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%JTDMBJNFS This publication has been produced in partnership with the Friedrich Naumann Foundation for Freedom. The contents of this publication are the responsibility of Shehri – Citizens for a Better Environment ACRONYMS LIST

BOT – Build Own Transfer BRT – Bus Rapid Transit CBD – Central Business District CDGs - City District Governments CDGK - City District Government Karachi GOP - Government of Pakistan IVSAA - Indus Valley School of Art & Architecture JICA – Japan International Cooperation Agency KCR – Karachi Circular Railway KDA - Karachi Development Authority KDPPA – Karachi Development Physical Planning Agency KIT - Karachi Improvement Trust KMTS - Karachi Mass Transit Study KMTA – Karachi Metropolitan Transport Authority KSDP – Karachi Strategic Development Plan LGO - Local Government Ordinance LRT – Light Rail Transit MPD - Master Plan Department

MQM – Muttahida Qaumi Movement MRV - Merz Randal Vattan MRVP – Merz Randal Vattan Pakistan NMT – Non Motorized Transport CONTENTS

Introduction 07 Section 2 - How master planning has interfaced with mobility planning - Case Study - MRVP 1952 and KSDP 2020 Section 1 - Urban land use and transportation planning for Karachi The Context 21 Urban land use (Master) planning 09 Analyzing the plans 22 • The Greater Karachi Plan (1952) • The Greater Karachi Resettlement Plan (1958) The Greater Plan of Karachi - 1952 22 • The Karachi Development Plan (1974-85) • The Karachi Development Plan 2000 • Land planning: The neighborhood units • Karachi Strategic Development Plan 2020 • Transport planning: The transport system and road network Analyzing the planning interventions 12 The Karachi Strategic Development Plan 2020 25 • Absence of continuity List of recommendations 26 • Land planning: decentralization • Absence of political mandate • Transport planning: Transport & Roads • Absence of stakeholder consultation Comparing the analyses of the two plans 27 Transportation Planning 13 Conclusion 29 • MRVP2 Plan (1952) • Karachi Development Plan 1974-1985 (1974) Section 3 - London Transportation Strategy – A Case Study in optimizing urban livea- • Karachi Mass Transit Plan (1990) • Karachi Development Plan 2000 (1991) The Vision 32 The Ten Healthy Street Indicators 33 Issues from the Review 16 Transport and Good Growth – Shaping the city and the type of growth 34 • Duplication of Mass Transit Corridors • Changes in Urban Condition along the Corridors • Improving access to public transport • Failures Repeated for Priority Corridors • Creating high density, mixed use places • Disorganized Transport Strategy and Policy • Unlocking growth potential through improved bus services • Lack of Successful Transport Project • Using transport to support and direct Good Growth The Study for Karachi Transportation Improvement Project (KTIP) 17 Central Activities Zone Opportunity Areas • Formulation of Master Plan based on scenario analysis Suburban London • Urban development scenario Conclusion 37 Conclusion 18 Section 4 - Visioning for Integrated Planning – Public Space Design and Improved Mobility Introduction

macro level planning and planning is strategic rather than based on master planning. Planning is participatory rather than happening behind closed doors. Various sectors of urban growth and development are being interfaced rather than having a silo approach to planning. A critical trigger to this new under- standing of urban planning and sustainability is climate change, where the realization that activities happening in cities are the major contributors to global warming and thus climate change is now shaping the contours of climate friendly urban design.

development rather than planning in isolation. Unless one establishes positive parallels and linkages then objectives of optimal liveability cannot be achieved. Unfortunately, in the case of Pakistan and Karachi city that is the focus of present research, such correlations are not being created when it comes to larger land use and mobility planning. To be cited are the Bus Rapid Transit/Light Rail Transit projects that have been initiated in cities like Lahore, Islama- bad, Multan, Peshawar and Karachi. Critical interfaces have not been created with larger objectives of urban liveability improvement, thus robbing these much needed interventions of the optimal potential and capacity to contribute to sustainable urban growth. None of these interventions have embedded within

sector investment into a larger agenda of urban economic rejuvenation, environmental improvement and inclusive urban growth.

use planning. The historical process of urban and mobility planning in Karachi has been traced and some learning points have been highlighted on the failure

ning vision and agenda for the city. In the end, some innovative and visionary academic work of youth has been documented to help highlight and dissemi-

It is hoped that this pioneering work would help generate a dialogue and discourse on this important topic so that appropriate interventions can be sought

policy and planning.

Farhan Anwar Urban Planner, December, 2019

07 SECTION 1 Urban land use and transportation planning for Karachi

Before discussing some options for converging the objectives and planning directions for urban land use and urban mobility planning in Karachi, it would be instructive to highlight and bring in proper perspective the major efforts at urban master planning and transportation specific planning for the city, undertaken till date. Generally, we had a non-holistic approach to planning where the various elements of urban development are consid- ered in isolation. This approach that has roots in a number of causal factors – multiple levels of land ownerships and policy controls, political and institutional fragmentation, rapidly increas- ing non-regulated and non-documented informality are some critical fault lines that create this disconnect.

In this Section, the planning processes will be clustered together and some learning points will be extracted. 1. Urban land use (Master) planning In the pre-partition era, The Bombay Town Planning Act was made in 1915 and as Sindh was part of the Bombay presidency at that time, it became applicable to Karachi. This Act was primarily meant for setting up and regulating new neighborhoods, as well as for streamlining the provision of public and community facilities. Following are discussed the post-partition urban and master planning interventions The Greater Karachi Plan (1952) master plan for Karachi. This plan can be provision of housing and infrastructure as the In response to the challenge posed by the pace of industrialization was slow and conse- master plan for the city. It envisaged the crea- quently the new satellite town could not be all open space in the city center and the desig- tion of a new administrative area that was to settled as planned. Though the plan in its be linked with the old city by fast roads. It letter and spirit could not capital ofthe newly independ- proposed the development of a Federal Capi- Though the plan in its letter and spirit could be implemented, however, ent state, the government was tal at GadapIt also proposed a federal secre- not be implemented, however, owing to the owing to the recommenda- anxious to develop a plan for tariat, legislative buildings and a University recommendations of this plan, the refugee- tions of this plan, the refu- the city’s future growth and around a large independence square. The plan settlements in the inner inner city were bull- gee settlements in the inner city were bulldozed development. As a response to was not implemented mainly owing to the dozed and since no options for new housing and since no options for the need of institution build- continuing political instability in the country were provided by the government, squatter new housing were provid- ing, in 1950, the Karachi settlements started taking shape with the ed by the government, Improvement Trust (KIT) was plan implementation. consolidation of what came to be known as squatter settlements start- established that was later the informal sector in housing. This develop- ed taking shape with the consolidation of what upgraded to become the Kara- The Greater Karachi Resettlement Plan ment had a huge impact on how the city came to be known as the chi Development Authority (1958) grew and developed in the coming years. informal sector in housing. (KDA) in 1957. In 1952, KIT with This plan was developed after Ayub Khan This development had a the assistance of a Swedish established military rule in Pakistan and a huge impact on how the decision was taken to shift the country’s capi- city grew and developed in the coming years and then on the North Karachi tal from Karachi to Islamabad. The plan was hill. Vattan (MRV) prepared a - des Associates and consisted of developing two satellite towns of the city where industrial centers were proposed to be developed. Landhi-Korangi to the east and New Karachi to the north. It was recommended that the refu- gee population be shifted to these townships with facilities for housing and employment provided for them. Source: Planning Failure of Satellite Town: A Case Study of Source: Parhlo.com By 1964, the plan was abandoned despite the Korangi, Karachi, 2017, Tania Ali Soomro, Mohsin Ali Soomro 09 Greater Karachi Resettlement Plan fails to get Implemented – Consequences for urban mobility of the poor Transportation became another immense concern that arose due to the non-availability of proper road network connecting Korangi to the inner center. Each day trucks packed with people rode between Ko- rangi and the city center. A great number of people had to travel every day, changing three buses from Korangi and rest of outskirts of Karachi to work at the city center and nearby areas. Only the poorest people were being moved out of the city center and the transportation costs added more to their month-

the resettlement resulted in an increase in their expenses and commuting time. Being frustrated with the prolonged travelling time and high fares, people start moving back to the city center. They built new Korangi Low Income Housing huts in the same neighborhoods that the government was working so hard to clear. Source: Planning Failure of Satellite Town: A Case Study of Korangi, Karachi, 2017, Tania Ali Soomro, Mohsin Ali Soomro Source: Planning Failure of Satellite Town: A Case Study of Korangi, Karachi, 2017, Tania Ali Soomro, Mohsin Ali Soomro The Karachi Development Plan (1974-85) plan proposed no system. The plan also did In 1967, the government of Pakistan request- not adequately assess the role of the very ed the United Nations Development Program The Karachi Development Plan 2000 (UNDP) to assist in the preparation of a had established itself by then and had a criti- master plan for Karachi. In 1968, the UNDP the assistance of the UNDP. At the core The plan also did not adequately cal contribution and agreed and a semi-autonomous organiza- of it, the plan consisted of a computer - impact on the growth and tionknown as the Master Plan model that could monitor the develop- cant and powerful informal development patterns in Most experts agree sector that had established itself that the Karachi De- Department (MPD) was created.- ments in Karachi so as to facilitate by then and was having a critical the city. This plan also velopment Plan Most experts agree that the Ka- contribution and impact on the enjoyed no legal cover. 1974-85 was the best rachi Development Plan 1974-85 detailed urban development scenario growth and development pat- planning document terns in the city prepared for Karachi was the best planning document for 1986-1991 and 2000 using the data City, as it highlighted prepared for Karachi City as it base and the model to simulate the well the core planning highlighted well the core plan- and development ning and development challeng- urban population of a number of demograph- challenges facing the es facing the city and also indi- ic, - city and also indicated with great accuracy cated with great accuracy the ning factors. It also focused on institutional the emerging growth emerging growth trends. How- development that included the setting up of trends ever, because of the non-imple- an independent Karachi Division Physical mentation of this master plan, the gaps creat- Planning Agency (KDPPA). However, in terms ed in provisions of adequate housing, trans- of implementation, the fate of this plan was port and urban utilities by the government proposed monitoring and related planning that expanded with various interest groups could not be carried out in the absence of the becoming suppliers of the physical, social relevant data, for the provision of which the Source: Express Tribune Blog 10 Karachi Strategic Development Plan 2020 was an exercise undertaken on a much reduced scale as com- In 2001, the government of President General Pervez Musharraf, pared to the previous planning initiatives, both in terms of the introduced a new local government system. The 2001Local Gov- time spent on preparing the document and the finances ernment Ordinance (LGO) created autonomous Tehsils/Towns involved. (Sub-district) Municipal The Plan aimed, as it put Administrations (TMAs) Before Partition Year 1955 it, to set out a strategic and City District Gov- framework and an over- ernments (CDGs), and all development direc- made them exclusively tion and future pattern responsible for munici- of the city for the next pal services in both the 13 years. It sought to rural and urban areas of establish CDGK as the their jurisdictions. Year 1974 Year 1987 apex planning institu- tion with legal authority The KDA which had for planning and devel- been responsible for opment controls over the earlier planning all land and buildings exercises stood within the city. It annulled with its func- focused its recommen- tions transferred to the Year 2001 Source: KSDP 2020 dations on integration newly established City of economic and fiscal District Government planning with spatial Karachi (CDGK). In 2007, planning recommend- the CDGK through the ing public-private part- offices of the Master nerships for large real Plan Group of Offices estate development (MPGO) appointed a including water front local consultant, Engineering Consultants (Pvt.) Ltd. to formulate development. The plan was approved by the City Council and as the Karachi Strategic Development Plan 2020 (KSDP 2020). The such enjoys legal cover (though being disputed by the Provincial Plan, funded under the Presiden’ s Tameer-e-Karachi Program, Government) as compared to past endeavors.

11 ANALYZING THE PLANNING INTERVENTIONS

The various planning exercises undertaken to date when analyzed within the context of how the city has developed quite The planning process has remained mostly detached city. There are a number of reasons why this has happened. Some of the key contributing factors are discussed as follows: from the existing ground

has been made to base a Absence of continuity planning exercise on les- sons learnt from the past. been made to base a planning exercise on lessons learnt from the past. Every new planning document has The planning process has remained mostly detached from the existing ground - tinuously evolving process. As a result, most of the planning assumptions and recommendations were based on has been made to base a incomplete, faulty and outdated data. planning exercise from les- sons learnt in the past. Every new planning docu- ment has brought a new All the planning exercises in Karachi have been undertaken under the auspices of KDA that has never had any direction to the planning legal or administrative controls on the many other land development agencies functioning in the city. Similarly, approach while in the inter-

been made to continuously Absence of political mandate update the data base. Other than the recently approved (City Council) Karachi Strategic Development Plan 2020, no other plan has Master planning has been enjoyed legal cover or mandate. This has been mainly due to the fact that land has come to be associated with

rather than as a continu- ously evolving process. As a means to deliver social good. Providing legal cover to the planning document deprives the political and bureau- result, most of the planning cratic entities of the discretionary powers that they would otherwise enjoy and through which they can by-pass assumptions and recom- rules and regulations. These discretionary powers are essential to buy and reward political support and use land mendations were based on incomplete, faulty and out- dated data. Absence of stakeholder consultation There has been extremely limited public input that has gone into the preparation of the plans. During the KDP-1973-85 and the KDP-2000 for example, key stakeholders that included transporters, shop keepers, estate agents, brokers, dealers, religious and political groups, professionals, developers, businessmen were not engaged in any meaningful consultative process. 12 2. Transportation Planning The various transportation sector related master plan recommendations and other related studies have beem sourced from the Study for Karachi Transporta- tion Improvement Project in the Islamic Republic of Pakistan prepared by the Japan International Cooperation Agency (December 2012). The content here highlights some key recommendations related with urban transportation coming out in the master plans and some studies and reports prepared inde- pendently

MRVP Plan (1952) KCR was reduced to bare minimum by 1999 to

North Nazimabad Prepared by a Swedish company (MRVP), the keep the track operational, until land slide in Orangi Proposed ST 3 Liaquatabad Proposed ST 2 Proposed ST 1 Manghopir NIPA plan is the first master plan which proposed Gulistan-e-Johar area led to its complete Gulistan-e-Johar Karachi International SITE Airport Jinnah Airport mass transit system including Karachi Circular suspension in 2007. Shah Abdul Latif Drigh Road Proposed ST 5 Baldia Drigh Colony Star Gate Railway (KCR) and several radial branches. The Liyari Wazir Mansion Chanesar TOWER Karachi City Proposed ST 4 urban development after the master plan Karachi Development Plan 1974-1985 Port DCOS Karachi Cantt followed the urban structure as designed in the (1974) master plan. One of the most important This plan was prepared by Karachi Develop- implementation of the master plan was KCR, ment Authority with the corporation of which was constructed in 1960s and opened in United Nation when the population in Karachi Area Legend KCR (Stage-1) 1969, although the actual alignment of KCR Area (km) [3.527] was approximately 4.4 million (1974). KCR (Stage-2) KCR (Stage-3) Population was smaller than the one proposed in the Diesel powered trams were operated in Station (Passenger > 100.000) Population [12. 461. 423] Station (Passenger > 70.000) plan. Since there were many level crossings Population Density (people/km) Station Saddar when the plan was prepared. The (3533.2) PR Two Trach Line with roads and the access to stations was not number of car-owning households was as PR single Line proper, KCR failed to attract commuters and Source: Special Assistance for Project Formation (SAPROF) for Karachi small as 36,000 (1971). In the urban transport Circular Railway Project in the Islamic Republic of Pakistan – Final Report, the service level became poor. The service of program, it said: Because Karachi’s road system provides a capacity far great- The light rail in the Plan 1975 - 1985 meant an MRVP Plan – 1952 SPURS / RADIAL ROUTES er than that needed today, few urban railway using public street space similar improvements would will be needed to conventional tramways, while the rail rapid KCR PROPOSED 1952 to make it capable of absorbing the transit meant the railway system having the demand under the restrained condi- rail track which is separated from road system. tions. For mass transit system, three The conclusion of the alternative analysis was that it was too early to introduce railway LEGEND: alternatives were studied in the final system in Karachi. In the public transport PR Main Line report: 1) improvement to existing rail, Local Rail Line program, the report concluded: Proposed Rail Line: 2) existing rail with light rail and rail KCR CONSTRUCTED Loop Spurs 1964 rapid transit, and 3) existing rail with KCR Loop light rail. The existing rail (KCR, main The Central Administrative Area University Area line, Malir branch, and Korangi branch) Source: CDGK was common in the three alternatives. 13 “No major new light rail facilities are recom- mended at this time, but the right-of-way of the existing diesel-powered trams should be upgraded, and the trams should be rebuilt with new engine.”

Karachi Mass Transit Plan (1990) Transport Authority (KMTA) as the implemen- Other Studies Karachi Mass Transit Study (KMTS), supported tation agency of the proposed mass transit by the World Bank, was carried out by inter- corridors. KMTS introduced the concept of In 1970s, there were several studies Light Rail Transit (LRT) as a railway system conducted for mass transit development report of KMTS was submitted in August 1990 with lower capacity than heavy rail or metro in Karachi. and approved at various levels by the Gov- system because of the smaller composition of ernment of Pakistan (GOP), as well as the trains but higher capacity than tramways be- - World Bank. Transit-ways in the total length of cause of the elevated or segregated track. tion .of KCR. SOFRERAIL French consult- 87km including elevated sections were pro- ants also conducted the improvement of posed in the report. The proposed tran- Karachi Development Plan 2000 (1991) KCR and main line. In addition to those sit-ways were designed as bus ways that can The report of Karachi Development Plan 2000 studies for KCR, a subway system be- be converted to light rail system. was prepared in June 1991, one year later tween Tower and Liaquatabad along - M. A. Jinnah Road together with electric This report recommended the establishment rachi Mass Transit Study (KMTS), August 1990. trolley buses was studied by the Rapid of an autonomous Karachi Metropolitan The report just reviewed and supported the Transit Cell under the Federal Ministry of mass transit plan in KMTS and there was no Communications. Proposed projects in MASTER PLAN FOR KARACHI MASS TRANSIT SYSTEM these studies were not implemented. Karachi in 1990 was approximately 7.8 mil- lion. KCR ROUTE LINK

SINGLE TRACK LOOP Transit Plan (1990), the Government of Paki-

LEGEND: clearly mentioned the routes of six corridors KARACHI MASS TRANSIT CELL as National Mass Transit ways/strategic transit (CITY DISTRICT GOVERNMENT KARACHI) ways of Karachi Metropolitan City. KCR was

14 Karachi Strategic Development Plan KSDP 2020 RECOMMENDATIONS (KSDP) 2020 There are some recommendations by sector in There were 16 objectives for the transport KSDP 2020. The following are those of Transit policy in KSDP 2020. These objectives seem Improvement. Karachi Mass Transit Corridors – Routes levels. KSDP 2020 set forth three principles for mass transit program as follows: - by adopting such measures as rationalizing the tegic Transit Ways were called as Karachi Mass • It should have maximum coverage with bus routes, reserving high volume routes for large Transit Corridors, which comprised of the buses, providing bus stops, transit terminals and following six corridors. minimum input and maximum output other physical improvements • It should be built with minimum invest- • Replacement of existing bus stock with environ- Corridor-1: Tower to Sohrab Goth (15.2km) ment and shall have a short completion Corridor-2: Cantt Station to Orangi (12.2km) period • Bus fare structure shall be rationalized Corridor-3: • It should also have maximum outreach and • Parking and garage facilities shall be provided to Board be compatible with bus travel cost mini bus, taxi and rickshaw services Liaquatabad to Manghopir Road along KCR Corridor-4: Karachi Cantt to Landhi along The following are recommendations about Mass Pakistan Railway Main Line Transit in KSDP 2020 Corridor-5: Nagan Chowrangi to Shahrah • A segregated transit system shall be built in order -e-Faisal along Rashid Minhas Road, and to to facilitate travel to the CBD, industrial areas and Landhi the work centers Corridor-6: Tower to Baldia Town along KCR • The Karachi Circular Railway shall be extended to and RCD Highway cover sub-urban areas for maximum coverage and utility Corridor-7: Karachi Circular Railway • Bus rapid transit shall be re-introduced on major roads • The feasibility of constructing light rail transit in the form of a combination of underground or elevated service on priority I and II corridors shall be examined 15 ISSUES FROM THE REVIEW The Study for Karachi Transportation Improvement Project in the Islamic Republic of Pakistan, gives a review that focuses a bit on the proposed Karachi Mass Transit Corridors, but then also analyzes some issues of general concern that highlight well the

Disorganized Transport Strategy and Policy Duplication of Mass Transit Corridors In an urban transport plan, its projects and programs The Corridor-4 runs in parallel with KCR along Shah- should be well organized under a clear structure of rah-e-Faisal Road. The Corridor-6 also runs in parallel public statements such as strategy, object, policy, and with KCR between Tower and the crossing point of Changes in Urban so on. The typical structure in a transport plan is such KCR and RCD Highway. Since the term “Mass Transit” Condition along the as goals – objectives – policies. In some cases, the usually means transit system with high capacity, Corridors word of “vision” and “strategy” are used. This kind of these parallel routes are obviously duplication. It the Mass Transit Master planning structure is not clear in the transport sector would be rational if Corridor-4 and Corridor-6 are Plan by Government of in KSDP 2020. There are 16 objectives, three princi- branch lines of KCR and use the same route along the Pakistan (GOP) (1995), ples, and some recommendations, but they are only a parallel section. In addition to the Corridors, BRT elevated structure of the mixture of public statements of various level. It is nec- routes are proposed along KCR in the BRT study in Corridors became more essary to establish the policy structure for the trans- 2006. It is necessary to re-arrange the network to the construction of port plan in Karachi. avoid duplication and ensure coordination between CDGK and Pakistan Railways. became impossible due to

at the end of RCD highway. Failures Repeated for Priority Corridors Lack of Successful Transport Projects In addition, construction Every attempt to materialize the priority corridor I & II Karachi has introduced several bus projects to im- of buildings and encroach- had been failed. There are individual reasons of the prove public transport. The Metro Bus was very suc- ment are observed along failure in each project, which seem to be rational. cessful initially. However, the modern and clean bus the corridors However, it is necessary to review the principal as- pects of the project scheme such as BOT and PPP. services have become same as that of other bus ser- Since there are few examples of mass transit system vices. The Urban Transport Scheme (UTS) was intro- - duced in the early 2000’ s but resulted in failure due port from public sector in the world, more attractive to lack of support by the Government and changes in schemes for private sector should be considered CDGK. The pilot project of CNG Green Bus is very new instead of posing too much demand on investors. - ject failure is repeated, people will take it for granted that any project initiated by the government will fail. It is necessary to implement a public transport pro- ject in successful manner. 16 The Study for Karachi Transportation Improvement Project (KTIP) Japan International Cooperation Agency (JICA) in 2010, in the KTIP Study, did create some scenarios for linking mobility with urban development that are shared here

Formulation of Master Plan based on scenario analysis

Decongestion of the Urban development in Concept Intensive transport development in Transport development in the suburban center of the city suburban area the center area to solve the serious area to support the city expansion congestion Mass transit Advantage Economic benefit by decongestion Development cost is lower than that of the Revitalization of Karachi development in radial is very large city center. Public transport share in Circular Railway direction suburban area will increase Disadvantage The scale of land acquisition and Passenger flow from suburban area will Improvement of public Highway development for resettlement is large and cost will overflow within the center of the city transport road construction be expensive

To cope with these challenges, it is necessary to establish the priority area of urban transport in view of not only mass transit Legend LRT Corridor 1 BRT Line-1 River system, but also urban development. LRT Corridor 2 BRT Line-2 Lake or Sea LRT Corridor 4 BRT Line-3 Boundary Line of Karachi City LRT Corridor 5 Urbanization Promoting Area LRT Corridor 6 Densely-populated Area Pakistan Railway Karachi Circular Railway Urban development scenario The performance of urban transport system depends on its relationship with urban structure, and the development of urban transport systems should Key Map conform to that of urban development. The table below shows the two possible scenarios of urban development.

Scenario Priority development in the center Land development in suburban area of the city Image

THE STUDY FOR KARACHI TRANSPORTATION IMPROVEMENT Location Map JICA Study Team Source: The Study for Karachi Transportation Improvement Project, Inception Report, 2010, JICA 17 CONCLUSION

It would appear that with respect to planning, This was needed as the sprawling nature of trial and manufacturing sector – both the significant efforts have been made to provide city landscape anticipated that the city industries and associated human settle- the city with a focus and direction for devel- would spread far and wide in a planned ments. None of the two anticipated scenarios opment – both in terms of city wide master manner and as such needed mobility options happened the way they were envisioned. and mobility planning. However, the plan- to facilitate that horizontal spread. This While Karachi very soon transferred the role ning efforts have not succeeded in catalyzing understanding is before the age of sustain- of capital city to Islamabad, the pace of change on ground as the political economy able growth when sprawling city patterns are industrial growth as mapped out in the Diox- construct governing the city has continuous- now being discouraged and a more compact ides Plan never gathered the momentum that ly failed to provide an enabling legal, policy, city growth model with vertical rather than was anticipated. While the peripheral areas in institutional and regulatory space to make horizontal spread is being promoted. So the city got settled but not by the high end that happen. In fact, it has played the oppo- while it is not the case that connections have land use that was being envisioned but by site role by derailing efforts for a viable not been established within urban land use low income poor community housing that change. and mobility planning, the issue is that the were settled mostly by partition period city has mostly followed growth patterns that migrants that were bulldozed from the inner If we look at the transportation sector, it is though have taken some inspiration from the city in the late 50’s and early 60’s by the gov- obvious that within the master planning exer- planning recommendations, have never ernment. cises, the core focus has been on public mass manifested on ground within the confines of

transit. That is not surprising as given the the larger integrated growth models that Population in 2005 1,000,000 500,000 100,000

traditional ‘master planning’ approach that were being recommended. As such, while the Population in 2020 1,000,000 500,000 defined these planning exercises, the focus is city unravels in the anticipated growth corri- 100,000 more on ‘macro level’ interventions rather dors, the DNA of this growth cycle has than on bringing the scale of strategic plan- disabled rather than enabled the mobility ning to the ‘micro level’ – which in fact is now scenarios that were modeled. Now lets look the new paradigm in strategic urban planning at what is meant by this growth cycle DNA. – more on this later. If we do a comparative analysis on the master planning exercises, In the MRVP Plan, Gadap is being identified then it is indicated that other than the most for growth within the understanding that recent planning exercise – KSDP 2020, all the Karachi would remain the capital city of Paki- preceding ones have connected urban physi- stan, while in the Dioxides Plan, new settled cal growth scenarios and recommendations enclaves of Landhi-Korangi and North Kara- Source: Special Assistance for Project Formation (SAPROF) for with supporting mobility options – identify- chi are being recommended to house Kara- Karachi Circular Railway Project in the Islamic Republic of Pakistan – Final Report, May 2009, Japan International Cooperation Agency, ing modes of travel and the travel routes. chi’s anticipated push into large scale indus- Nippon Koei Co. Ltd. Yachiyo Engineering Co. Ltd. 18 Their travel needs were not considered a Karachi Mass Transit (1990), KCR, and the Karachi Transport Corporation, the KCR, priority focus within the scope of the ad-hoc presently ongoing Karachi Breeze BRT are Mohammadi Tram Service are some sad development initiatives taken in that time examples of the sorry political victimization reminders of the continuous decline in and so the recommended mobility projects of such initiatives. This has either happened service delivery when it comes to the trans- also remained only in the pages of the plan- in struggles for control at the vertical scale portation sector in Karachi. ning documents. (Federation and Province - Province and City) or the political straitjacketing on a horizontal In the end, what this Section brings out is a This unfortunate and growing profile of scale also in the political sphere – PPP and huge void between plans and the realities on social injustice and inequity is at the core of a MQM contestation and now PPP and PTI con- ground. Within this chasm has been This unfortunate and grow- lack of government testation. Transport and mobility is not the witnessed the interplay of powers and con- ing profile of social injustice focus on projects only development sector that has suffered in trols, being exercised by political entities that and inequity is at the core of having a public good this naked struggle for power and control are part of the power dynamics that has and a lack of government focus element to them – over resources but it probably is a sector that is shaping the unfortunate physical, social on projects having a public such as public mass has suffered the most. For a city of over 20 and economic contours of this city. The con- good element to them – such as public mass transit. transit. Then the way million population, we presently don’t have tinued political instability has meant that no Then the way the city devel- the city developed and have never really had a public mass tran- policy or planning vision finds a long term oped without an effective without an effective sit system. Because of political tussles, insti- footprint. Informal sector has moved in to fill legal, policy and planning legal, policy and plan- tutions that are supposed to navigate the the service delivery vaccum and the sector umbrella – ad hoc growth ning umbrella – ad ship have been stripped of their mandates, lacks any kind of regulation or control. It and increasing footprint of a hoc growth and with relevant powers and functions spread all means that the critical institutions of civic non-regulated and highly politicized informal sector, it increasing foot-print over the place and have become technically governance are on a downward spiral of has become increasing of a non-regulated bankrupt and tainted with high levels of service delivery decline. When the state fails difficult to plan public mass and highly politicized corruption and political interference. to provide an enabling space for collabora- transit systems having the informal sector, it has tive sustainable urban growth, it becomes required access and facility become increasingly So whatever great plans we keep coming up increasingly difficult to attract alternative difficult to plan public mass transit systems with, will they ever get implemented in the service providers or financial partners such as having the required access and facility. This way being envisioned remains a big question within the private sector or communities. becomes evident in the analysis of the Kara- mark! Critical to this concern is the ongoing Donor agencies and other foreign financing chi Mass Transit Corridors in this Section. Karachi BRT Breeze project. and technology drivers are also shy to invest High value of traffic corridors identified for and partner. So for now this analysis indi- LRT or BRT mobility were built upon with This realization also brings into this discus- cates that the city finds itself in a viscous flyovers or the route widths got constricted sion and discourse of how unfortunately circle of urban service delivery and live ability owing to illegal development. systems that were working have been run to status decline that can only be reversed the ground rather than being upgraded and through a show of political will and consen- All the major mobility related interventions – integrated with other mobility options – the sus building. 19 SECTION 2 How master planning has interfaced with mobility planning Case Study - MRVP 1952 and KSDP 2020 There is limited, if any, discourse of quality available discussing in detail the correlations and implications of the larger urban plan- ning decisions and the actions taken on mobility planning relevant to Karachi city. In this Section, a PhD Degree Thesis of Sofie Malm - Mobility discourses in past, present and sustainable plan - ning: The case of Karachi - submitted to the School of Architec - ture and Built Environment, Department of Sustainable Develop- ment, Environmental Science and Engineering, Stockholm, Sweden is being sourced to develop a discussion on the interface between overall urban and mobility planning in Karachi.

In her thesis, the author has, by using the methodology of Dis- course Analysis, investigated sustainable mobility in the first and the current city plan of Karachi, namely the Greater Report on Karachi 1952 (more popularly known as the MRVP Plan) and Karachi Strategic Development Plan 2020 respectively. This research work, it is felt is useful in also understanding how the quality and scale of urban scale planning has changed – since creation to the present times - Which, it is sadly indicated, has not been a process that has evolved for the better. “Capturing ways of seeing mobility thus widens our language for engaging with questions The Context of mobility and its political and social reality and possible futures” (Jensen, 2011)

- What issues are presented and what strategies are put forward to solve these issues - of mobility can be seen through the pre-assumptions and social norms described in cant impact on how the urban growth processes evolve them. According to Bradley (2009) it is important to scrutinize the social norms that and map out in any city. As she states, ‘mobility and cities underpins planning strategies before a transformation to a more sustainable and are closely connected to each other; you cannot have one just society can be started. This is because assumptions and norms can either be a without the other. Examples from Curitiba, Brazil, and Stockholm, Sweden, show how the introduction of their in society’.

This understanding is important to raise within the context of Karachi, as decisions structures, institutional set-ups and people’s way of life (Weingaertner, 2005).This gives ideas of how mobility can shape a city: that they are closely interlinked. Additionally, gets highlighted in the Thesis document, ‘this can be connected to current Karachi, Priester, Kenworthy and Wulfhorst (2013) argues that where construction of expressways to liberate congestion on roads leads to the immobility of pedestrians due to lack of pedestrian bridges (Hasan, 2015). The free- spatial structure, existing transport supply and the popu- dom for some to move indirectly exclude others’ freedom to move, they are not free lation’s individual mobility behavior (as well as economic, in the same way (Sheller and Urry, 2006). In general the social inequality of current political and cultural conditions). Therefore mobility does mobility systems is getting more and more substantial and many recent studies not only shape a city, but is also shaped by the city. point towards not everyone have equal access to mobility (Hannam et al., 2006). Furthermore, policies connected to the urban environ- Searching for the distribution of possibilities for mobility can reveal social inequali- ties through identifying what type of mobility, for example mode of transport, is understanding of what a city is, as well as shape these prioritized or seen as fundamental to society’. understandings and the city itself (Cochrane, 2007). Mobil- ity is thus linked to both the city and the people within it, The main research questions that were taken up for investigation in the Thesis and for example city structure and norms of behavior both are listed below: shape and are shaped by mobility. • What are the problems and what is made problematic?

• How is the better (mobility) society presented in the plans? context to the planning process. As she rightly documents that explor- • What pieces of information is put forward as important regarding mobility? ing what is understood as ‘good’ or ‘desired’ mobility and for who is the key into seeing how priorities are made when planning for mobility in • How do the plans relate to social equity and environmental concerns? • What social groups and norms for behavior are present in these problem we move. This raises the importance of investigating what this view is, formulations? how mobility is perceived and what consequences it has for the future city and for whom • Whose desired future is described? 21 Analyzing the plans Though the main authors all were Swedish great extent in Karachi today. Karachi has they were highly influenced by British plan- however to some extent followed the sug- The two (2) Master Planning documents ning ideologies of that time. Pakistan had at gested road network, which made develop- analyzed are: the time just become its own country and the ment along similar corridors as predicted in goal of the plan was to write it as a learning the plan (Ahmed, 1992). • Report on Greater Karachi Plan 1952 (MRVP) document on how to conduct city planning. • Karachi Strategic Development Plan 2020 Political struggles and unforeseen immigra- (KSDP-2020) The plan is thus characterized by the tion can be identified as the main reasons to post-war optimism that permeated Europe, why the plan was not implemented. Focus The evaluation has been then interfaced with a big optimism that a technological and resources were shifted to Islamabad and with ongoing challenges in achieving revolution would happen in Karachi (Lars the shortage of affordable housing made sustainable mobility in Karachi. Document- Malm 2015, pers.comm. 15 February). The people occupy land and build informal ed as follows are excerpts from the thesis plan sought to link the old Karachi and the settlements. Besides from gravely underesti- that look into the two plans with respect new administrative/university area through mating the population growth, the econom- considerations or otherwise of interfacing fast transport, both public transport and ic situation of the vast majority of immi- mobility planning in the larger planning express-ways. Human resources were grants did not conform to the predicted recommendations. presumed to be expensive and an example living standards in the plan. The difficulty of is the designed light-rail system, where it planning for the economic situation of the The Greater Plan of Karachi - 1952 was important to have bigger metro-cars in immigrants is also apparent in the second In 1947 the Swedish-British company Merz order to minimize the number of personnel plan for Karachi, the Greater Karachi Reset- Rendal Vatten Pakistan (MRVP) got assigned needed, and there-by reduce costs. There tlement Plan by Doxiades, which saw it as an to make the first master plan of the assigned was an assumed increase in standards, impossible task to provide housing for Besides from gravely underesti- capital: Karachi in single-family houses in suburban areas were people with such low purchasing power mating the population growth, newly formed Paki- planned for the majority of the expected (URC, 2010). the economic situation of the stan. The Swedish population: 2.75 million out of 3.5 million vast majority of immigrants did company Vatten- people. The remaining was to live in the not conform to the predicted existing, denser city center. The city was to living standards in the plan. The byggnadsbyrån be decentralized in the sense that functions difficulty of planning for the(VBB) was the com- economic situation of the immi- pany out of the and services were to be found in each grants is also apparent in the three, which had neighborhood, but in order to connect the second plan for Karachi, the previous planning city and create a more uniform (labor) Greater Karachi Resettlement experience and were market, cheap and reliable transport was to Plan by Doxiades, which saw it as therefore the ones connect the whole city. an impossible task to pro-vide housing for people with such low who mainly con- For whom the plans could not cater to purchasing power (URC, 2010) structed the plan. The Plan has not been implemented to any Source: Farhan Anwar 22 Uniform labor market - The idea of being able to travel quickly from one area to another was not only thought to create a uniform labor market, it would also be posive for personal and cultural encounters.

The main axis - The new town, which was the administrave and university area, was to be connected with the old town through fast transport, both public transport and roads. This would create a main axis that was connected to the suburban neighborhood units.

Different funcons in different specified area - In the plan the different industries, commercial and administrave units were decentralized, but all funcons were to be put on the main traffic routes to be more accessible.

Safe, fast and cheap transport - An efficient transport system takes regards to both speed and safety. Therefore traffic separaon was a key in this plan. Highways were to be signal free and local streets were to restrict fast driving. Important was also the light rail system for the city and in the city center walking was to be the main mode of transport.

Community life - People were to live in residenal areas large enough to provide the area with sufficient funcons in form of culture, educaon and shopping. These would be part of larger neighborhood units the could hold more rich and diverse center, as well as larger funcons, such as hospitals for example.

Walking distance - The maximum walking distance was to be one mile (1.6km) and everyone who wished to live close to their work was to be able to do so.

Differenated density of populaon - The majority of the populaon was to live in less dense terraced housed in the suburbs, but the density would we kept and the center to be “the compact heart of the city”.

A responsible outhority The City by the sea The Heart of Pakistan Flexibility 23 Land planning: The neighborhood units

One of the main proposals of the Plan was that buses or active modes of transport. light rail system was to be built that would the inhabitants of the new capital were to live transport people in a fast and efficient way. A in neighborhood units and residential zones. Due to this idea of decentralization of housing good public transport system was also seen as Neighborhood units would have a common and functions to the outer parts of Karachi, key in order to keep the roads and the city city center where larger functions, such as these areas were-thought to develop and center from becoming congested. The plan care-centers and industries or administrative become independent or self-containing and also discusses how augment the capacity of functions were to be found; they were sought most of the functions were to be reached people on buses and rail with fewer working through walking. What was not to be decen- staff, as labor would become more expensive A clarification of the difference between residential zones and neighbourhood units from the plan. In the suburbs each residential tralized was amusement, which was to be kept in the future. zone would consist of 2500 people whereas in the higher density inner city one residential zone was to be of 5000 people. in the inner city, and even though this could lead to congestion, it was still thought to be an The different modes of transport proposed Inhabitants Type of functions (examples) important factor of urban life. In general, walk- were cars, bikes, public transport and walking. Culture, Shops, Schools, ing was expected to increase and cars to Even scooters (motorcycles) were mentioned Residential 2500 Mosques, services that decrease when moving closer to the city center as something that might be convenient for the Zone (5000) were used daily or weekly. to avoid congestion. Apart from good connec- city. Only 1% of the population was predicted Local transport by walking or bus. tions between the neighborhoods and the to be able to afford a car, but still congestion Neighborhood 40 000 Main center. Hospital inner city the University was to have the best was something that was highly unwanted. (shared between several communications in the whole city. Walking was to be the Walking was to be the units). Transport to the main mode of trans- main mode of transport rest of the city. Industries/ within the neighborhoods other employment Transport planning: The transport system and port within the neigh- and city center. Bikes are opportunities. road network borhoods and city not explicitly mentioned Transport was seen as crucial for a city to center. Bikes are not but come up in drawings to be more or less self-containing. It was also showing that they are in these centers where a rail or bus station ensure accessibility to its different functions explicitly mentioned considered. However would be situated that would connect the and opportunities. Speed and high capacity but come up in draw- animal driven transports was also seen as the key into a functioning ings showing that are never mentioned. different areas and the inner city. Common Functions such as school urban traffic system. Traffic separation was they are considered. functions, such as bazaars and primary schools and services were within promoted in the plan, highways would be However animal each neighborhood unit, Due to this idea of were to be found signal free with advanced infrastructure for driven transports are whereas the fast rail bound public transport decentralization of housing in each residential intersections, flyovers, underpasses and differ- never mentioned. and functions to the outer system was there to serve zone at walking workers and create a parts of Karachi, these areas entiated pedestrian and bicycle infrastructure. Functions such as distance for every- uniform labor market were thought to develop and Within the neighborhoods there would be the school and services become independent or one, whereas the local streets where space was shared by all were within each neighborhood unit, whereas self-containing and most of neighbor-hood modes and hence speed was restricted. The the fast rail bound public transport system was the functions were to be centers would be public transport system is promoted as the there to serve workers and create a uniform reached through walking reached by local backbone of the system several times and a labor market. 24 The Karachi Strategic Development Plan 2020 on the Central Business District (CBD), which The list of recommendations is also a part of City District Government Ka- today has 50% of the job opportunities in Ka- The KSDP 2020 presents a list of recommendations that rachi (CDGK), is a body established for and rachi, and therefore one of the main issues of gives suggestions about what actions or programs has conducted this master plan (at the time congestion (MPGO, 2007). should be undertaken in order to achieve the objec- of preparation of this thesis, the City and tives of the plan (MPGO, 2007). A summary of the rec- Towns District system of local governance According to the Plan the problems that have ommendations in the Plan that has relevance to mobili- was in place in Pakistan). One of the success- arose due to the failure to enforce previous ty is shared here. These are actions or programs that es of the Karachi Strategic Development Plan plans are: urban sprawl, wide spread Katchi should be undertaken by the city. The magnitude and

Karachi’ s history to have legal status (MPGO, required infrastructure/utilities, which con- from developing new urban centers, implementing a 2007, p. III). straint the potential opportunities of Karachi park-and-ride strategy as an example. However, there (MPGO, 2007). The Plan has an overall vision are no indicators or pointers given on how these should The program was previously between 2007 of making Karachi into: “A world class city and be followed up on or how to measure if actions taken till 2020, but has now been extended till 2030 an attractive economic center with a decent against a point is successful or not. Instead the list can and will be applied to the neighboring dis- life for Karachiites”. be interpreted as possible areas to investigate, but tricts of Karachi (MPGO, 2007). In the plan there is no indication of where to start or what in the four plausible scenarios were examined and This vision has been translated into an list should be prioritized. the scenario multi nodal, which aims to den- agenda for priority setting on what Karachi sify its outer fringes, was chosen over the “do needs, namely: Land Use Transport nothing”, consolidation and complementa - • Spatial growth strategy • Transportation policy objectives – rygrowth scenarios. The multi nodal scenario • Karachi Needs a Pulsing, • Promote mixed use developments towards a comprehensive strategy means decentralization of services and creat- • Permit and guide densification and • Park-and-ride Vibrant Heart and Have Areas vertical development of existing • Transit terminals ing stronger centers, instead of only relying residential areas • Traffic management of High Amenity • Develop new urban centers • Parking rationalization • Incorporation of existing goths • Roads and highway improvements On the path towards the vision, Karachi should • Karachi Needs to Provide a High (villages) into the urban fabric • Radial road improvements adhere to the following guiding principles: • Transport infrastructure • Local improvements Quality of Life for its Citizens • Development of City’s entry points • Ring roads and bypasses • Sustainable growth that is economically feasible, • Decentralization of financial district • Road widening scheme • Karachi Needs to Have Clear • Special purpose zone along Karachi • Pedestrian improvements environmentally viable, socially and culturally northern bypass • Air quality deterioration from acceptable Strategies for Coping with Growth • Reservation of land for public transport vehicles • Karachi Needs to Foster amenities • Noise pollution from transportation • Creating an inclusive city, social justice and poverty • Energy conservation reduction Competitive Industries • Transportation and pedestrianization in the CBD • Karachi Needs to be • Safety audit • Safeguarding quality of life, people are at the center • Traffic Operation Program to Increase of the vision Organized on Good Governance Capacity and safety (TOPICS) • Traffic Management Plan for other (MPGO, 2007, p28-29) Land Owning Agencies (MPGO, 2007, p31-32) 25 Land planning: decentralization

There is an overall aim to become a polycen- each of the four areas: road infra-structure, safety and that The section concerning tric city with several centers of gravity, public transport, road traffic conditions and for example public transport is divided instead of just one main attractor as it is traffic management. When it comes to road safer crossings into two parts, the first is today: the Central Business District (CBD). infrastructure there are a lot of undergoing and pedestrian about public transport and This would relieve congestion as the CBD is road improvement projects where focus is path-ways the second is about a mass ac-counted for 50 % of the work opportuni- on improving intersections and construct There is also a transit. The mass transit, ties in Karachi today, which is the identified underpasses, ˝flyovers and bridges to more soft part previously mentioned has source to the congestion problems (MPGO, improve traffic˝ flow. Road space will connected to been replaced with a new 2007). Karachi is a very big city, and hence increase by 134% in the next plan, but due management, study by JICA there is recognition to create new areas of to the total increase in land (mostly un-de- which implies attraction around the city, as well as have veloped) it will be only 9% of the total land better planning, management and financing. differentiated functions at different places. area in 2020. In 2006 there were 93.4 km of land dedicated to roads, which accounted Transport planning: Transport & Roads for 18% of the total land use in Karachi Regarding the transport sector there is an (MPGO, 2007). overall aim to improve transit by targeting road infrastructure, public transport, road The section concerning public transport is traffic conditions and traffic management divided into two parts, first is about public (MPGO, 2007). There has been a lack of pre- transport and the second is about mass tran- vious planning in the past and there is thus sit. The mass transit previously mentioned no system to stem from: has been replaced with a new study by JICA.

“There has never been an overall Karachi The aim of public transport is to implement urban transportation plan, so highways and high capacity buses where needed, rational- other improvements are not part of an inte- ize the fare structure and replace the exist- grated regional vision.” (MPGO, 2007, p.18). ing bus stock. The road traffic condition is manly referring to congestions, and will be The overall aim becomes a bit scattered, but handled by physically removing physical pointers of where they are going can be obstacles (street hawkers, wrong parking

found in their concrete suggestions towards among others), but it is also connected to Source: ShehriI-CNT 26 Comparing the analyses of the two plans

Sofie Malm has then carried out a comparative in Pakistan as mentioned earlier, even though “A world class city is a city of expressways, it is analysis of the two plans in terms of their relevance the local environmental issues are discussed. an event city, it has high rise, it is a city of malls, to sustainable urban mobility considerations. She When it comes to modal shift both plans wants feels that the two plans have some similarities to promote walking and public transport, which and it is a city where investments determines when it comes to problem definition, the idea of is seen as positive. On the other hand, neither of the shape of the city, and it is a city where “good/desired” mobility and how they relate to the plans suggests actions to actively curb car there are projects instead of planning.” environmental issues and social concerns. use, and what overall effects the approach will Arif Hasan have is therefore unclear’ While a common feature in the two plans, which is The driving forces were to replicate the western also seen as a big driver of development, is conges- For the KSDP 2020 Plan, the overriding vision of modern ideals, and to construct transport infra- While a common feature in the tion, she feels that making Karachi a ‘World Class City’, is seen as structure to prove that China was an emerging two plans, which is also seen as a this issue is not tack- having problematic implications. Sofie argues power (Zhao, 2010). A world class city is used big driver of development, is led through strate- that building a world class city does not directly synonymously with economic growth and in congestion, she feels that this gies of fewer vehicles imply better conditions for the people in it from a practice socio-ecological elements are forgotten issue is not tackled through on the roads and the socio-ecological perspective, but it is dominating and seen as a barrier towards growth. Since strategies of fewer vehicles on space given to cars is the roads and the space given to when it comes to what drives development. neither of the two restricts car use, rather not questioned. Her cars is not questioned. Her Mobility is a commodity, but there is no regula- promotes it through the plans of a well-devel- analytical review analytical review brings out the tion to restrain mobility, even if it has a negative oped road network, there is a possibility that brings out the under- understanding that the active impact on other sorts of mobility. social and environ- and public modes of transport standing that the Neither of the plans sees the car mental problems as a negative line of develop- are regarded in the plan as an active and public arise (or would of ment, rather positive and that it important part of the city (how modes of transport The car is a symbol for economic growth and should important compared to cars arisen) in the future, has a place in the city. This is in are regarded in the be privileged when looking at both plans. When it could be discussed) turn in conflict with the sustain- plan as an important part of the city (how important comes to public transport bigger and formal in Beijing. Neither of able mobility direction of modal compared to cars could be discussed). systems are better, even though the city has always the plans sees the switch, where a restriction in car and still is depending on the informal sector for car as a negative line use is desired. Even though jobs, housing and transport. The existing system is of development, Karachi hasn’t been identified as a non-motorized city, it has She states, ‘the two plans are based on different in conflict with what a world class city should be. rather positive and Using less energy intense modes and travels less, many of the characteristics of visions and core priorities, nonetheless were they that it has a place in one described in Priester, which are more affordable and sustainable, are made in completely different time periods and the city. This is in Kenwor thy and Wulfhors (2013) deprioritized in the long run. Similar lines of for a different population size. Despite the differ- turn in conflict with the sustainable mobility development can be found in other developing ent contextual issues, there are some general direction of modal switch, where a restriction in countries. In the 1990s the mobility culture of car use is desired. Even though Karachi hasn’t elements that can be identified and compared Beijing, a previous non-motorized city, changed with the overall sustainable mobility paradigm. been identified as a non-motorized city, it has rapidly towards a more car oriented mobility with many of the characteristics of one described in Fuel efficiency is not something that was less biking and walking as a consequence. discussed in the 1950s, and is also less discussed Priester, Kenworthy and Wulfhors (2013). 27 Sustainable mobility indicators 1952 2020 Comments pay bribes to the police, it cannot function. Through renewing urban policies and running Switching to low CO intense fuels was 2 the bus system under public private partnership reduction - x not on the agenda in the MRVP plan (PPP), costs can be cut and security and reliability Both plans promote active modes of and enforced (Sultan and Macário, 2008). However, public transport, but neither restricts car there is a risk of corruption and systems run by Modal shift/Walkability x x use. The MRVP plan promotes walkability to a greater extent than the KDSP-2020 the government are rarely seen as a solution. plan With new forms of governance, such as PPP, and the introduction of technological aid new solu- Decentralization and land use policies is tions can be tested. suggested by both plans so that for exam- x x Distance reduction ple closeness to services is promoted None of the plans discuss solutions for Even if many of the solutions in the KS-DP-2020 Substitution - - non-travel can be seen as a way in the right direction there Both plans want separation of faster are no measurable goals of what is prioritized; x x modes of transport through expressways. what is realistically achievable and should be pursued. Planning should have long-term * Traffic separation is not identified as either working towards or contradicting sustainable mobility as it can contribute in both directions visions but also short and long-term actions of how to achieve them (Albrechts, 2010). These The transport system was to a large extent have a low car use compared to other cities. non-motorized but the trend has turned and can be shown as indicators, hands on measure- ments, on development and the goal. An exam- modes such as walking, bicycling and animal According to Sofie, the current plan (KSDP ple is Stockholm environmental program, which driven carts are becoming less and less visible. 2020 is more or less seeing the present situa- has reachable objectives and shows whether Direct forbiddance of animal driven carts is tion as a problem, and the solutions therefore they will be fulfilled or not, accessible for all stated in the plan, walking and bicycling is also are focused to “fix” it rather than to use it as through a webpage. A reason to have reachable indirectly forbidden since there are no facilities part of the solution. for and the construction of expressways limit objectives is also to avoid unwanted path dependency. Rapid construction in the city the mobility of these modes. Karachi is as other It is therefore difficult to take the solutions leads to path dependency in different ways, non-motorized cities very dense. Other positive presented in the MRVP plan and directly apply express roads and the construction of low-den- environmental effects are the relatively low them to current Karachi, as many of the solutions sity suburban houses increases fuel consump- energy use per capita for transport, however are connected to each other. However, there are tion and acts as a barrier for other modes such even a small rise in private vehicles (as in Kara- opportunities to for example make the informal as walking and public transport. Therefore it can chi) have devastating effects on the transport system more accessible by mapping it as has be hard to promote public transport and walk- system and cause severe congestion. A widen- been done in Nairobi (Badger, 2014). There is an ing in retro perspective when people are ing of roads and construction of signal-free existing transport system, but because it is not already dependent on their cars, since the prior- expressways can therefore be perceived as promoted through for example providing insur- highly necessary to deal with congestion as they ance or given dedicated bus lanes and a need to ity will be (as it is today) building more roads. 28 CONCLUSION

What comes out as a larger understanding is walk able, sociable and to a large extent and efficient way. when deconstructing the two plans is that self-sustaining. the first one (MRVP) in many ways was A good public transport system was also forward looking while the most recent (KSDP When there is a need to move out of the seen as key in order to keep the roads and 2020) looks backwards. A core recommenda- neighborhood, easy access is made available the city center from becoming congested. tion of the MRVP Plan was that the inhab- to fast modes of public mass transit as is also The Plan also discusses how to augment the it-ants of the new capital were to live in recommended in the MRVP Plan. capacity of people on buses and rail with neighborhood units and residential zones. In fewer working staff, as labor would become the MRVP Plan, walking was to be the main This planning logic is well documented in the more expensive in the future. As such there is mode of transport within the neighborhoods thesis – ‘Due to this idea of decentralization a clear correlation with mobility planning and city center. As is stated in the thesis, of housing and functions to the outer parts of leading to generating greater economic ‘neighborhood units would have a common Karachi, these areas were thought to develop growth. city center where larger functions, such as and become independent or self-containing care-centers and industries or administrative and most of the functions were to be reached The Plan however, did not anticipate the functions were to be found; they were through walking. What was not to be decen- massive waves of migration from upcountry sought to be more or less self-containing. It tralized was amusement, which was to be and as such did not plan for slums and squat- was also in these centers where a rail or bus kept in the inner city, and even though this ter settlements and placed faith in the politi- station would be situated that would con- could lead to congestion, it was still thought cal commitments of the government of the nect the different areas and the inner city. to be an important factor of urban life. In day. Unfortunately, other than a grave general, walking was expected to increase underestimation of the population growth, Common functions, such as bazaars and and cars to decrease when moving closer to the economic situation of the vast majority primary schools were to be found in each the city center to avoid congestion’. of immigrants did not conform to the pre- residential zone at walking distance for dicted living standards in the Plan. everyone, whereas the neighborhood cen- The MRVP Plan also talks about neighbor- ters would be reached by local buses or hoods having local streets where space is to According to Sofie, the current plan KSDP active modes of transport. Now all this to a be shared by all modes and hence speed is 2020 is more or less seeing the present situa- great extent finds a resonance with the restricted. The public transport system is tion as a problem, and the solutions therefore ‘smart and sustainable city’ of today, where promoted as the backbone of the system are focused to “fix” it rather than to use it as a the core of the strategic urban planning several times and a light rail system was to part of the solution framework is the ‘smart neighborhood’ - that be built that would transport people in a fast 29 In the KSDP 2020, while there is a lot of talk In general an increase in mobility is wanted, about introducing public mass transit, howev- and therefore high mobility is perceived as er, contrary to a critical understanding of desired. This will be done through public smart growth, the Plan promotes further transport and private vehicles and therefore urban sprawl of the city. Generally, the ‘world there are also investments in roads and cars. class city’ vision of Karachi seems to run coun- terproductive to making viable the modes, Congestion is not wanted, and the solution is services and infrastructure associated with building more and wider roads with less smart and sustainable urban mobility. The stops. However, this actually leads to prob- Plan also failed to account for the rapidly lems for other modes and has made even the changing public services dynamics in the city shortest travels impossible to effectuate by and planned in isolation to the realities on foot (Roland DeSouza 2015). There has also ground. As such, while the Plan is getting been an increase in pedestrian accidents finalized, the actions on ground are pushing since there are not many proper walking facil- the city’s growth contours in the opposite ities, which makes crossing the road a danger- direction and that includes the transportation ous task (Hasan, 2015). At the same time the and mobility scenario too. space allocated to roads will be increased by 134% from year 2006 to 2030 (MPGO, 2007). The Thesis looks into this when it says that This indicates a pro-car bias and given that ‘during the time of the plan, the number of mainly richer people have cars, also a pro-rich paratransit vehicles and private motorcycles bias. has increased, showing how fast the transport system in Karachi changes, but in the wrong direction. There is a deterministic view that the plans for a BRT should be built, that a city the size of Karachi could not do without one. The BRT will not stem from the existing public transit system, but will be a new system with a different system of governance and financing. The way the public transport system should be is reflected in the thinking of ‘bigger is better’ and it stems from the view that a world-class city should have a BRT system. 30 SECTION 3 London Transportation Strategy – A Case Study in

This section will look at the Mayors Transport Strategy (2018) for the city of London to highlight some key strategic planning inter- ventions that have been identified to link mobility planning with improved urban growth – particularly in terms of creation of increased job opportunities and housing with a high level of livea- bility. While London and Karachi do not find compatibility in many ways, it is felt that the principles and approaches that the Mayors Transport Strategy (2018) works with to interface mobility and land use planning, optimizing of economic and environmental benefits can be applicable and relatable in the context of a reformed governance construct even within Karachi, which is the larger objective of this Study anyway – place the landmarks, way finders and road posts for moving towards the much needed insti - tutional and policy reforms.

Some relevant content of the Mayors Transport Strategy (2018) is being referenced here, that is more relatable to the mobility con- text in Karachi to help explain how within a strategic planning framework, interfaces and synergies can be created between improved mobility and the larger, more holistic objective of improved urban liveability. The Vision

The core focus and vision of the Transport ing well for the benefit of the city’s businesses doners use, the quality of the experience of Strategy, as indicated in Policy 1 states that, and the Londoners who rely on them.’ The using London’s streets helps to define the ‘The Mayor, through Transport for London Crossrail 2 project, expected to be opened by quality of their journey. Eighty per cent of (TfL) and the boroughs, and working with the Mayor in 2030 is considered essential to Londoners’ trips are entirely on streets, and all stakeholders, will London’s future and will unlock around tube and rail journeys rely on good street The core focus and vision of reduce Londoners’ 200,000 new homes, and support upto access to stations. A good street experience is the Transport Strategy, as indicated in Policy 1 states dependency on 200,000 new jobs. therefore key to providing attractive public that, ‘The Mayor, through cars in favor of transport options of whatever mode. Transport for London (TfL) active, efficient and Focus on – the Healthy Streets Approach and the boroughs, and sustain-able modes A new type of thinking is required to put into The wider role streets play in virtually every working with stakeholders, will reduce Londoners’ of travel, with the practice the theory of reducing car dependen- aspect of London life also provides an enor- dependency on cars in central aim for 80 cy and increasing active, efficient and sustain- mous opportunity to use the Mayor’s strategy favor of active, efficient and per cent of all trips able travel. It requires an understanding of for transport to improve Londoners’ broader sustainable modes of travel in London to be how Londoners interact with their city and experience of their city. Streets are where made on foot, by what defines their quality of life, with particu- Londoners spend their time and meet other cycle or using public transport by 2041’ lar attention to the streets where daily life people – they make up 80 per cent of the plays out. Whatever mode of transport Lon- city’s public space. The overall Strategy Vision looks at coupling Proposal 1 routes to schools and other local paving, raising sections of roadway to improved mobility planning by transitioning destinations, such as shops, health make crossing easier, providing to increased walkability and cycling with The Mayor, through TfL and the boroughs, services and parks, with a particular seating, mitigating the impact of street enhanced urban prosperity and economic will improve and manage London’s streets focus on improving conditions for works and, where possible, ensuring to create a high quality public realm that children, older people and disabled on-street cycling facilities cater for the growth. The Strategy states that ‘making encourages walking and cycling by all people. wide range of cycles used by disabled streets work for people will provide huge eco- Londoners by: people. c) Providing more secure, accessible nomic benefits not only through revitalizing a) Creating ‘Liveable Neighbourhoods’ to cycle parking, particularly in residen- e) Reducing the severance caused by town centers and attracting business to improve the public’s experience of tial areas, town centers, public roads and railways, which can transport interchanges and at key separate people from local services London, but also by freeing up space for the walking, cycling and using public transport and to increase opportunities destinations. and limit social interaction, community essential freight and commercial journeys to use streets as public spaces and for engagement and active travel. that keep London’ s businesses functioning. play and to encourage fewer trips by d) Improving the accessibility of streets for car. older and disabled Londoners through f) Ensuring any scheme being undertak- Improving the efficiency of freight and com- measures including removing obsta- en on London’s streets for any reason mercial traffic, alongside reductions in car b) Providing ‘Healthy Routes’ to create cles, widening pavements for wheel- improves conditions for walking and attractive, safe and accessible walking chair access, introducing tactile cycling. use, will help to keep London’s streets operat- 32 They are places where people live, shop and THE TEN HEALTHY STREET INDICATORS work, where children play, where communi- ties connect and where businesses can Improving air quality delivers benefits London’s streets should be Making streets easier to cross is for everyone and reduces unfair health welcoming places for everyone important to encourage more walking thrive. The experience of being on London’s inequalities. to walk, spend time in and engage and to connect communities. People in community life. prefer direct routes and being able streets is particularly important for older to cross streets at their convenience. people, the very young, disabled people and Physical barriers and fast moving or heavy traffic can make streets difficult those living on lower incomes, who dispro- to cross. portionately feel the negative impacts of A wider range of people will choose to walk or cycle if Providing shade and living in a car-dependent city. our streets are not dominated shelter from high sinds, by motorised traffic, and if heavy rain and direct sun pavements and cycle paths enables everybody to Improving public transport and assisted are not overcrowded, dirty, use our streets, cluttered or in disrepair. transport services for older and disabled whatever the weather. people will help a wider range of people to become less car dependent, and improving streets to increase active travel levels, reduce road danger, improve air quality and recon- nect communities will be vital towards reducing unfair health inequalities.

The Healthy Streets Approach provides the People are more likely to use A lack of resting places can our streets when their journey limit mobility for certain framework for putting human health and is interesting and stimulating, groups of people Ensuring experience at the heart of planning the city. with attractive views, there are places to stop buildings, planting and street and rest benefits everyone, It uses ten evidence based indicators to art and where other people including local businesses, assess the experience of being on our are using the street. They will as people will be more be less dependent on cars if willing to visit, spend time streets. Good performance against each indi- the shops and services they in, or meet other people need are within short Walking and cycling are the healthiest on our streets. cator means that individual streets are distances so they do not need and most sustainable ways to travel, appealing places to walk, cycle and spend to drive to get to them. either for whole trips or as part of longer journeys on public transport. time. Improvements against all the indica- A successful transport system encourages and enables more people tors across the city’s streets will radically The whole community should feel to walk and cycle more often. This will Reducing the noise impacts of motor transform the day-to-day experience of comfortable and safe on our streets at all only happen if we reduce the volume traffic will directly benefit health, improve times. People should not feel worried and dominance of motor traffic and the amblence of street environments and living in London, helping to fulfill this strate- about road danger or experience threats improve the experience of being on encourage active travel and human gy’s overall aim of creating a better city for to their personal safety. our streets. interaction. more people to live and work in. Source: Lucy Saunders 33 So right from the start – in the visioning process a new direction to Transport and Good Growth- Shaping the city and the type of mobility planning is being given – moving from motor vehicle growth dependency to promoting Non-Motorized-Transport (NMT), improved walkability – a direction that has huge implications to Working with Good Growth Principles, the Strategy identifies how how the overall urban design of the city would need to change and transport can be used to help deliver homes and jobs in a way that adjust. The Strategy gives critical importance to the interface of will improve quality of life. Two separate focus areas are indicated: mobility planning and overall urban growth. It states that ‘the role transport plays in facilitating growth presents an opportunity to a) Shaping the type of growth in London, using transport shape London into a city that works well for everyone. This strategy services to create high-density, mixed-use places aims to ensure that regeneration and new development schemes where people can walk and cycle to local amenities, incorporate the Mayor’s principles of Good Growth, including local and use public transport for longer trips people in local decisions to provide the greatest benefit for every- one. b) Shaping the city, using transport to support and direct Good Growth, so the potential for new jobs and homes Transport has a role to play in delivering growth that satisfies the in under-developed parts of the city can be unlocked following principles: According to the Strategy, ‘Good Growth means ensuring that people living in new housing in central, inner and outer London The Transport Principles of Good Growth have options other than to drive to the shops, to school or to work. It means offering people across London – existing residents and new ones – the benefits of walking, cycling and public trans-port  Good access to public transport use that have been available in some parts of London for years Applying the transport principles of Good Growth will mean that, as  High-density, mixed-use developments London grows, a greater proportion of people will live in locations  People choose to walk and cycle that are well connected to employment and other opportunities by walking, cycling or using public transport’.  Car-free and car-lite places

 Inclusive, accessible design

 Carbon-free travel

 Efficient freight

34 Documented as follows are selected sections of the Mayors Transport Strategy that discuss strategies for coupling urban mobility planning and good growth where they also find a relevance to Karachi: 1. Improving access to public transport cycling to get about. Moreover, the better links; such networks can dramatically increase the Residential, com- people’s access to public transport, the more catchment the confidence that other forms of By mode of travel, the amount of public transport will be available in future. time spent being physically activemercial and other likely they are to use it on. during an average journey is: development should encourage 2. Creating high density, mixed use places A major benefit of bus transit is that, by walking, cycling Land around stations provides opportunities pro-viding fast, reliable, sustainable bus <1minute and the use of to create high-density, mixed-use places – connections from the outset, it can kick-start public transport new communities that are well connected to housing development ahead of investment by public transport and minimize the local amenities and to jobs and locations in rail links to serve the area. This may require 8-15minutes use of the car. Fun- further afield. This makes the most of past a different approach to planning less damentally, this investment in public transport, and the bene- well-connected areas to provide investors on foot means that devel- fits of future public transport investment can with the confidence that other forms of 17 minutes opment should be be enhanced by providing new homes public trans-port will be available in future.

by bicycle suitably located (including affordable homes in a range of where there is good tenures) and jobs nearby. There are almost 3. Unlocking growth potential through 22 minutes access to public 600 rail and Tube stations in London, and improved bus services transport. opportunities for development around these Improvements to London’s bus network since stations should be explored, such as convert- 2000 have greatlyA major benefit of bus transit Developing in these locations will create ing land use from low-density uses (retail improved connectiv-is that, by providing fast, reliable, sustainable bus high-density, mixed-use places where local parks, storage, parking, etc.) to high density, ity for many parts of London and as aconnections from the outset, Planning policy and decisions amenities are within mixed-use development Such change can act it can kick-start housing result have support- that seek to locate high-densi- walking and cycling as a catalyst for the regeneration of town development ahead of invest- ty housing within walking distance, and public centers and neighborhoods, and play a role ed populationment in rail links to serve the distance of stations mean transport options are in revitalizing high streets. growth across thearea. This may require a differ- city. Without thisent approach to planning less residents will not only be well available for longer widespread uplift inwell-connected areas to connected by rail or Tube to trips. Using the Planning policy and decisions that seek to locate employment opportunities, access to publicprovide investors with the high-density housing within walking distance of but will almost always be Healthy Streets transport, housingconfidence that other forms stations mean residents will not only be well better connected to schools, Approach to plan for densities wouldof public transport will be connected by rail or tube to employment oppor- available in future hospitals and shops by public this kind of active have been lower at many developments. Equal- tunities, but will almost always be better transport, walking or cycling lifestyle will result in ly, if London is to deliver enough homes to meet a more compact city, and also make the connected to schools, hospitals and shops by public transport, walking or cycling. demand, the intensification of existing subur- best use of scarce land. People living in more ban residential land will have to play a role in densely developed places are less likely to growth. The bus network, is therefore, one of depend the car for their journeys, and more High-density development further from stations the greatest enablers of development potential. likely to use public transport, walking and can be supported through improved bus and cycle 35 This is particularly true for locations away from the immediate catchment area of rail and Tube stations. New types of services, quality and capacity not just of the rail network, but other modes too, including buses.

DELIVERING GOOD GROWTH Good land use planning enables the delivery of enhanced and increased public transport and active travel provision. Transport services and infrastructure in turn shape the city through enabling high-density development and liveable neighbourhoods where people want to live and work. This is the cycle of Good Growth.

Using land use planning to achieve sustainable travel:

Maximised densities and Ambitious local focused growth mode share targets

Supportive London Enhanced tools and Freight servicing Plan policies data such as WebCAT included in design

This shapes the city Planning process: Travel Plan and Space can be used fiexibly This shapes the Transport Assessments as needs change Transport can direct type of growth where growth potential Land use planning can deliver regeneration and create high-density enable high-density, less mixed-use places. car-dependent Providing additional sustainable travel options: embed active travel and development support greater public New rail and bus links Getting the street network right trnsport use.

Local as well as ULEV infrastructure More capacity on strategic transport and low emission buses and making the networks zones most of the rail network

Enhanced interchange and New options such as improved or new stations demand-responsive transport

Source: Mayors Transportation Strategy, 2018, Greater London Authority 36 CONCLUSION

For Karachi we do not have a transport strategy, very important under-standing that is totally of urban design Such learnings however cannot and among other reasons, the core reason for missing in our context is that such processes are based interventions be translated into informed this is that we do not have a centralized planning not carried out behind closed doors. The vision and in developing action on ground in the city of Karachi in the present fragment- and physical development authority mandated has to be based on consensus of all the city stake- options of growth ed and dysfunctional governance with mobility planning in Karachi. As opposed to holders and the plans and projects get embed- and development construct. Projects implemented this critical policy and planning vacuum, London ded into a larger campaign for a more liveable for less developed in the absence of a larger vision, city is served by the Transport for London (TfL) city where strategies for communicating with all parcels of land. without having in place the viable authority working directly under the office of the city stakeholders all throughout the process – Pre-empting the policy, institutional and regulato- ry foundations and framework Mayor of London with a clear mandate to steer from conceptualization to implementation – are implications of will never achieve optimal bene- the transport and mobility sector in the city. This embedded deeply within the planning process. greater access and fits, rather may end up rendering strong mandate and capacity of the city of planning in the space for future interventions London gets reflected throughout the strategy Then a critically important realization is that advance rather than or reforms even more complicat- building process and the guiding mission that improved mobility, particularly if it is more having to go for fire ed. To have such a functional governance construct in place gets rolled out in the London Transport Strategy. dependent now on promoting non-motorized fighting interven- requires a serious show of politi- forms of transport cannot be possible without a tions to tackle cal will and consensus building. Karachi can learn a lot from this document. Other complimentary process of restructuring the unplanned for and Only then can we structure a than ensuring the existence of a centralized urban design of the city – again that important unanticipated holistic roadmap for large scale authority that can then bring out such a docu- link between mobility and the wider urban land development participatory processes for ment for Karachi, is the building of a critical use planning. Then very instructive is how you scenarios. improved mobility understanding of having a larger vision. A vision structure the planning framework for delivering where mobility planning is not just about trans- on sustainable urban mobility. This is reflected Such learnings however cannot be translated porting people from point A to B but of strategi- well in the Good Growth planning framework into informed action on ground in the city of cally integrating mobility planning with the that has been shared in this Section – focusing Karachi in the present fragmented and dysfunc- larger agenda of improved urban livability – of on land use planning to achieve sustainable tional governance construct. Projects imple- generating greater financial prosperity, improv- travel. How you work with built spaces in terms mented in the absence of a larger vision, without ing the environment, cutting down on the having in place the viable policy, institutional carbon footprint, building greater social capital, A very important understanding that is totally missing and regulatory foundations and framework will inclusive growth and urban resilience. in our context is that such processes are not carried out never achieve optimal benefits, rather may end behind closed doors. The vision has to be based on up rendering the space for future interventions What this Strategy document brings out well is consensus of all the city stakeholders and the plans and or reforms even more complicated. To have such that very simple and relatable messages can projects get embedded into a larger campaign for a a functional governance construct in place have extremely transformative impact. Example more liveable city where strategies for communicating requires a serious show of political will and is the Healthy Streets Approach that brings the with all city stakeholders all throughout the process – consensus building. Only then can we structure a agenda for improved mobility into the streets from conceptualization to implementation – are holistic roadmap for large scale participatory and neighbourhoods of the citizens of the city. A embedded deeply within the planning process. processes for improved mobility. 37 Investment in the public trans- Including high qual- cycling, supporting higher densities. Each of good public realm and a healthy and clean envi- port system, particularly the ity bus transit, can London’s areas is unique and will require ronment, including measures to reduce traffic rail network, is critical to enabling employment growth unlock new areas tailored trans-port to support growth. dominance, improve air quality and deliver far in central London for development better provision for walking and cycling. (enabling housing densities akin to those associ- Opportunity Areas ated with light rail). Bus transit services generally Planning for London’s growth corridors and Suburban London consist of enhanced vehicles and infrastructure, Opportunity Areas (designated through the Many parts of suburban London also have the for example high capacity buses running on ded- London Plan as areas with particular development capacity to support new development, especially icated carriageways, but can also take the form of potential) should embed best practice in Good where there are good connections to central continuous bus priority. A major benefit of bus Growth. Strategic planning for Opportunity Areas London and town centers. However, it is import- transit is that, by providing fast, reliable, sustain- should ensure that unnecessary journeys by car ant that the development of the suburbs is able bus connections from the outset, it can are discouraged, partly through restricted parking achieved in a way that is not dependent on the kick-start housing development ahead of invest- (including mandatory car-free/car-lite develop- car. To support this, Many parts of suburban London ment in rail links to serve the area. This may ments), limited access for vehicles by time of day/ the transport also have the capacity to require a different approach to planning less vehicle type, and very low speeds, with traffic network needs to support new development, calming measures. Providing shared access to a especially where there are good well-connected areas to provide investors with reach all parts of connections to central London the confidence that other forms of public trans- car club instead of private parking bays in a new London, using the and town centers. However, it is port will be available in future. development (or in an existing residential street) bus network in important that the develop- is just one example of how car dominance can be particular to better ment of the suburbs is achieved reduced and space freed up for other infrastruc- in a way that is not dependent 4. Using transport to support and direct connect areas, but on the car. To support this, the Good Growth ture to support active travel. also creating a transport network needs to Creating high-density, mixed-use places will public realm that reach all parts of London, using require transport investment to be fully Developments within Opportunity Areas should encourages greater the bus network in particular to better connect areas, but also aligned with the growth strategy set out in be well designed, compact, safe, walk-able levels of walking creating a public realm that the London Plan. The draft London Plan neighborhoods with good access to facilities and and cycling. To encourages greater levels of shows that the city’s growth potential is services from the outset. Live-work areas can deliver new homes walking and cycling concentrated in the CAZ and within its town reduce the need to travel, and efficient deliveries and jobs in suburban London, full use needs to centers and Opportunity Areas; there will also and servicing infrastructure should be integrated be made of London’s transport network. This be growth potential from the managed within the site to reduce vehicle movements. means extending the public transport network in intensification of suburban areas. This means a selected number of places to support major maximizing the capacity of the existing Central Activities Zone development opportunities but crucially, it also public transport network, extending the Investment in the public transport system, partic- means getting more out of the existing network, network to open up new areas for homes, ularly the rail network, is critical to enabling by upgrading the quality and capacity not just of ptimizing land use around stations and radi- employment growth in central London. In addi- the rail network, but other modes too, including cally improving conditions for walking and tion, the vitality of central London depends on a buses. 38 SECTION 4 Visioning for Integrated Planning – Public Space Design and Improved Mobility In the city of Karachi, it is highly unfortunate that the city’s very first public mass transit plan that is actually finding a space on ground is devoid of the critical interfaces between mobility and urban planning. A number of vital requirements of sustainable urban mobility planning have been neglected. However, even at this late stage, benefits can be leveraged and interfaces created. For this Study, some innovative design ideas are being shared where conscious efforts have been made to dovetail the require- ments of urban space design with improved mobility and the other way around.

The selected design ideas find a context in the Final Year thesis work of students of the Department of Architecture of the Indus Valley School of Art & Architecture (IVSAA), Karachi. The basic design focus is on urban public space design where embedded within the work are considerations where either the urban design interventions are coupled with improved mobility planning and design or the other way around. Aamina Aamir’s thesis locates its design Rida Ilyas’s thesis also blends public space Aaminah Soomro’s thesis pick on the intervention at the Hyderi Market Station of design with improved non-motorized theme of urban void spaces. Spaces that if the Green Line Karachi Breeze BRT project to mobility. Rida picks the space of Benazir not properly managed can lead to disrupt- treat the station as a node for hosting public Bhutto Park and designs it as a comfortable, ing the urban fabric. The site chosen being a interaction and connection based on the accessible and multi-use public space. In space along the Lyari Expressway where the design considerations of safety, accessibility doing so, she highlights a very important focus on design is both on creating a vibrant and sustainability. Aamina thus identifies shortcoming in our public space design (or public space and on catalyzing neighbor- and creates a vision around a critical plan- lack of design!) and that is issues of accessi- hood rejuvenation through introducing ning gap in the Karachi Breeze BRT project – bility and comfort. Example how accessible multiple public spaces, public thorough- finding interfaces between mobility and such paces are for people of special needs? fares and even a vocational training center. urban space design. Bringing out issues of universal access. Then Thus spaces along transit ways that often also how elements of universal access and become spaces of negative actions become design can lead to making such spaces more spaces for area rejuvenation. inclusive rather than exclusive thus adding to the social capital in the city.

Samrah Aamir’s thesis aims to regenerate Mohaddesse Fatima Khan’s thesis looks at Malahat Ali’s thesis looks at restoring and spaces underneath ˝flyovers that are dead. It an alternate way of dealing with neighbor- reactivating a built heritage space in the old aims to allow every space to have multiple hoods where public spaces are usually affected city/downtown area of Karachi – Daudpota Build- interfaces by rerouting traffic and pedestri- from the damaging land use and functional ing in Saddar. She then also designs it as a public alterations, such as built spaces rising within space with her design also looking into facilitating anizing spaces that will improve the connec- the footfall in the space – the visitors and issues of tions among the commercial and residential urban open spaces, and private and commercial appropriation of public property. She uses an parking and circulation. Malahat again has picked areas, resulting in recreational activities, on an aspect of urban growth that has a huge inclusive design methodology to ensure that economic development, positive changes in potential of making the city more pedestrian the ethos of the public space remains intact crime levels and accidents, improving acces- friendly by creating cultural and heritage districts, even if it is to house built structures within it tourist walking trails with the added benefits of sibility by developing system of way-finding due to scarcity of land in these densely populat- through axis and nodes, introducing improved environment and enhanced economic ed neighborhoods. Her context specific design vitality. Unless we find viable adaptive reuse user-target functions that improve economy intervention also brings out strongly the public options for our rich built heritage spaces, we will and sense of belonging. Samrah in this way space nature by facilitating greater footfall that lose them very soon. So an interface created picks a space typology – Flyovers - that is gets managed properly, and provides opportu- between mobility and urban design/planning can increasing in numbers in Karachi and offers a nities for social interaction and recreation to help us protect and rejuvenate our heritage spaces. vision for productive, socially vibrant land people from all age groups and gender types. use optimization.

40 MERGING MOBILITY PLANNING WITH URBAN SPACE PLANNING AND DESIGN

Some design ideas 42 43 44 45 Mohaddesse Fatima Khan

46 47 The project aims to initiate a narrative on sustainable urban mobility and interface with overall urban planning in Kara- promoting sustainable modes of mobility and Shehri-CBE has recently launched an ‘Accessible Streets & Public Spaces’ campaign. This campaign focuses on highlighting mobility challenges faced by pedestrians and people with special needs. A strategic roadmap has been developed and is being followed by actions on ground, on how we can move towards having ‘accessible’ streets and public spaces in Karachi where our streets/sidewalks, public spaces can be designed to make them accessible and walkable for pedestrians and people with special needs.

Shehri-Citizens for a Better Environment was formed in 1988 (based in Karachi City), as a non-political, non-commercial, non-governmental organization (under the Societies Registration Act XXI of 1860) by a group of con- and taking action in arresting the deterioration in their living environment and proper reform with a view to improve activists and the media to discuss issues and seek solutions to make Karachi a sustainable, tolerant, healthy and pros- perous city. As Shehri-CBE has progressed in its work, it has been able to carve out a niche and establish a unique