1 Bengali, Kaiser; The Economy of
Karachi
: Growth and Structural Change, Applied Economics Research Centre,
University
of
Karachi
, 1988
|
§
Increased Foreign Developer Participation: There is
significant interest from foreign developers in building high-income
residential subdivisions across
Karachi
. The strong real estate market and the predicted increase in income
levels due to growth of
Karachi
's commercial sector are some of the factors contributing to a continued
demand for high-income housing. This demand is attracting foreign
developers to invest in the housing market, as evidenced by a Dubai-based
developer's proposal to build a US$43 billion complex on
Bundal
Island
. Several other proposals at somewhat comparable scales are also being
proposed in other parts of the city.
§
There are no expressways in operation in early 2007, but
construction of the Lyari Expressway's (following the
Lyari
River
) is almost complete. The road begins north of
Karachi
City
Port
and west of the central city, and runs northeast between Lyari and
S.I.T.E. districts, between Jamshed and Liaquatabad, and between Gulshan
e-Iqbal and Gulberg. The Lyari Expressway is about seventeen kilometers in
length.
§
Similarly, the Northem Bypass road forming a wide
semi-circle beyond the north of urban
Karachi
is almost complete. It connects the
RCB Road north
of Baldia with the NBP interchange on the Superhighway north of Cantonment.
The
RCD Highway
provides an important, if often constrained; link it to Karachi Port
Trust.
Other
than the Northern Bypass, there are no circumferential hi9hways to speak of.
Three national highways connect
Karachi
to the northeast (
Super Highway
to
Hyderabad
and Punjab), southeast (
National Highway
to Badin), and the northwest (
RCD Highway
to
Quetta
). These all terminate at Karachi Port Trust.
The essence of the intra-city road network is a
series of arterials emanating north and northwest from Saddar,
Karachi
's traditional centre and the town closest to the port. These arterials
create a radial pattern that defines much of
Karachi
's urban structure today. While this provides the central city just north of
the port with a certain degree of connectivity, a large volume of
goods must move through the central city on the way to the port, and
that causes congestion.
There are many connectors linking the radial arterials in
vaguely circumferential pattern, but the links are not consistent. For
instance, Sharae-e-Millat leads northwest into the signal-free corridor,
which then becomes an important southeast radial leading into the city
centre. There is no ring road today.
SMS Road
and Hakim e
Sing Road
have high volumes, but ultimately cover only a short stretch across
Liaquatabad and a little beyond.
Table Traffic
Volume Capacity
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KARACHI
MASTER PLAN 2020
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|
Key
Statistics
v
Greater
Karachi
Area:
3,600 sq km
v
Number of Towns:
18
v
Number of Union Councils:
178
v
Population (2006 Estimate):
15,000,000
v
Population Growth Rate:
6% pa
(2 x National Average)
v
Literacy
66%
v
Revenue Contribution
25% (National)
40% (Provincial
v
Registered Vehicles (2005):
1,432 Million
v
Vehicle Growth Rate:
12% (2005)
09% (2004)
05% (2003)
03% (2002)
v
Lowest Growth Rate (1988-2005):
02% (1998)
v
Highest Growth Rate (1998-2005):
12% (2005)
v
Average Growth Rate:
05%
v
Projected Vehicle (2020)*:
3.0 Million
* (Based on average growth trend)
|
(Source:
Karachi
Strategic Development Plan 2020- Transport Sector Report)
|
KARACHI
MASTER PLAN 2020
|
|
Road Network
Classification
|
Classification
Element
|
Existing
Length (km)
|
As
Percent of Overall Length
|
International
Standards of Similar Sized City
|
|
Expressway
|
77.171
|
0.78%
|
-
|
|
Principal
Arterials
|
265.934
|
3.45%
|
5-10%
|
|
Minor
Arterial
|
169.105
|
4.37%
|
15-25%
|
|
Collector
Street
|
234.279
|
2.36%
|
5-10%
|
|
Local
Streets
|
9197.768
|
92.49%
|
65-80%
|
|
Total Length of Asset –
9,944 km
|
|
(Source:
Karachi
Strategic Development Plan 2020- Transport Sector Report)
|
KARACHI
MASTER PLAN 2020
|
|
Public Transport
v
At
present there are 44,480 Taxis, 29,462 Auto Rickshaws and 20,209
Buses/Coaches are operative on the city roads.
v
The
Public Transport is privately owned.
v
Minibuses
and Buses compose about 80% of the public transport while remaining
20% are contract carriers.
v
There
are only three proper intra-city bus terminals serving 200 operative
routes.
v
Almost
75% of city dwellers rely on the Public Transport.
v
The
Para
transit services, including Taxis and Motor Rickshaws are generally
in poor condition.
v
There
are about 2,800 Inter-city Buses providing service between
Karachi
and other provinces;
v
On
a typical day, around 1,300 buses either enter or leave
Karachi
.
Karachi
Circular Railway (KCR)
v
It
is a 50-kilometer at-grade rail service
v
Remain
inoperative for one reason or the other
v
Government
is keen to revive KCR
v
At
KCR Network begins at City Station and circle around the center city
terminating at the Drigh Road Station
v
The
number of crossings over the railway lines are limited and a source
of major traffic bottlenecks
v
There
are about 30 at-grade crossings
v
Several
overpasses have either been constructed or are planned over the
Circular Railway alignment
v
As
part of the KCR revitalization plan, all crossings are planned to be
grade-separated.
|
(Source:
Karachi
Strategic Development Plan 2020- Transport Sector Report)
|
KARACHI
MASTER PLAN 2020
|
|
Public Transport Characteristics
v
Absence
of comprehensive Public Transport Policy and Planning.
v
Inadequate
infrastructure for public transport (lack of bus terminal, bus stop
transfer facilities).
v
Poor
Transport System integration.
v
Non
Existent Asset Management System and the Decision Support System.
v
Inadequate
institutional capacity to monitor, operate and manage the Public
Transport System.
v
Lack
of Regulatory Measures/Reforms.
v
Financial
Constraints and Limitations.
v
Lack
of professionally qualified and trained human resources.
v
Non-availability
of Transport-related Data.
v
|
(Source:
Karachi
Strategic Development Plan 2020- Transport Sector Report)
|
KARACHI
MASTER PLAN 2020
|
|
Public Transport Strategy
v
PARA
TRANSIT
SERVICE
v
Need for developing a regulatory and administrative framework to clear
for such service
v
Curb rights to allow operators to pickup and set down passengers
v
Consideration of franchising arrangements, in areas where substantial
demands for such services are apparent
v
By such arrangements issues related to congestion can be address
v
Insuring inter modal coordination with formal services.
|
(Source:
Karachi
Strategic Development Plan 2020- Transport Sector Report)
|
KARACHI
MASTER PLAN 2020
|
|
Public Transport Development
v
REVIVAL OF
KARACHI
CIRCULAR RAILWAY
v
Phased implementation Plan is currently been envisioned for the
revival of 50 km facility
v
The project is expected to cost around US$ 1.0 billion. Cost will be
shared by the GOS and the investment company
v
Karachi Urban Transit Corporation has been constituted and will be
Executing Agency for Project Implementation, Operation and
Maintenance
|
(Source:
Karachi
Strategic Development Plan 2020- Transport Sector Report)
|
KARACHI
MASTER PLAN 2020
|
|
Parking Infrastructure Strategy
v
Institution of “Parking Authority” with mandate to provide:
v
Policy and Action Program
v
Conduct/Update Parking Studies and monitor parking requirements.
v
Provide information to general public to invite investments.
v
Acquire property, finance, construct and operate facilities.
v
Control,
operate, service and maintain parking meters at both curb and
off-street parking locations.
v
Administer
minimum operating regulations for both public and privately owned
parking installations.
v
SHORT-TERM ACTION PLAN
v
Comprehensive
parking Needs Study
v
Identification
of Potential sites for Surface Parking
v
Feasibility
and Development Plans for critical locations
v
Amend
Building Codes and Regulations for Parking Guidelines as per
International Standards, especially for commercial buildings and
zones
v
Formation
of Parking Advisory Committees
v
Formation
of Parking Warden Squads
v
Develop
Plans for Parking Garages
|
(Source:
Karachi
Strategic Development Plan 2020- Transport Sector Report)
|
KARACHI
MASTER PLAN 2020
|
|
Parking Infrastructure Development
v
IMMEDIATE ACTION PLAN
v
Construction
of On-Street Parking
Plazas at selected location, such as Saddar,
Tariq Road
,
Chundrigar Road
,
Clifton
etc
.
v
Provision
of Surface Parking lots
v
Initiate
action of building Code Violation
v
Provide
Traffic signs
v
Initiate
study of Parking Generators
v
Co-ordination
for parking arrangements on special events
v
Initiate
Truck Terminal Management Plan
v
Establish
Loading zones (Curbs and Buildings)
v
Rationalization
of Parking Fee
v
Policy
on school parking
|
(Source:
Karachi
Strategic Development Plan 2020- Transport Sector Report)
|
KARACHI
MASTER PLAN 2020
|
|
Parking Infrastructure Management
v
The
objective of Urban Traffic System Management is to make the most
optimized use of existing (road based) transport system resources.
v
It
seeks to adjust, adapt, manage and improve the existing transport
system and meet specified objectives.
v
By
maximizing the efficiency of existing facilities and system capital
expenditure can be deferred or avoided, time gained in which to
develop longer term policies-measures, while at the same time
improving traffic safety and reducing the adverse impact of road
traffic on the city environment.
|
(Source:
Karachi
Strategic Development Plan 2020- Transport Sector Report)
PEDESTRIANS
ACCIDENTS IN
KARACHI
|
YEAR
|
FATAL
|
NON-FATAL
|
TOTAL
|
|
1991
|
304
|
235
|
539
|
|
1992
|
324
|
309
|
633
|
|
1993
|
331
|
339
|
670
|
|
1994
|
345
|
179
|
524
|
|
1995
|
326
|
148
|
474
|
|
1996
|
354
|
188
|
542
|
|
1997
|
330
|
333
|
663
|
|
1998
|
315
|
173
|
488
|
|
1999
|
328
|
160
|
488
|
|
2000
|
316
|
194
|
510
|
|
2001
|
309
|
186
|
495
|
|
2002
|
369
|
224
|
593
|
|
2003
|
292
|
195
|
487
|
|
2004
|
308
|
160
|
468
|
(Source: Karachi Master Plan 2002 – Transport Sector Report)
AVERAGE
TRAVEL TIME, DELAY AND SPEED
|
S.No.
|
Road
Name
|
Road
Length
|
Average
Total Travel Time
|
Average
Total Delay
|
Average
Speed
|
|
Km
|
(min)
|
(min)
|
(Km/hr)
|
|
1
|
Nawab
Siddiq Ali Khan Road
|
5.2
|
11
|
0.1
|
39
|
|
2
|
M.A. Jinnah Road
|
6.1
|
17
|
6.6
|
17
|
|
3
|
M.R. Kiyani Road
|
0.7
|
1
|
0.0
|
51
|
|
4
|
Sarwar Shaheed Road
|
1
|
3
|
0.7
|
25
|
|
5
|
I.I. Chundrigar Road
|
207
|
4
|
0.4
|
34
|
|
6
|
Shahrah-e-Faisal
|
17
|
28
|
0.1
|
36
|
|
7
|
Siddique Wahab Road
|
4.3
|
21
|
1.2
|
17
|
|
8
|
Korangi Road
|
4.6
|
8
|
1.2
|
36
|
|
9
|
Kashmir Road
|
1.9
|
3
|
0.3
|
43
|
|
10
|
S.M. Taufiq Road
|
3.1
|
6
|
0.4
|
33
|
|
11
|
Jehangir Road
|
1.4
|
3
|
0.1
|
26
|
|
12
|
Shahrah-e-Pakistan
|
5
|
9
|
0.0
|
33
|
|
13
|
Stadium Road
|
6.4
|
9
|
0.5
|
39
|
|
14
|
University Road
|
13
|
42
|
4.2
|
21
|
|
15
|
Habib Ibrahim Rehmatullah Road
|
2.3
|
4
|
1.3
|
33
|
|
16
|
Hakim
Ibn-e-Sina Road
|
3.8
|
6
|
0.0
|
40
|
|
17
|
Sir M. Shah Suleman Road
|
4.4
|
7
|
0.0
|
31
|
|
18
|
Jamshed Road
|
1.7
|
2
|
0.1
|
27
|
|
19
|
Bahadur Yar Jang Road
|
1.5
|
4
|
0.2
|
21
|
|
20
|
Shahrah-e-Quaideen
|
3
|
5
|
2.1
|
29
|
|
21
|
Mauripur Road
|
8
|
11
|
0.1
|
40
|
|
22
|
Rashid Minhas Road
|
8
|
8
|
1.2
|
52
|
(Source: Karachi Master Plan 2002 –
Transport Sector Report)
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