The unwalkable city of Karachi

“Think of a city and what comes to mind? Its streets. If a city’s streets look interesting, the city looks interesting. If they look dull, the city looks dull.”
— Jane Jacobs, The Death and Life of
Great American Cities

Pakistan’s footpaths are more than just spaces for walking — they are the arteries of urban life and reflect the country’s social fabric. Karachi’s footpaths are not just pedestrian pathways but are brimming with commuters, hawkers and food carts. As a result, the footpaths become marketplaces, social hubs, and shelters for the homeless. However, despite their central role in urban life, walkable footpaths are scarcely regarded as crucial components of the urban landscape.

The lack of maintenance is a clear sign of neglect to accommodate the diverse needs of the people who rely on them to navigate around the city. What does this mean regarding access to the streets of Karachi? If there are no footpaths, what is the buffer between buildings and the road? Given that a large part of Karachi’s economy is informal, where can this informal activity unfold in the streets of Karachi without footpaths?

A 2016 survey conducted by the Urban Resource Centre, across select areas of Karachi’s District South, District West, District East and District Central, revealed the reality: the primary obstacle for pedestrians is the sheer lack of footpaths. Even where footpaths do exist, maintenance issues come in as the second biggest challenge, followed by inadequate crosswalks.

Encroachments on footpaths rank as the fourth obstacle, with 59 percent of respondents reporting difficulties due to shops, carts, generators and rubble blocking their way. The survey also found that 90 percent of respondents believed Karachi’s footpaths were inadequate for individuals with special needs, such as wheelchair users, people with strollers, or the elderly.

The 11-feet-wide footpaths in Kharadar, which feature curb stone ramps, are an exception. These paths reflect Karachi’s early urban planning practices and demonstrate a rare consideration for accessibility in the city.

Kharadar has mid-rise housing where, even at ground plus three, the highest floor has a relationship with the street. Whether it is just loitering on the footpath, levering down a tokri [basket] from the balcony down to the storefront with money in exchange for groceries, or even the storefront expanding out on to the footpath, all coexist with a clear passage of travel.

The footpath becomes more humanistic. In other words, there is a strong interest or concern for human welfare, values and dignity, thus providing ample space for multiple uses, while ensuring accessibility for all.

A DAY ON KARACHI’S FOOTPATHS

When the first rays of sunlight hit Karachi, the streets are serene and largely deserted, except for those returning from Fajr prayers, a few street-sweepers, and dhabas preparing chai and parathas for early commuters. From the morning to late afternoon, footpaths come alive, as students leave for school, workers leave for office, and rickshaws and buses stop in the middle of the road to drop off passengers. The commuters have to scurry as they manoeuvre past cars, fruit stands and beggars that block them and the footpaths.

When it comes to design and thinking of urban interventions in public spaces, we have so much historical referencing to consider and learn from in Karachi. The concept of a thalla [fixed outdoor platform] was a very common feature of Karachi’s old-town streets, where these platforms were used in neighbourhoods as a place for congregation during Karachi’s breezy evenings. This kind of public feature was not forced, it was always part of the building design and a way to include the outside with the inside.

During the afternoon, footpaths become extensions of shops. Informal mobile vendors park their carts in the middle of the footpath, while broken pavements and debris forces pedestrians to spill on to the roads. The chaos is made worse by schoolchildren returning home from school, as they stop by food vendors to grab a bite to eat in the middle of the path.

High income residential areas such as the Defence Housing Authority (DHA) are quieter at this time, mainly used by the working class to get back and forth from their bus stops to the houses they work at. However, the new development in DHA Phase 8 does not include footpaths at all.

In the evening time, people head home from work and traffic increases, and many women rush to leave home before it gets dark, as the streets are not well-lit and security becomes an issue. Bikes that try to avoid the traffic, use footpaths as an additional path, weaving through pedestrians to get home. At night, footpaths remain lively on food streets and in commercial areas. Bazaars reel in the products that had been displayed on the footpath, making space for the chai dhabas to spread out their chairs for late night baithaks [gatherings]. As midnight passes, homeless individuals lay out their chadars and seek refuge on the footpaths.

However, limited access to such kinds of ‘third spaces’ leads to the need for architectural solutions. For instance, public markets and squares play an important role in Karachi’s day-to-day life. Here, the architectural inclusion of the thalla makes it an extension of the footpath, offering relief from the city’s densely built environment. They are essential for promoting social connection, health and well-being, especially in a city with limited green areas and high levels of traffic congestion. The informality and character of these public markets allows for people from different social backgrounds to interact. But, alas, even that right has been taken away from Karachi’s public.

PUBLIC SPACES NOT MEANT FOR THE PUBLIC

Located on Karam Ali Talpur Road in Saddar, Empress Market was originally designed for the British administration and soldiers in 1889. Because of its strategic position, it became a major transportation hub for the city, with a vital tramway junction and key endpoint for bus routes.

As Karachi evolved, Empress Market evolved into a vibrant hub. Hawkers sprang up to cater to the growing population, selling everything from tea to dry fruits, birds and cloth. The market’s informal economy, marked by disorganised stalls paying money to secure their spots, reflected the lack of oversight by the Karachi Metropolitan Corporation (KMC). This unchecked expansion led to significant congestion, impeding pedestrian movement and altering the social fabric of the neighbourhood.

Under the anti-encroachment drive, initiated in 2018, KMC’s anti-encroachment director, Bashir Ahmed Siddiqi, said they had demolished over a 1,000 shops. According to the 2019 article ‘The Future of Karachi’s Saddar’, urban-planner Arif Hasan laments: “The recent ‘anti-encroachment’ drive in Karachi has resulted in the loss of over 200,000 jobs as well as threats to the multi-class social and cultural fabric of Saddar.”

Wasim Akhtar, Karachi’s mayor at the time, told the media that a “beautiful park” would be established in the surroundings of Empress Market. The once-thriving market, known for its vibrant atmosphere, and the hustle and bustle that drew tourists, was violently ruptured by KMC Commissioner Dr Syed Saif-ur-Rehman, reducing it to just another gated park in the city, separating the street from the building.

Instead of the drastic and violent demolition, a more thoughtful approach would have been to analyse the pedestrian circulation and organise stalls in a systematic manner, similar to the set-up at Binnenrotte Square in Rotterdam, where we could have preserved Empress Market’s dynamic character. Binnenrotte Market’s infrastructure allows for easy set-up and removal, maintaining the area’s vibrancy without permanent structures taking over the space.

Empress Market was not just a marketplace. It was a dynamic organism, integral to Karachi’s urban life. The recent changes have dramatically altered how the public interacts with this iconic site, mirroring a broader trend in Karachi, where footpaths are being reduced to accommodate more cars. Instead of shrinking public spaces, urban planners should consider how these areas can serve as vibrant ecosystems in their own right, fostering community and culture rather than stifling them.

NEW DEVELOPMENTS, NO NEW WALKWAYS

DHA Karachi proudly claims Phase 8 is the “largest, most modern, well-planned and fastest growing phase of DHA” and that its sectors “have been completed with a degree of quality and excellence.” This statement, however, largely ignores the working class, who commute there every day. The reduced number of bus stops in the area makes it difficult for those who rely on public transit to access the locality. Once they disembark from the bus, commuters either have to walk considerable distances or pay for a rickshaw to reach their destination.

Ironically, this so-called ‘well-planned’ area lacks the most basic pedestrian infrastructure, thus raising an important question: what does DHA actually consider ‘well-planned’? For an area marketed as modern and thoughtfully designed, the absence of footpaths for pedestrians shows a clear disconnect between planning ideals and practical needs.

Historically important neighbourhoods, such as Kharadar and Mithadar, and neighbourhoods developed from the 1950s onwards, such as KDA, PECHS and Lalazar, were considered dynamic and modern developments at the time. Footpaths were considered an integral part of their planning and we can see that design being used even today by pedestrians.

However, the ‘modern’ streets in DHA today, such as Khayaban-i-Shujaat, 26th Street or even Khayaban-i-Shahbaz, fail to provide safe and accessible footpaths. With much of the working class commuting to DHA being female, this oversight further reinforces the perception that women are neither welcome nor safe when moving independently through the streets of Karachi.

Bukhari Commercial’s ‘renovation and upgradation’ has introduced pelican crossings (a crossing for both pedestrians and vehicles). Spearheaded by Member Councillor for Cantonment Board Clifton’s (CBC) Ward 5, Rehan Iqbal Maggoo, Bukhari commercial has wheelchair-friendly footpaths, the lighting is brighter and better designed, and they have added additional wooden benches.

The intent to increase more space for the public is well-received by the neighbourhood, as young boys flock to the area to film their TikTok videos, with some comparing Bukhari Commercial’s streets to New York and London. However, the Pakistani drivers’ disregard for pedestrians, crosswalks and traffic lights still presents a challenge for pedestrians here.

Despite these improvements, questions arise about the larger urban planning strategy. Is this upgrade part of a broader policy, or simply an isolated intervention? These pedestrian-friendly interventions create a stark disconnect from the ground reality, highlighting inconsistencies in urban planning.

While changes in Bukhari Commercial are a step in the right direction, they expose broader gaps in the development across the city. If larger training is not done for traffic to stop to allow pedestrians to pass, then such applications will not work for the future. Collaboration between public awareness campaigns, traffic policing and urban planning infrastructure is a must; otherwise, such designs will fail again and again.

TRAFFIC AND THE CITY

In their 2015 analysis of Karachi’s transport crisis, Arif Hasan and Mansoor Raza provide an in-depth examination of the issue. According to KMC, there is a shortfall of over 8,500 buses that are urgently needed to meet public demand. The long hours spent travelling, waiting, the discomfort on the bus, suffering injuries getting on and off the bus, and harassment of women on the buses, are just some of the reasons people dislike the public transit system.

In 2017, the number of motorbikes in Karachi rose to 2.7 million, increasing the number of motorbikes in the city by 230 percent in the last decade. A staggering 702 bikes are registered every day in Karachi. The increased number of private vehicles means that there is an increase in traffic, which leads to increased air and noise pollution, environmental and health degradation, and a high rate of accidents.

But instead of increasing public transport, the government’s response has been to increase signal-free roads and flyovers. While these measures may reduce travel time during rush hours, the exit points remain congested, ultimately failing to alleviate the traffic burden or address the needs of pedestrians and public transit users.

The motorisation volume caused by signal-free corridors and multilevel flyovers has also resulted in a higher number of high-speed traffic accidents and injuries to pedestrians. Crosswalks are non-existent, and the lack of traffic signals means overhead pedestrian bridges have to be built.

In 2016, as part of urban negotiation-based advocacy, I stood against the DJ Science College administration’s proposed pedestrian bridge that would cut across heritage elevation and did not take into account any advice from heritage experts and architects on the intrusive construction of the pedestrian bridge for a mere 55-feet-wide road. The width of the road, and the surrounding context, does not permit for such a massive, insensitive construction.

Currently, there are more than 164 overhead bridges. However, only three of the 164 bridges are built with ramps for wheelchairs. For someone who is physically challenged, it can take half-an-hour just to travel across a bridge without accessibility features. The Green Line is planning to include more inclusive features. These pedestrian bridges, if covered with billboards, can also create a sort of tunnel that fosters an unsafe environment, especially for women at night.

By adding these raised pedestrian bridges, one also creates disassociation between the city and its citizens. Instead of focusing on creating a walkable city, the city is focused on increasing more vehicles on the road. While these pedestrian bridges are understandable for arterial roads like Sharae Faisal, intimate neighbourhoods need smaller interventions that encourage more pedestrians to use footpaths.

FOSTERING A WALKABLE CITY

Wider footpaths signal that urban planning favours pedestrians and cyclists over cars. This emphasises the importance of accommodating those who are often at the lower end of the transportation hierarchy, demonstrating a focus on accessibility and inclusivity in public spaces.

In an interview, Arif Hasan emphasises that footpaths should be as wide as their functions. These functions include the presence of public toilets, trees, signboards, ramps for accessibility, as well as space for hawkers. There are currently around 150,000 hawkers in Karachi, earning about Rs 5,475 million a year. Therefore, it is important to cater to the informal economy of Karachi that employs 73 percent of the total labour force.

Arif Hasan emphasises that designing to our cultural needs is important, saying: “The bylaws are anti-street, anti-pedestrian, anti-mixed use, anti-everything that your culture demands of them.” Rather than displacing vendors or claiming they are encroaching on pedestrian space, urban planning should strike a balance between pedestrian space and catering to the local culture and economy.

Urban planning principles highlight the zones of a sidewalk in front of a business or residence to create accessible, safe and comfortable use. There should be three zones in every sidewalk: the frontage zone, the pedestrian zone and the service zone. A frontage zone (1.5-3.25 metres) is usually adjacent to the property line of the commercial area. The pedestrian zone (six metres) is intended for uninterrupted travel. The service zone (four to five metres) acts as a buffer between the cars and pedestrians.

This is where street trees, signs, manholes, bus stops, light poles and benches should be placed. However, in highly commercial zones, where street parking is limited, parking can be included in the service zone, and the larger frontage zone allows for shops to spread out on the street an additional three metres, thus still allowing a clear passage for pedestrians.

The Institute for Transportation and Development Policy reiterates Arif Hasan’s ideology that vendors can be incorporated into the streetscape, as they also contribute to safety in terms of eyes on the street. If the hawkers are placed in the service or frontage zone, or the extension of the footpath, it will leave a clear passage for pedestrians.

Charles Correa, an Indian architect and planner, believed that a solution to accommodating hawkers in the street was by building a platform between the footpath and the road. This two metre-wide and 0.6 metre-high platform could be used by hawkers in the daytime and, in the evening, could be used to sleep on by office boys that economise their living expenses. But urban infrastructure development is rarely just about technical decisions — it’s often shaped by political dynamics, economic interests and public perception.

The government’s favourite company is Envicrete. The term ‘envicrete’ is derived from the words environment and concrete. But that’s not the case. Karachi’s choice of paving materials, such as the use of concrete paving blocks, offers an insight into the complexities that influence such decisions.

Projects such as the paving of the Gulistan-i-Jauhar underpass have been met with a lot of criticism. At a cost of Rs 2.1 billion, one of the longest underpasses in Karachi, which connects Johar Chowrangi via Habib University to Samama Apartments, has been paved with these concrete pavers. Pavers like these are meant for lighter traffic, such as on footpaths. But due to negligence at the time of installation, the pavers have broken off and have created gaps within the blocks.

Motorcyclists feel victimised because the bike breaks down from the rugged surface and rickshaws charge extra just to drive through the underpass. Karachi’s residents are increasingly questioning the political motivations behind these decisions. Who stands to gain, which experts offer engineering insight and who authorises these projects?

The Formal Garden in Old Clifton is another example of the unnecessary addition of concrete pavers replacing soft-scape, thus increasing the heat and carbon footprint of the area. A lack of upkeep and the segregation of groups has also led to a considerable decline in the park’s usage.

Researcher Mohammad Toheed’s article ‘The Politics of Road Material — From Mumbai to Karachi’ explains that, in Mumbai, as the pavers started breaking off, putting lives of motorists and pedestrians at risk, they were quickly criticised. In 2015, as part of a deliberate effort to address citizen concerns, the city replaced many of the old concrete blocks with asphalt, prioritising durability and ease of maintenance.

Similar to Mumbai, it is important that the government not only stops using concrete pavers of lesser quality in Karachi but also continues to repair them in places where the blocks have sunk, come out or broken, to avoid pedestrian accidents. The selection of road materials is impacted by community input, local preferences and safety concerns. Additionally, climate, traffic volume, durability and maintenance costs heavily influence the type of material used.

WALKING AHEAD

The Heritage Foundation of Pakistan developed terracotta tiles for a pedestrianised street along Rahguzar Walking Street close to Denso Hall Library and also at the newly rehabilitated police chowki in Old Town Karachi. The tiles are developed by cleaning the clay sieving to remove any impurities before they are moulded and crafted through a lengthy process.

This process was taught to over 100 residents of Thatta at the Zero Carbon Cultural Centre. The villagers sell the tiles in order to make a livelihood. These terracotta tiles are going to replace cement tiles in Mahol Dost Sabz Gali, where the tiles absorb rainwater and collect them in aquifer trenches. The tiles have a much lower carbon footprint compared to cement, help create livelihoods and are easily replaceable.

It is essential to look at increasing the sustainability of a city holistically. One can not only plant trees to reduce the carbon footprint. Smaller interventions, such as carefully choosing the construction materials used, reducing cars on the street, encouraging walking and reducing unnecessary waste are just some of the ways to build more sustainable cities.

During the Covid pandemic, many Karachi residents who were confined to their neighbourhoods, embraced walking and cycling for exercise and leisure. With fewer cars on the road, people felt safer walking on main streets and even cycling without the fear of accidents. The sight of others enjoying the open spaces encouraged more participation, especially amongst women. However, it also highlighted the lack of sidewalks in the city. Once the city resumed its normal activity and cars filled the streets, many of these activities by residents were reduced.

How can we best cater to the residents of a neighbourhood? Catering to those in transit for work? How can we add and train automobile drivers to stop at crosswalks to allow pedestrians to cross the road? The city must prioritise well-maintained, accessible pedestrian areas that encourage walking as a healthy, sustainable form of transportation and recreation.

As urban thinkers and landscape architects, it is now critical to start looking at neighbourhoods from the index of carbon calculations and social well-being. Karachi is growing exponentially and its urban public spaces are the streets. The streets need to be safer and functional.

Why did footpaths disappear from our roads? Were the ‘developers’ and real estate managers given more power to maximise each square area and not think about the public’s needs? Karachi has to undo many of these misguided and corrupting strategies, in order to transform the metropolis into a truly liveable city.