SustainabJe Architecture and Urban OeveJopment 395
Mapping an Alternative Network for a Mega City: The Case of the Donkey Carts of Karachi
Mariam Zehra Karrar NED University ofEngineering and Techn%gy, Pakistan
Abstract Karachi is the Jargest city of Pakistan with an estimated population of 16 million residents whose transport needs are dependent on 1,610,757 motorised vehicles (Urban Resource Center, 1990) and 25,099 animal drawn vehicles (Nawaz, Oiscussion on the Equines in Karachi, 2010). The vehic!es for transport inc1ude buses, trucks, trolleys, motor cycles, cyc1es, rickshaws, hand-drawn carts and animal-drawn carts. The roads of Karachi reflect of its variety of economic and socia! diversity (Hasan, 2002). Ouring the last decade, with the development projects under the vision of a 'mega city', the streetscape of Karachi is going through transformation. Through the recent construction of steep t1yovers and high-speed signal free corridors, the space for pedestrians and slow moving vehicles is being marginalised. In this changing scenario, this paper seeks to look into the relation of the animal drawn vehicles, with the rest of the transport activity and informal networks in the city. The donkey cart will be considered as a case study, since compared to the other animal counterparts like the horse, the mule and the camel, the donkey cart is the most commonly observed animal on the streets of Karachi. Based on surveys, interviews and literature review of govemment policies and officia! statistics, the paper aims to document, map and quantify the earlier, as weIl as, existing usage of the donkeys and donkey cart related activities in Karachi. In conclusion, the paper will deliberate over the need and possibility of this low tech, zero petrol consumption transportation system in the fast moving highways and flyovers in the mega city ofthe future.
Keywords: Donkey earts, transport, informal economy, mega city, government poliey, 396 Mariam Zehra Karrar
1 Equines in Pakistan
Pakistan has 4.9 million of the world's 90 million equines population (The Brooke, 2005) Just as half the world is dependent on animal power, in Pakistan too, figures show that along with 5,366,460 motorised vehicles there are 4,937,000 equines involved in the transport activity. This means that for every motorised vehicle there is an average of 0.9 equine working side by side in hau lage, commuting and transportation activities. (See figure I) The increase of equines over the last 4 decades has been estimated from 2.66 million in 1976 to 4.8 million in 2006. Out of the 4.8 million, the donkeys alone consist of 4.3 million. The rise in the number of donkeys is exponentially more compared to the other equine members, with an average increase of 0.6 million donkeys after every 10 years. (Govemment of Pakistan, 2010)
1.1 Equines in Karachi
Karachi is a port city and the economic hub of Pakistan. Estimates show that for every 64 motorised vehicles there is one animal drawn vehicle. The ratio of equines in Karachi is as folIows: 20,361 donkeys, 3,246 horses and 1,492 mules (The Brooke, 2005). The donkey is a favoured choice amongst the equine family. lt is a robust, sturdy animal and has been able to survive through the process of motorisation, since I 940-'s, the changing morphology of the city from dense settlements to steep flyovers since 2000, and hot and humid weather conditions\ alongside traftk congestion and pollution. Keeping in mind the more than 8,000 km dense and intricate road network of Karachi, the equines work alongside pedestrians, hand push carts, cars, buses and heavy vehicles. (Urban Resource Center, 1990) The donkey carts are seen hauling building material like steel girders, cement blocks, ice blocks, garbage, laundry, selling fruits and vegetables and used in donkey cart races for entertainment.
1.2 Thc Economics of thc Donkey eart
The donkey carts are thus an obvious part of the streetscape of Karachi. However, what needs to be considcred is the economic feasibility compared to the motorised counter-part 01' the donkcy cart. The motoriscd equivalent, the Suzuki pickup 800 cc also referred to as the Suzuki cart (or thella in popular culture). (See tigure 2) The biggest advantage of the Suzuki pickup against the donkey cart is the matter of speed and the resultant time factor. The average speed of a Suzuki pickup is 45 kilometres per hour compared to the average speed of the donkey cart which is 20 km per hour. This makes the motorised vehicle a better option in the sprawled city of Karachi spread out over a distance of 24 kilometres diagonally. Sustainable Architecture and Urban 397
Figure 1: Image taken at the weekly donkey market in Lyari, Karachi
The other advantage of the Suzuki pickup over the animal drawn vehicle are the hydraulic brakes along with the compact length and width ofthe Suzuki, 4' 0" x 6'-0", compared to the average size of the donkey cart 4' 6" x 9'-0". Thus the ease of manoeuvring in the undulating and congested informal settlements and high speed roads and /lyovers makes the Suzuki a swift option for Karachi.
ii Moreover, Suzuki has the capacity to carry as much as 2500 kilos , compared to the donkey cart that can carry and balance loads up to 1000 kg - 1500 kg on a /lat surface and 500 - 800 on an undulating surface. The extent of distances that donkeys cover easily in a day is up to 30 - 40 km. However, due to the openness of the cart, the donkey cart can carry and drag materials in lengthy proportions like steel girders, timber planks, or pipes. Apart from the advantages and disadvantages between the two modes of transport, most crucially, the deciding factor between the Suzuki pickup and the donkey cart becomes the cost of purchasing and upkeep of the two types of vehicles. The cost of the Suzuki starts at 5 hundred thousand rupees, while an average priced new donkey cart falls between 25,000 to 35,000 rupees. With the cost of petrol going up to 76 rupees per litre, the average consumption of the Suzuki is more than 9.5 rupees per kilometre. Meanwhile, the cost of taking care of the donkey is an average of 80 120 including food. maintenance of cart and in case medication (Sahab, 20 10). 398 Mariam Zehra Karrar
Figure I Image taken at the Lyari riverbed, showing a donkey cart in the fore front and the Suzuki rear
If we take out the cost of the fuel and animal fodder respectively, the take horne income of Suzuki owner, on a good day, he is able to make 700 rupees, while the donkey cart owners make 400 daily. However, when we calculate the cost of petrol and the wear and tear of the vehicIe associated with the average income ofthe donkey can owner at tim es exceeds that ofthe Suzuki owner. Even though we find that the Suzuki is a swift means of transporting goods from one point to another, nonetheless, we still see that the donkey carts are increasing in number annually (Government of Pakistan, 2010). The Karachi Master Plan 71-81 explains that in the context of Karachi and its related port activity the donkey carts is the appropriate technology that operates with reasonable per unit capacities that are more relevant to the transport needs of small merchants and industrialists. These modes of transport provide high volume of transponing goods at comparatively 'low capital investments' that result in reducing the cost of haulage compared to its mechanised counterpart (Karachi Development Authority, 1952).
1.3 The Significance of Donkeys in Karachi
Similar to the rest of the country, the number of donkeys in Karachi is on the rise. According to Doctor Sher Nawaz of Brookes International (2010), the demand for the donkeys is directly related to the rise in poverty and lack ofjob opportunity in the city. Accordingly the donkey with the cart has become a reasonable and cost effective means of gaining income opportunity. It can be generally said that almost alt of the equine related eommunities belong to the low-income bracket Sustainable Architecture and Urban Development 399
(Nawaz, Discussion on the Equines in Karachi, 2010). Starting [rom the cost ofthe donkey, along with the ease and affordable upkeep, the donkey is a source of livelihood for thousands of households in Karachi (Karachi Development Authority, 1952). Last but not the least, the most important point that makes the donkey a feasible option for Karachi is that it does not require petro-fuels for consumption. This not only brings down the cost 01' keeping the vehiele, but also overall reduces the carbon footprint and noise pollution level in the city.
2 Thc History of thc Animal Drawn Vchiclcs in Karachi
2.1 From 1763 to 1843
Being a port destination there is evidence of presence of donkeys, camels, and mules as far back as 1763 under the invasion of the Talpurs from Sindh (see image 3). The old city and its market has always been the destination 01' the eamel caravans and the donkey earts from the interior 01' Sindh, the adjacent towns of Manghopir and Gaddani. At this time there was a common activity of carrying vegetables and fruits for sale the old town. A road called Rah-e-Bunder was built, during the Talpur era, to link Karachi port to Kafila Serai, a terminal for camel caravans, located at the southern boundary of the city. The present day location of the Kafila Serai is the Sindh Madarsa-tul Islam (Lea Market and its Enviorns, 1999). Later, when the residential areas of Lyari and Chakiwara appeared, horse drawn carts (ton gas) and donkey carts were used for the transportation between Old Town and Lyari. In ] when Lea Market was constructed, the transportation in this area extensively increased. The British regulate the traffic system and rules and regulations were introduced. Tram service was introduced, which was pulled by the horses. (Class 01'95-2000 NEO UET DAP, 1999)
2.2 From 1843 to 1947
With the British invasion of Karachi in 1843, the maritime trade flourished in the city. The development of the Karachi Port (1873) saw an increased dependency ofthe animal drawn carts resulting in high number of donkeys, horse and camel drawn carriages and carts in the inner city. (Class of 95-2000 NEO UET DAP, 1999) The roads of the 01d Quarters (Old Karachi) originaJly designed for the animal drawn carriages (Cheema, 2007). 400 Mariam Zehra Karrar
Figure 3 Image showing the old town of Karachi 1851 (Source: British Library)
As a result one ofthe main markets in direct line with the port proximity to deve!oped was the Lea Market in !927. Related infrastmcture was the developed in the form oftonga stand at the back ofthe Lea market. At that time space for 40 tongas was provided; today more than double are there, creating obstruction in the traffk flow. (Lea Market and its Envioms. 1999)
With the spread of the city and bus routes starting from as far as Manghopir (1935) we see more business activity taking place in the Old Quarters of Karachi. The rise in business aetivity led to inercase in the use of anima! drawn carts that are still found in the areas loria Baazaar, Khajoor Bazaar, Ohanmandi, Boltan Market ofthe Old Quarters. In order to regulate the resultant traffk flow, traffic mies and regulations were introduced (Lea Market and its Envioms. 1999). This resulted in formalisation and reeognition of the animal related transport activity by the govemment. For this reason, a proeess of registration of the animal drawn cart was initiated by the govemment. The driver of the eart or the carriagc was supposed to wear the registration number in such a way that it was visible for the officer and passen gers to inspect. Moreover. it was incumbent on the owner of the animal to use a red cloth tied to the goods extending out of the limits of the cart, affix a lantem after sunset, and most importantly to ensure the health of the anima!. In order to facilitate this animal drawn vehicular aetivity we see the development of water troughs through local philanthropists in the city. Based on a field survey, it was found that 6 pre- I 947 and two reeently constmeted water troughs were identified in the old Quarters. Meanwhile the NEO Heritage Cell has identified a total of 14 water troughs in the city. Sustainable Architecture and Urban Development 401
Figure 4 Water trough tor animals in Kharadar, Karachi.
Almost at the same time, the 'Prevention of Cruelty to Animals' Act 1890 was passed. The law clearly states that in case "any animal which by reason of any disease, infirmity, wound, sore, or other cause is unfit to be so employed" or a person is seen to be "inciting the animal to fight" or caught "overloading" ones animal, the owner was to be prosecuted by the state (The Prevention 01' Cruelty to Animals Act, 1890).
The health and physical up-keep of the animal was the responsibility of the owner, which was kept in check by the state. The animals went through acheck up system by the veterinary officers. It is precisely for this reason that in 1890 the veterinary institution Richmond Crawtord Veterinary Hospital in Karachi was established (now main M A Jinnah Road). The resultant charges of the prosecuted individual were through fine, detention of the animal and the owner, and in other cases confiscation of the animal based on the severity of the charges. One such place where animals were kept after confiscation is the Animal Pond Kanji House Ranchore Line. This pond is still under use by the city government. Later in 1923, amendments were made to the prevention of Cruelty Act 1890. After independence from the British in 1947, the city administration or the Karachi Municipal Council (KMC) continued with the previous laws and the practise of registering the animal drawn vehicles. The city government continued this practise under the 'mehakma e haywanat' or 'The Department of Animals'. 402 Mariam Zehra Karrar
Figure 5: The Napier Mole Bridge to Kemari (Source: British Library)
2.3 From 1947 to Present day
[n 1947 Karachi became the eapital of the newly independent country. Being the capital of the country also meant aboost in the economie aetivity. Simultaneously we see the process ofmotorisation in thc country. New modes of transport wcrc introduecd, such as trailers, vans, buses, trains and alongside the existing infrastructure of animal drawn vehicles. With thc development of Malir and Landhi Industrial areas in the 1960's (under General Ayub Khan's era) and the development of Port Qasim in the 1970's (under Zulfiqar A. Bhutto era) the concentration of work activity got divided between the west of the city i.e. the Kemari port and SITE area, and the east of the city i.e. Malir and Landhi. In order to provide an adequate service for the needs of the new port and industrial zone, a conccntration of transport activity developed in these areas. As a result, we see an equally high level of eoncentration of donkeys in Landhi and Malir even today. So mueh so, that a weekly donkey market is held every Friday in Bheense eolony (2010). Moreover, the 1980's (General Zia ul Haq's era) saw the introduetion ofthe National Logistics Cell (N LC) trailers that resulted in upeountry transportation of goods from the port to the north of the eountry. On an officiallevel this led to the reduction in the importanee of the donkey eart. Moreover, in August 2001 with poliey of devolution the registration of animals was annulIed by the eity govemment.
2.4 Government Poliey
Ovcr thc last 60 years, significant poliey ehanges have oecurred in the approach of the govemment regarding anima! drawn vehicles in the city. This is c1early Sustainable Architecture and Urban 403
evident in the four Karachi Master Plans developed after 1947. By and large it is obvious that with each successive master plan, there has been less attention and acknowledgment to the contribution ofthe animal drawn vehicles in the city.
However, the Second Karachi Development Plan 1974-1985, recognises and acknowledges the role of animal transport in the city. This plan identifies '15 different technologies' used for transportation, where the donkey cart is also referred to as one of the traditional modes of the road system that helps to facilitate the low-income groups. (Karachi Development Authority, 1952) The Plan gives details on the advantages of the animal drawn vehic1e by addressing that the 'animal powered transport incurs Iittle or no foreign exchange costs and provides major employment opportunities for uneducated, unskilled persons. The role of small-scale and traditional modes of animal transport in urban centres will be substantial over most of the planning period. They contribute a positive benefit to the activities ofthe Metropolitan Area and should not be curtailed through administrative or legal restrictions.' (Karachi Development Authority, 1952) Meanwhile, the Third Karachi Master Plan 2000 gives a very generalover view of the animal transport network in Karachi by stating the 'diversity of modes ranging from animal driven carts and push carts to various type of motorised vehicIes' (Karachi Development Authority, 1994). However, the study does not give suggestions or proposals of any kind to facilitate this slow moving traffic in the city. On the contrary, during the last 10 years Karachi has seen a frenzy of construction of flyovers and signal free corridors that is only catering to the fast moving motorised counterpart. One such example, which does not allow donkey cart movement in the city, is the Shara-e-Faisal and Carsaz, the two main signal free highways that cuts through the middle of the city. One of the reasons given is that the presence of the donkey cart on the high speed road hinders the traffic flow. Finally, the Fourth Karachi Master Plan 2020 does not mention any baseline of the localised vehicular activity. Instead it prornotes the idea of futuristic mega city with high rises to reduce the inner city congestion and consequently removal ofthe slow-moving vehicular movement in the inner city. 404 Mariam Zehra Karrar
fiiI 'IOOKE OPERIftONAL 1REIl-1N. KIUUlCBI • lIC'fII.. na: llIOOD NII'I'IIDSIIII' PIIOJECT OlM': or SDlGR COIllllVllm WEB EfUlll'EWELI'IRE PIIOOIIAMME
Figure 6: Map of Equines in Karaehi (Souree: Brookes International)
3 The Donkey Cart Network of Karachi
Donkey eart activity in Karachi corresponds with the lines of growth of the city. The main eoneentration of donkey earts is found in the old city of Karachi (Old Quarters). The Old Quarters have a traditional eommercial eonnection with the port, cargo, and the fisheries. As the city grew, the donkey eart network expanded. One of the main areas of donkey eart eoneentration is along the edges and banks of the natural drainage ehannels of Lyari and Malir rivers in Karaehi. These areas were onee green open spaees, with abundance of sub soil water that was conducive for the habitat of keeping the domesticated animals in the city. Apart from the main roads the freeways of Shahra e Faisal and Carsaz Road, at present donkeys are seen throughout Karaehi. Karachi can be divided into 2 zones and 14 multi ethnie eommunities based on the concentration of the population of equines found in the city. (Nawaz, Discussion on the Equines in Karachi, 2010) Aceording to the Brookes Pakistan, Dr Sher Nawaz, the following are the Towns that show a high coneentration of equines in the city. (See figure 3 the map of Brookes) The five zones in the West can be categorized as: Lyari Town, Kimari Town, SITE Town, Sadder Town, Orangi Town. Meanwhile the zones in the East can be categorized as: Shah Faisal, Gulshan, Landhi, Jamsheed Town Sustainable Arehiteeture and Urban Development 405
Overall, based on the field survey, it has been dedueed that donkeys in Karaehi ean be eategorised in three modes o1'work:
I. Donkey earts used tür transport 01' goods by eart (TGC)
2. Donkey earts used selling goods
3. Donkey earts used tür raeing
3.1.1 Donkey Carts used for Transport of Goods Most 01' the donkey eoneentrated areas are in the Old Quarters 01' Karaehi. The main eoneentration of donkey earts and their owners are in Lyari Town. This area is also re1'erred as the Native city. lt is surrounded by the port and flshery aetivity of Kimari Town, situated between the port and flsheries aetivity of Kimari in the south, the retail market and warehouses of Saddar Town in the south east and the SITE industrial zone in the west. I f we look at the overall pieture, a three kilometre loop is established starting from the plaee of residenee for donkey owners in Old Lyari, to the port related aetivities at, Kemari. The native city or the Layri town is eonneeted by very strong north-south axis through Mera Naka Road that eonneets the native city aeross the Layri River Sher Shah to the Industrial SITE Town in the north. The east-west M A Jinnah eonneets the port to the retail and go down aetivity.
Figure 7: Image shows alaundry man and its donkey eart providing door-to door laundry service in residential area 01' Gulshan IqbaI
Based on the survey it was 1'ound that the side Ianes eongested with donkey earts at the godowns and wholesale markets of Joria Baazar, Lyari Town, Lee Market, Khajoor Bazaar, Dhanmandi, Timber Market, Ranehore line. Throughout this area the system of earts (hand/donkey/eamel) are used for goods 406 Mariam Zehra Karrar transportation to shops and go downs, in the narrow lanes of the Old Town and its surroundings, where accessibility oflarger vehicles is not possible. These carts are found on the major road of MA Jinnah or Mauripur Road only in the rnorning and evening peak hours (8 - 10 a.rn. and 7 to 9 p.rn.) as most of the owners live in Lyari and Khadda labour colonies and are seen heading towards the market from their hornes and viee versa. (Class of 95-2000 ~ED UET DAP, 1999) Another popular usage of donkey cart is through the transportation of laundry to and from the residences to the places of washing. The tradition of the laundry man with the donkey cart has its roots in the pre motorised past of the city. Due to the economic feasibility a large number of Dhobis are continuing to use donkey cart for transportation of laundry. A dense network of door-to-door laundry service is provided throughout the city (See figure 7). The laundry area of selection of these places was next to the natural drainage channeIs of Karachi. Some areas ofthe dhobi ghats Oaundering neighbourhoods) are based on the proximity to the Lyari River, for example PlB colony, Jail Quarters, Martin Quarters (Jamsheed Town). Today a large nurnber of dhobis have shifted to New Karachi, east of the city centre, thereby spreading the donkey cart network far and wide.
Figure 7: Image shows a proud owner of a four wheel donkey cart carrying empty cartons tor recycling
3.1.2 Tbe Four Wheel Donkey Cart The four-wheel donkey cart is arecent addition to the carts in the city. In a 10L of cases it is feIt thaL the 4- wheel cart is replacing the hand pushcart which is Sustainable Architecture and Urban Development 407 becoming impossible to move and navigate in the fast moving traffk along the main arteries ofthe city. The four-wheel cart is specifically used for carrying bulky goods Jike empty crates of water bottles, or used as stationary carts as vegetable and fruit selling points. The advantage of the tour wheel cart is that the goods on the cart are horizontal to the road surface, therefore reducing the chance of spillage. The four-wheel cart is frequently used where the animal and the cart has to stand for long intervals. This is said to reduce the physical stress on the standing anima!. (Nawaz, The 4 Wheel Cart Ban, 2010) However, the recent May 5, 2010 ban by the Sindh Govemment has resulted in a debate as to the merits and demerits ofthe four wheel cart. (Ban on 4- Wheel Cart, 2010)
3.1.3 Donkey eart Racing as a Form ofEntertainment An entertaining feature of the related of customs of Karachi is cart racing. The donkey cart race is particular to the ethnic community of Baloch from Lyari and has become a signature for the city. Small sized donkeys are used with especially constructed sulkies. This age old tradition takes place twice a week on Saturday nights or public holidays. According to a professional racer, the race generates up to 20 30 thousand rupees of income generation per week. (Ban on 4- Wheel Cart, 2010) (See figure 8)
Figure 8: Donkey Cart racing on Mauripur Road
The donkey cart races are now given official recognition at the city level festivals like the Apna Karachi Festival. The route ofthe race starts from the Gu] Bai Chowk goes along the Mauripur Road, the Kothari Parade in Clifton. 408 Mariam Zehra Karrar
3.2 Donkey Markets in Karachi
The donkeys in Karachi come from Makran (Baluchistan), Badin (Sindh), Gujranwala and Faisalabad region (Punjab), and as far as Afghanistan, and Iran. Ouring interviews with donkey owners it was found that donkeys from Baluchistan and Badin seem to be the preferred variety as they are told by the donkey traders to be robust and sturdier as compared to those coming from the north of Pakistan. The popularity of the donkey can be judged from the availability and accessibility of donkeys in the city. Karachi city has two weekly bazaars in different parts ofthe city one at Mera Naka Bridge in Old Lyari Town along the banks of the Lyari River, the later addition of Bheense Colony in along the edge ofMalir River. It is along the edges of these riverbeds that we find the bi-weekly bazaars. In between these two extreme edges 01' the city we see a network of donkey carts across Karachi. This is the most obvious indication to the demand and supply 01' the donkey in Karachi. According to the donkey traders at the Mera Naka Bridge, approximately 300 - 400 donkeys and mules are sold weekly in one bazaar with an average of 200 to 250 thousand rupees. Oepending on the breed and size of the donkey, the cost would range from rupees 2000 and goes up to rupees 50,000 (Sahab, Weekly Oonkey Market in Karachi, Mera Naka, 2010). Apart from the weekly donkey bazaars, the area of Lyari Inext to the Bakra Piri consists of pennanent outlets that sell donkeys. One such similar case is of Babu Walla Piri where donkeys are sold "in wholesaIe" (Sahab, 2010). According to the shop owner, he is able to seIl 1 to 2 donkey's every day. On weekends; he is able to seIl four to five donkeys. According to the shop owner, for every donkey that he seIls, he is able to make an average profit of 500 rupees. Related markets have also developed that supports the donkey eart related items. Moreover, an eeonomy related to the donkey needs and parapherualia seems to be thriving for example eart making and deeoration, veterinary clinies, and donkey fodder. The eoncentration of these activities can be seen especially in the in the old parts of Karachi.
4 The Future of the Donkey Cart?
4.1 Findings
The following conclusions can be drawn based on the research eonducted over a period of 7 months. The limitations ofthe research are based on the Iimitations ofthe literature review and surveys eonducted during this period. Based on the research the following findings can be derived regarding the donkey cart network in Karachi: Sustainable Architecture and Urban Development 409
Donkey carts tend to follow fixed routes determined by their specific commercial or entertainment activities. It was also deduced that donkey carts are not used apart from commercial usage. Being an economically viable option, the donkey cart is a widely acceptable solution to poverty and unemployment for diverse ethnic groups throughout the city. Moreover, the donkey becomes an important contributor to the overall economy ofthe city. Based on the above mentioned finding it can be conduded that the donkey will continue to be a persistent feature in the future context ofKarachi.
4.2 Recommendations
The image of 2020 Karachi needs to explore a more lateral approach and incorporate the low -tech environmentally friendly image for the mega city of future. For a vast city Iike Karachi, horne to a variety of economic and social c1asses requires a more inclusive approach to planning. Foliowing are a few recommendations for the donkey cart network in the city: Facilitating animal related activity through hygienic rest stops, potable water troughs, sun breakers and health care facilities especially on routes where donkey carts frequent. Explore the possibilities of slow moving routes that are user friendly tor the equine and its owner. Keeping in mind the concentration of the donkeys in certain areas and at specific times in the inner city, donkeys can be given the right of way. This will reduce the stress of the motorised and non motorised vehide owners. Recognise the importance of the donkey at the planning and policy level of the city. The 'Prevention of Cruelty of Act 1890', and the Karachi Development Plan of 1952 laws related to animal policy need to introduced. Registration ofthe equines, traffk safety for the animals and cart owners, health and weil being of the animal, should be part of official policy. Overall, the city needs to recognise that diversity in the streetseape of Karachi will not only contribute to a healthier but also a more enjoyable place. 410 Mariam Zehra Karrar
References
Ban on 4- Wheel Cart, SO«(JUD.I)/HD/8-li2010 (Govemment of Sindh May 5, 2010). Cheema, Y. (2007). The Historical Quaters of Karachi. In Y. Cheema, The Historical Quaters ofKarachi (p. 11). Karachi: Oxford, Class of 95-2000 NEO UET DAP. (1999). Lea Market and its Envioms, Karachi: NEO Univeristy, Department of Architecture and Planning. Govemment of Pakistan. (2010, February 22). Statistics Division Govemment of Pakistan. Retrieved February 23, 2010, from www.statpak.gov.pk: http://www.statpak.gov.pkldepts/aco/statistics/livestockllivestock.html Hasan, A. (2002), Understanding Karachi, Planning and Reform for the Future, Karachi: City Press. Karachi Development Authority. (1952). Karachi Development Plan 1971-85. Karachi: PAOCO. Karachi Oevelopment Authority. (1994). Karachi Oevelopment Plan 2000, Karachi: Master Plan and Enviomment Contro] Department PADCO, Inc PEPAC LTD. Nawaz. O. S. (2010. January 7). Discussion on the Equines in Karachi. (M, Karrar, Interviewer) Nawaz, O. S, (2010, January 7). Discussion on the Equines in Karachi. (M. Karrar, Interviewer) Nawaz, D. S. (2010, May 21), The 4 Wheel Cart Ban. (M, Karrar, Interviewer) Sahab, N. (2010, February 14). Donkey Shop Owner. (M. Karrar, Interviewer) Sahab, N. (2010, February 14), weekly donkey market in Karachi, Mera Naka. (M. Karrar, Interviewer) Sahab, N. (2010, February 14), Weekly Donkey Market in Karaehi. Mera Naka, (M, Karrar, Interviewer) The Brooke. (2005, November 16), The Brooke Healthy Working Animals for the World's Poorest Communities. Retrieved February 23,2010, from The Brooke Orgainsation: http://www.thebrooke,org/index.asp?id=1 The Prevention of Cruelty to Animals Act, 1890, Act No. XI 6B (March 21, 1890), Urban Resouree Center. (1990). Urban Resouce Center. Retrieved February 25, 2010, from www.urc.org: http://www .urckarachi.orglNo. %200f%20Vehicle%20till%202007 .HT M
j In months ofMay and lune the temperatures can go up to 45 degrees and above in Karachi.
n The maximum capacity statcd by the Suzuki Company is 600 kilos only.