Commuting in Karachi has become dangerous. Over 400 people have lost their lives in road accidents since the beginning of 2025. Karachi’s roads, especially the major corridors of movement, are in a rundown condition. The construction of the Red Line BRT over the past several years has adversely affected thousands of commuters, particularly young people who attend the many universities located along this major thoroughfare. The lack of a dependable alternative route for traffic during the construction period is a core issue that has played havoc with the lives of the most vulnerable—pedestrians.

Our societal contempt for those who walk is a common trait. Frightened schoolchildren can be seen holding their parents’ hands, trying to cross the busy streets of DHA, Gulshan-e-Iqbal, and elsewhere every morning. With no meaningful enforcement of speed limits, drivers enjoy free rein to accelerate vehicles well beyond safety thresholds. And the ultimate brunt is borne by the hapless pedestrians.

More than 4.2 million motorbikes operate on Karachi’s streets. The total number of vehicles exceeds 6 million, according to traffic police data. These swarming vehicles exert enormous pressure on the limited road space. Frequently, motorcyclists drive onto footpaths and use them as thoroughfares, leaving no space for pedestrians to walk. Road-widening schemes are routinely undertaken as a default solution to car congestion. In many instances, such adjustments block pedestrian crossings through the construction of physical barriers and unsurfaced kerbs or grills.

Most cities and towns in Pakistan—including Karachi—are located in extremely warm climatic zones. Expecting pedestrians to walk long distances to access overhead bridges—where they exist—is highly unrealistic. Needless to say, roads and streets have become uncrossable in many places due to so-called “road improvements.” As walking spaces disappear, the construction of barricades and sandbags in the name of security has further disrupted pedestrian movement. Vehicle speeds in these same zones remain dangerously high, leading to fatal accidents.

Our driving attitudes often reflect a deep-rooted narcissism. Many men behind the wheel act as though they rule the road. In large urban centres, cars are often driven by individuals from rural or peri-urban areas who lack basic comprehension of traffic laws and road safety norms. They learn to operate vehicles in a rudimentary manner, without any understanding of traffic principles. Public transport drivers fall into this same category. Lawless driving is routinely exhibited by drivers of government vehicles, water and oil tankers, police vehicles, and goods transport trucks. Young boys and underage teenagers can often be seen speeding through the streets on motorbikes and in cars. Many pedestrians have been severely injured, or have lost their lives, due to the reckless behaviour of such motorists. When traffic police are visible, they tend to remain passive observers of these daily assaults on pedestrians.

Many people have been killed by reckless drivers operating trailers, dumpers, heavy vehicles, and luxury SUVs. Yet, ruling politicians remain content with cutting ribbons at the inauguration of new roads and transport projects. They rarely, if ever, initiate initiatives to facilitate safe pedestrian movement. Civic agencies take their cue from the top. When congestion appears, they respond with grade-separated corridors, while ignoring the growing crisis faced by pedestrians.

There is no proper traffic management at interchanges to facilitate pedestrian crossings. Parking of vehicles and movement of motorbikes on footpaths is commonplace. Encroachments on pavements, haphazard road excavations, and road-widening works all take place without consideration for pedestrian safety. Basic facilities like shaded walkways or protection from the rain at bus stops are lacking. Hazardous obstacles—such as leftover hoardings, electricity poles, and broken infrastructure—are scattered across pedestrian zones. Facilities for disabled pedestrians are virtually non-existent. Pedestrian bridges serve only a small segment of the public and are inaccessible to elderly individuals and small children. Most disturbingly, the law offers little to no protection to pedestrians.

‘Hit and run’ accidents have increased dramatically across urban centres, with the poorest and most vulnerable pedestrians being the primary victims. While many streets in Karachi and other cities are now equipped with surveillance cameras capable of detailed documentation, very little use is made of this evidence in the prosecution or prevention of traffic crimes. The deaths of pedestrians have, at times, led to public riots due to the anger and frustration caused by this systemic negligence. The tragic deaths of students like Bushra Zaidi in 1985, Madeha Samee in 2005, and students from Urdu University in Gulshan-e-Iqbal in 2022 are chilling reminders.

We must remember: those who cannot afford cars or motorbikes are human beings too. While motorists and motorcyclists often belong to relatively stable socio-economic classes, pedestrians represent a diverse cross-section of society, largely dominated by low-income groups.

A few immediate steps are essential. The foremost requirement is the creation of legal statutes to ensure pedestrian walkways along all major roads. Designated traffic officers, city wardens, and community volunteers must be deployed to manage pedestrian-heavy zones. Traffic education campaigns focused on safe driving and road-sharing principles are urgently needed. And those who take innocent lives through negligence or recklessness must be held accountable and brought to justice.

Published in The Friday Times By Noman Ahmed June 25, 2025