KMTC

Karachi Mass Transit Program
Investment Opportunities
FEB, 2012
KARACHI MASS TRANSIT CELL
KARACHI METROPOLITAN CORPORATION

Feb, 2012

1.
Introduction
Karachi, with a population above 18 million and conurbation of about 3500

sq. km, is the largest cosmopolitan city of Pakistan. It is also one of the
major hub of economic activities of the country. In last few decades, the
growth of trade, commerce and industry offered a lot of opportunities
which in turn attracted influx of population from all over the country in
quest of job opportunities and so on. Today the largest and the biggest
metropolis and tax payer city have obtained a high population pressure on
land both due to indigenous growth and influxes.
Travel is fundamental to almost all of human activities. While the
population has expanded extensively
in recent years, the
quality,
coverage and reliability of transportation has not been able to develop

accordingly. The Person Trips Study of Karachi City (JICA, 2005) revealed
that
Karachi generates around 24.2 million person trips on a typical
weekday, about 60 percent of which by public transport. Subsequently,

Travel Demand Forecasting Study for Karachi City conducted by JICA in
2008 showed that the overall modal share of public transport in the
City's traffic is only 6%, however, about 54% of the persons traveling to
various destinations
use public transport as their means
of
transportation. This indicates that provision of an efficient and reliable

public transport system in Karachi is essentially required. However, the
same has to be coupled with eco-friendly procedures, because the
growing number of motor vehicles on the roads are not only the source of
the ever-increasing noise and air pollution in the city but also causing
wastage
of time and increased vehicle operating
costs
resulting
productivity and economic losses besides resulting in greater government

resources being spent for meeting ever increasing travel demands of city
commuters by developing more and more infrastructure.
The existing bus transport system in the city causes extreme hardships
and mental torture for the people of Karachi compounded by the wider
urban transit problems of congestion, air and noise pollution, which not
only cause significant economic and social costs to the city, but also cause
a decline in the health and quality of life of the people of Karachi.
Feb, 2012

1.1
Transportation Sector Prospect
The urbanized area of the Karachi District grew from 13 Sq. Km in 1940s
to 349 Sq. Km in 1970s, however, expanded to more than 3,500 Sq. Km.
In 2000, as a result of developments of industrial zones, commercial
centers and large residential societies.
Urbanization and industrialization processes need to go hand in hand with
availability
of
infrastructure
facilities
for
mobility
of
individuals,
communities, and freight to and from urban centers and industrial

locations.
This demand requires a networked delivery system that is
capital intensive and professionally managed governance that has to be

designed to serve a large number of users. At the same time, Financial
constraints do not allow the delivery of such facilities even if technology
for
such
infrastructure
is
transferred
to
resource-poor-labour-rich
economies. The necessary demand of such schemes is that they should be

adequately planned, well managed and result oriented.
It is essential in the citys roads and highways network be restructured,
reorganized and rehabilitated ensuring smooth urban mobility of masses
to provide relief to traffic congestions boost up the commerce and trade
activities --- the lifeline of the city. In case this is not done in appropriate
time,
the
shortcomings
would
be
immediately
reflected
by
the
sluggishness in the pace of development and also would be visible in

degeneration of the socio economic structure.
Scope of the Report
The purpose of this document is to provide information relating to public
transport in Geo-Economic potential perspective of the city including:
Briefly highlight the basic features of the city of Karachi.
Discuss transportation related statistics and data.
Briefly highlight the existing transportation system of the city of

Karachi and it future demands
Feb, 2012
Describe the possible mass transit systems for the city.

3

Opportunities for investments in mass transportation sector.
Specific Projects for potential investment.
Background Material and Data Sources

Information and data included in this report is mostly extracted from the
following sources. These documents can also be provided to investors
upon request.
Karachi Transport Improvement Project (2030 vision) Under JICA

Grant-in-Aid, City District Government Karachi (CDGK)
Karachi Strategic Development Plan2020 (KSDP-2020) prepared

by the
Master Plan Group of
Offices (MPGO), City
District
Government Karachi (CDGK)
Future
Traffic Demand Forecast
Study,
conducted
by Japan
International Cooperation Agency (JICA) 2008.
Person Trip Study of Karachi City, conducted by Japan International

Cooperation Agency (JICA) 2005/06.
Special Assistance for Project Formulation (SAPROF) study for

Karachi Circular Railway (KCR) conducted by Japan International
Cooperation Agency (JICA) 2008/09.
Study on Public-Private Partnership based Environment Friendly

Public Transport System for Karachi, 2006. (evaluation of Bus Rapid
Transit (BRT) system)
Confirmatory
Green
Partnership
Based
Route
Study
Environment
for
Friendly
P u b l i c -Private
Public
Transport
System (CGN Buses) in Karachi, conducted by KMTC-CDGK and

IPDF-GoP, 2008
Feb, 2012
Karachi Mass Transit Study, 1990.

2.0 Karachi at a Glance

2.1 General Overview
Karachi is one of the fastest growing cities in the world and the largest
city in Pakistan. The population of Karachi estimated by a recently
prepared Strategic Development Plan 2020 for Karachi is 15.2 million
(10% of the country population) and increasing with a rate of 3.5% per
annum. The metropolitan area of Karachi currently extends over 3,527
square kilometers. Similar to other metropolis all around the globe, the
city Is facing urban mobility issues including congestion etc.
The city is one of the major hub for economic and business activities, not
only for Pakistan but for the entire region as well. It is the industrial,
financial, manufacturing and commercial centre, having two international
seaports and an international airport. It accounts for the lion's share of
Pakistan's GDP and generates 65 % of the national revenues. Most of the
public and private banks have their head offices in Karachi. It also hosts
central offices of foreign Multinational Corporations as well as corporations
based in Pakistan. It is home to the largest stock exchange of Pakistan.
Karachi has a large industrial base in the formal as well as in informal
sector. There are about eight exclusive industrial zones in the city. The
Sindh Industrial Trading Estate (SITE) is the oldest and comparatively
largest zone. The Landhi Industrial Area (LIA) and Korangi Industrial Area
(KIA) are two adjacent industrial zone having second large cluster of
tanneries
(first
being
in
Kasoor,
Punjab),
major
textile
units,
pharmaceutical industries, and thousands of industries belonging to

various other sectors. The Industrial Zones at North Karachi and F.B. Area
have mostly medium to small size industrial units both, in formal as well
as information sector. The Port Qasim industrial area hold several large
national and multination industrial units including Steel Mill Complex,
Automobile industries, Fertilizer producing units, etc. The Karachi Export
Processing Zone, located close to Port Qasim Area, holds several small to
medium size export oriented industries. Port Qasim has tremendous
growth potential in future. This is clearly reflected from the recent
Feb, 2012

planning of National Industrial Park (2500 acres) and Textile City (1500
acres) and ground breaking of a mega refinery and a large Steel Mill at
Port Qasim.
In short, Karachi is the nerve centre of Pakistan's economy and is the
largest consumers market of the country. These vibrant characteristics of
Karachi are the driving forces that have been constantly motivating influx
of human resources and investment from other parts of the country.
However, these influxes, besides bringing prosperity, contributed towards
typical urbanization issues out of which transportation being a significant
one.
2.2 Governance and Jurisdiction
The Local Government Ordinance,2001 (SLGO) has provided for the
establishment of City District Government Karachi (CDGK).
The
City
District of Karachi consist of 18 administrative towns, 6 cantonments, and

few Federal and Provincial governments land-holding agencies (DHA, Lyari
Development Authority, Malir Development Authority, etc). Figure 2.1
shown the jurisdiction of CDGK. The built-up area extending to 15 internal
towns) are shown in Figure 2.2.
The City-District of Karachi governed by elected municipal administrations
responsible
for
infrastructure
and
spatial
planning,
development
facilitation, municipal related activities and control, besides education,

health, transport and communication, and investment promotion. Public
transportation and mass transit is the most important function being
undertaken by the CDGK.
The 18 Towns are sub-divided into 178 localities governed by elected
union councils (US's), which are the core element of the local government
system. Each UC is body of thriteen directly elected members including a
Nazim (mayor) a Naib Nazim (deputy mayor). The UC Nazim heads the
union administration and is responsible for facilitating the CDGK to plan
and execute municipal services, as well as for informing higher authorities
about public concerns and complaint.
Feb, 2012

The Karachi metropolitan region, as determined by the commuter zone,

spreads over parts of the surrounding districts, Thatta and Jamshoro of
Sindh to the east, and Lasbella of Balochistan to the west.
Figure 2.1: Karachi City District Jurisdiction.
Planned Area: 3530 sq km

Built up Area: 1300 sq km
Feb, 2012

Figure 2.2: The Built Areas of Karachi district extending to about 15 towns.
Feb, 2012

2.3 Urban Growth Patterns of the City

The city of Karachi has grown from the old town and the port at the
sea outwards along radial avenues that connect all city segments to
the port. There are a few means of circumferential movements. The
CBD of Karachi, located in Saddar, Jamshed and Keamari towns,
represents a huge concentration of retail trade
establishments,
wholesale markets, warehouses, business offices, banks, financial and

commercial institutions, transport terminals like truck and bus stands,
etc. More than 50 percent of the citys jobs or employments are found
in this section of the inner city. Since the CBD is the most preferred
location for most businesses, there is heavy pressure for commercial
space. As a result, congestion, overcrowding, and heavy traffic
movements, punctuated by regular traffic jams and air pollution, are
prevalent features.
As the Karachi economy is growing, the space requirements/needs of
the growing economic activities will have to be taken care of through
appropriate allocation of land or developed space in suitable locations
where these can grow in a harmonious relationship with the rest of the
city. In particular, the demand for industrial space for manufacturing is
increasing. To meet the needs of this important sector new industrial
parks or zone will have to be planned.
As the city continues to expand, the future economic growth is
expected to have an impact on the morphology and physical pattern of
the mega city. The future appears to hold a promise for transformation
of the existing linear/radial pattern to a form of either a polycentric or
a network city. New economic centers with specialized functions may
emerge around the present metropolitan area.
2.4 Population
Karachi is now among the ten top ranking largest cities in the world. In
2010, the population of Karachi was estimated at 18 million which is
expected to reach 27.5 million by 2020. The number of households in
Feb, 2012

2005 was about 2.1 million and by 2020 it would increase to 3.9
million, which means an increase of 1.77 million households, at an
average size of 7 persons per household. Even at decreasing average
annual growth rate (from 4.15 percent in 2005 to 3.5 percent in 2020),
the increase in absolute terms is staggering and will put heavy
pressure
on
the
physical,
social
infrastructure,
financial
and
institutional systems of the city.

A large segment of Karachis population, roughly 40 percent, is afflicted
with poverty. The living conditions of the deprived section and its
economic well-being are therefore a major concern, as these impact the
environment and growth potential of the city. Table 2.1 shows
distribution of Karachi District population in 18 Towns and Cantonment
areas with forecasted population for the year 2020.
Figure 2.3: Expected Trend of future growth for Population of Karachi
(million)
40
38.9
Alternative A
Alternative B
35
36.1
Alternative C
KSDP2020
32.7
30
31.9 31.6
29.7
27.6
25
23.1
20
15
18.9
15.1
10
2000 2005 2010 2015 2020 2025 2030 2035
Feb, 2012
10

2.5 Travel Demand

Every workday, 24.2 million person-trips are taken in Karachi.
Pedestrian trips represent about 20 percent of all trips. Public transports
(buses) are thought to provide 50-60 percent of all trips, and private
transport and para-transit account for the remainder. In other words,
transit and para-transit represent four-fifths of all motorised trips.
Daily traffic volumes on major arteries are generally 70,000 to 180,000
vehicles. The most heavily travelled intersection, Guru Mandir, hosts
420,000 vehicles per day.
The socio-economic household survey also revealed that on an average
people spend around 10% of their earnings on transportation.
2.6 Trip Generation and Distribution
Knowledge of the trip generation and the distribution of trips amongst
different modes
(e.g. mode
split)
are
important
inputs
to all
transportation planning efforts. Table 2.2 and Table 2.3 below shows
the statistics of modes & trip rates by persons and estimated
motorized trip rates respectively.
Feb, 2012
11

Table 2.4 Persons by Modes & Trips Rates in Karachi
Table 2.5: Estimated Motorized Trips & Trips Rates
Through the above Tables it may be safely estimated that the

motorized trips in Karachi were 24.28 million in 2008 and will be 37.73
million in 2015 and 47.53 million in 2020.
The results of Person Trip Study reveal that 4.5% composition of Public
Transport Vehicles carry 42% of Total Persons Traveling in the City.
Whereas the Private Cars which is 36.5% of Total Vehicular Traffic
carries
only 21%
of Persons,
showing Lesser Average
Vehicle
Occupancy.
Feb, 2012
12

Figure 2.6: Modal Distribution of Vehicles
Figure 2.7: Modal Distribution of Passengers
The above statistics reveals that there is acute shortage of reliable,

safe, comfortable and affordable Public Transport in the city.
Feb, 2012
13

2.7 Road Infrastructure

The Karachi City District has about 9,944 kilometers of road network at
all levels, from expressway to collectors to alleys.
Table 2.4: Road Length by Classification in Karachi.
Classification
Road Length
Ratio (%)
(Km)
Arterial road Total
512.2
5.2
77.2
0.8
Principal
265.9
2.7
Minor
169.1
1.7
234.3
2.4
Local
9,197.8
92.5
Total
9,944.3
100
Expressway
Collector
(Source: KDSP 2020, CDGK)
Lyari Expressway (17 km following the Lyari River) is almost complete.

Similarly, the Northern Bypass forming a wide semi-circle beyond the
north of urban Karachi is almost complete. It connects the RCB Road
north of Baldia with the NBP interchange on the Superhighway north of
Cantonment. The RCD Highway provides an important,
if often
constrained, link it to Karachi Port Trust. Other than the Northern

Bypass, there are no circumferential highways to speak of.
Three national highways connect Karachi to the northeast (Super
Highway to Hyderabad and Punjab), southeast (National Highway to
Badin), and the northwest (RCD Highway to Quetta). These all
terminate at Karachi Port Trust.
The essence of the intra-city road network is a series of arterials
emanating north and northwest from Saddar, Karachis traditional
centre and the town closest to the port. These arterials create a radial
pattern that defines much of Karachis urban structure today. While
this provides the central city just north of the port with a certain
Feb, 2012
14

degree of connectivity, a large volume of goods must move through

the central city on the way to the port, and that causes congestion.
There are many connectors linking the radial arterials in vaguely
circumferential pattern, but the links are not consistent. The traffic
pattern is overwhelming radial. Figure 2.8 reveals the vehicular flow
across Karachi towards Saddar, with the exception of a diversion along
Estate Avenue through S.I.T.E. town, linking to Maripur Road, Saddar
and KPT port.
Feb, 2012
15
Feb, 2012
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Figure 2.8: Major Road Network of Karachi City District
16
Figure 2.9: Road network of Karachi City
Feb, 2012
17

2.8 Traffic Conditions and Congestion

Average Travel speeds in most part of the city are 20-40 kph. Peak
travel speeds in the central business district can be 15 kph, and even
lower. Public transport average speeds for various categories of buses are
shown in Table below.
Table 2.5: Average Speed of Public Transport in Karachi
MODE
UTS
BUSES
MINI
BUSES
COACHES
KPTS
Speed (KPH)
15.4
16.4
18.0
18.5
22.6
Source: Confirmatory Green Route Study, 2008
The ratio of traffic volumes to road capacity is high, especially in the

central business district between Saddar and Tower. As early as 1962,
volumes were often double those of design capacity. More recent traffic
counts reveal volumes are often 5 to 25 times that of capacity, with
higher ratios in central towns.
The extreme congestion in the central business district is a function of
excessive on-street parking consuming as many as four lanes (combined
with a
lack of parking garages,
regulations), in
addition to
street
and lax enforcement of

hawkers
parking
and shops and
other
encroachments inhibiting traffic flow. Pedestrians are forced to walk off

the narrow curbs and into the road space. The CBD also suffers from the
large amount of through traffic travelling to and from KPT port.
The shortage of bus route network coverage and generally poor access to
transit provide no alternative for those who own private vehicles.
Increased population, economic activity and vehicle ownership forecasted
for the next several years (if not decades) are likely to contribute to a
marked increase in traffic congestion.
Feb, 2012
18

2.9
Vehicular Traffic
Day by day and year by year, traffic volume in Karachi city is increasing
tremendously. It is found from the following table provided by the Excise
& taxation department that the rate of increase of public, private and
commercial vehicles is in massive quantum. In the year 1988, the
numbers of vehicles in Karachi were 612,550 which by the end of year
2010 reached to a figure of 2,273,379 i.e. increased at the rate of 6.2%
per year.
The vehicular traffic problem is aggravated by the operation of trucks, and
trailers to carry over 10 million tons of dry and 15 million tons of liquid
cargo that is imported and exported. Large and small trucks, long vehicles
and tankers are all being used for this purpose.
Figure 2.10 shows the percentage increase in the vehicular traffic whereas
the Figure 2.11 shown mode with increase in number of vehicles in
Karachi.
Figure 2.10: Percentage Increase in Vehicles in past 20 years
Vehicular Growth Rate (%)

14.00%
12.00%
Growth Rate
10.00%
8.00%
6.00%
4.00%
2.00%
0.00%
1989
1991
1993
1995
1997
1999
2001
2003
2005
2007
2009
Year
Feb, 2012
19

Figure 2.11: Increase in Number of Vehicles from year 1988 to 2010
Increase in Vehicles in Past 20 Years

2500000
2000000
NO. OF VEHICLES
Total
1500000
Car
MotorBike
1000000
Buses / Mini-buses
500000
0
1988
1990
1992
1994
1996
1998
2000
2002
2004
2006
2008
2010
Years
Feb, 2012
20
2.10 Pu bl ic Transport
The Table 2.7 describes the summary of existing bus routes in operation
in Karachi for Buses, Mini-Buses, Coaches, UTS, and KPTS (routes are
shown in Figure 2.12 to 2.16). The number of permits issued are also
mentioned in the Table. All these buses are being operated by the private
sector. The fare structure of existing public transport is mentioned in the
Table 2.8.
Table 2.7: Summary of Existing Bus Routes in Karachi
Sr #
Category
No. of Routes
Classified
In Operation
Permits
Issued
1.
Buses
60
35
2,573
2.
UTS
21
04
262
3.
KPTS
06
230
4.
Mini Buses
145
75
2,948
5.
Coaches
34
29
3,386
263
149
12,399
Total
Table 2.8: Fare Structure of Existing Public Transport in Karachi

Mode
Fare Up to Km (Rs.)
Distance(km)
10
15
20
25
30
35
Buses
11
13
14
14
14
14
14
Mini Bus
12
14
15
15
15
15
15
Coach
18
20
20
20
20
20
20
KPTS
15
15
18
18
20
20
20
UTS
15
15
18
18
20
20
20
Feb, 2012
21

2.11 Assessment of Public Transport Needs

A study under progress by KMTC-CDGK highlighting introduction of CNG
Buses in the city under PPP shows that the existing bus services in Karachi
has an average route length of about 40 km. during their journey from
one terminal to other, these buses stop at more than 60 bus stops
(designated and non-designated) during an average journey time of about
2.5 hours per direction. Their average speed remain at about 16 KPH and
while there journey they only serve about 130 140 passengers.
Comparing this supply and demand levels of existing bus services on main
movement roads yields that even in the public transport services this city
justifies for very large occupancy vehicles with integrated system from
small (existing) buses to feed rapid mass transit systems which are
discussed in the subsequent chapters.
In order to take a glimpse of existing demand levels on major roads on
public movement the following facts would help justifying the above
statement:
Figure 2.12: Ridership in Public Transport (Including Contract Cariers) along Liaquatabad
No. 10 & M. W. Tower
Feb, 2012
22

Figure 2.13: Ridership in Public Transport (Including Contract Cariers) along National
Highway & Sharah-e-Faisal
The above suggests that on Sharah-e-Faisal the existing public transport

ridership reach to a maximum level of above 500,000 people travelling in
public transport in 16 hours between 0700 hours and 2300 hours.
Similarly, on M. A. Jinnah Road above 300,000 people travelling in public
transport in 16 hours between 0700 hours and 2300 hours.
The most important transport problems are often related to urban areas,
when transport systems, for a variety of reasons, cannot satisfy the
numerous
requirements
of
urban
mobility.
Additionally,
important
transport terminals such as ports, airports, and rail yards are located
within urban areas, contributing to a specific array of problems.
Feb, 2012
23

2.12 Environmental Aspects

The following tables reflect the vehicular emission and noise levels in
Karachi:
Table 2.8: Air Pollution due to Petrol Driven Vehicles in Karachi (2000-01)
Air Pollutant
CO2
Hydrocarbon
Sulphur dioxide
Nitrogen oxide
Particulate Matter
Total Emission
Emission Kg/day
Emission Tons/year
1,929,600
10,440
388.8
7,416
1,728
704,300
3,810.60
141.9
2,706.80
630.7
1,949,572.80
711,590.00
Table 2.9: Air Pollution due to Petrol Driven Vehicles in Karachi (2000-01)
Pollutant
CO2
Hydrocarbon
Sulphur dioxide
Nitrogen oxide
Carbon monoxide
Particulate matter
Total Emission
Emission
Emission
4,770,400
4,628
33,820
19,580
77,430
4,272
1,741,190
1,689.20
12,344.30
7,146.70
28,261
1,559
4,910,130.00
1,792,190.50
Table-2.10: Noise Level in decibels, dB (A)

Max
Min
Average
SUPARCO
Sindh High Court

Compound
Maximum
99
75
82
59
65
Minimum
80
58
74
50
54
Average
87
68
78
54
59
Feb, 2012
24

3.0 NEED OF MASS TRANSIT

The existing trips made by private vehicles (motorcycles, cars etc)
proportion are 52.9% in total trips. This means that at present 52.9% of
the trips in the city are using private motorized transport of their own. At
the same time the average V/C (volume to capacity) Ratio is only 1.1,
which indicates that on an average only 110% of the total capacity of
the roads are utilized. The recently completed Travel Demand Forecasting
Study predicted that if nothing is being done to either control growing
vehicle ownership and/or providing an efficient mass transit systems in the
city, it is expected that this vehicle ownership percentage would grow to
almost 75% and this level of vehicle ownership average v/c ratio will
consequently grow to 2.15 in year 2030. Considering the level of traffic
congestion and other traffic problems in the city at an existing v/c ratio of
2.15 it can be well visualized that at 75% ownership ratio and v/c ratio
reaching 2.15 the extent of traffic problems will mount to levels where it
would be next to impossible to handle the same. It is therefore imperative
to keep an eye on handling vehicle ownership ratios well under control
and this would only be possible taking immediate actions to encourage
and implement efficient and reliable public mass transport systems as
mentioned earlier.
Figure 3.1: Comparison of Trip Distribution in 2010 and 2030
Source: KTIP by JICA, 2010-11
The mega size of Karachi, the magnitude of its investment requirements,

and the scale of the needs for urban policy and institutional reforms
suggest that the challenges of this mega city cannot be addressed with a
Feb, 2012
25

traditional approach of one-off projects. There is need for a series of

appropriately sequenced and integrated interventions whose cumulative
effect will act as a catalyst to speed up the development process in the
mega city.
The crux of the issue can be that the state of present transport system in
Karachi is a matter of general inconvenience and disadvantage to the
public on the whole in socio-economic cum environmental terms vis-vis extra time consumption & mental distress.
Figure 3.2: Scenario Analysis for 2010/2030: Do-Nothing Case
At the cost of being repetitive, the changes required to put Karachi on a

more sustainable development trajectory cannot be achieved through a
one-off project intervention. Previous external assistance has been in
piece meal and has not been based upon an integrated approach to
improve urban transport on a sustainable basis. A set of sequenced
reform actions and sector investments are needed to bring about lasting
improvements in service delivery.
The proposed Investment Program is intended to address Karachis
development needs through the adoption of a long-term and holistic
approach which can (i) build institutions, capacities and systems at the
local level to provide effective urban transport & infrastructure system to
Feb, 2012
26

improve
service
delivery,
(ii)
move
towards
the
adoption
and
implementation of commercial principles in the provision and operation of

infrastructure and services, and (iii) support the execution of priority
bankable urban infrastructure and service subprojects identified and based
upon detailed transport sector analysis and prepared in accordance with
city plans and sub-sector roadmaps.
Figure 3.3: Impact of Full Network
The anticipated benefit and impact of the Mass Transit System for Karachi
is the initiation of a long-term transport system that will enable Karachi to
make even more contribution to national development, while improving
the quality of life for Karachities especially the poor. The Mass Transit
System is expected to:
Feb, 2012
Increase commercial and residential development
Minimize duplication and overlap on public transport routes
Maximize ridership through an integrated multi-model system
Offer high service

accessibility
Reduce car and motorcycle dependency
Provide
safe, secure, environmentally
sustainable,
r e l i a b l e a n d dependable transport that meets the needs and
aspirations of the mega city.
Link the CBD with the town centers and peripheral areas of Karachi.
Relief from psychological pressure
in
terms
of speed,
frequency
and easy
27

4 Past Efforts Regarding implementation of Mass

Transit Program
In 1995, National Mass Transit Authority (NMTA) was established in
Islamabad to implement Mass Transit System in major cities of
Pakistan. The project of LRT on Corridor I was approved by NMTA
Council in its meeting chaired by the Prime Minister of Pakistan
(Mohtarma Shaheed Benazir Bhutto) on May 14, 1995.
Figure 4.1: 6 Corridors notified by GOP in 1990
4.1 First Initiative
Subsequently,
after
bidding
process
an
Implementation
Agreement was signed with M/s. Indus Mass Transit Company

(IMTC) on Build, Operate and Transfer (BOT) at the cost of US$
586.77 million on 15th January, 1996. However, due to change of
Government and various other reasons the financial close was not
achieved and the agreement was terminated on 6th December,
2001with an amicable settlement. *
Feb, 2012
28

4.2 Second Initiative
In 2003, City District Government Karachi (CDGK) initiated fresh

efforts to implement the project on BOT Basis. 7 firms were prequalified for the Project and only two firms submitted their
proposals: (i) Maglev Levitation Train (on BOT) by M/s American
Maglev Technology (AMT), USA, (ii)Light Rail Transit (on credit
financing ) by China National Machinery & Equipment Corporation
Group (CNMEG).
4.3 Third Initiative
Subsequently, on the basis of MoU signed with Government of

Sindh dated September 1, 2003 with CNMEG for implementation
of LRT project for Corridor-II on credit Financing, a Preliminary
Implementation Agreement was signed between CDGK and
CNMEG for Corridor-I project on credit financing at the cost of
US$ 569.3873 million with the condition to arrange Sovereign
Guarantee for repayment of Principal and interest amount from
GOP. However, GOP did not agree and directed to opt for BOT.
4.4 Fourth Initiative
Later on, Planning Commission, GOP constituted a committee to

approach pre-qualified bidders for additional comforts required to
participate in the project implementation. However, CNMEG reconfirmed its participation on credit financing and AMT and IDC
offered for Meglev system on BOT basis. Therefore, an MoU was
signed on 24th December, 2004 between CDGK and M/s AMT &
IDC for implementation of Magnetic Levitation Train Project at the
cost of US$ 289 million on BOT. However, the same could not be
implemented due to non fulfillment of commitments by the
Bidder.
Feb, 2012
29

4.5 Implementation of Light Rail Transit System along

priority
Corridor-I (Sohrab Goth to Tower) Documents
Available
Final Report on Karachi Mass Transit Program (by World

Bank)
Detail feasibility / Engineering Design by IMTC
Proposal of CNMEG
PIA (Preliminary Implementation Agreement)
Proposal of IDC
LOI issued to IDC
Topographical
Survey
(May
2005)
conducted
by
SUPARCO.
Feb, 2012
30

5 Master Plan for Mass Transit Program in Karachi

Figure 5.1: Priority Mass transit Corridors proposed by JICA study team in KTIP
The priority Mass transit Projects proposed by JICA study team in the
Karachi Urban Transport Master Plan Report of Karachi Transport
Improvement Project are:
Circular Railway
KCR (43.1km) and Extension (14.5 km)
Railway (Elevated LRT)
Blue Line (Super Highway- Tower): 22.4km
Brown Line (Nagan Chowk - Landhi): 18.5km
BRT (surface)
Green Line (Surjani to Saddar)
Red Line (Safoora to Saddar)
Yellow Line (Korangi Industrial Area to Saddar/ Numaish)
Aqua Line (Hawks bay to Gulbai)
Purple Line (Baldia to Shershah)
Orange Line (Orangi Town to Board Office)
Feb, 2012
31
Table 5.1: List of Mass Transit corridors and their characteristics
Stations
Total Cost
(Rs. Billion)
Boarding
Per Day
Maximum
Sectional
Demand
Peak Hour
Status
Name
Mode
Length
(km)
* KCR
Rail
43.1
24
172.0
505,000
21,700
JICA is working on SAPROF-2
*KCR
(Extension)
Rail
14.5
11
47.3
487,000
30,900
Under 2025 Plan
Blue Line
Rail
22.4
18
170.1
661,000
27,000
Open / CDGK is considering

Foreign Investors
Brown Line
Rail
18.5
16
105.6
736,000
21,500
Open
Green Line
BRT
24.0
27
8.0
566,372
18,300
JICA is Working on Feasibility

Study
Red Line
BRT
24.0
21
7.0
612,831
15,000
JICA is Working on Feasibility

Study
Yellow Line
BRT
20.4
41
5.1
653,000
17,600
Open
Orange
Line
BRT
3.9
1.0
397,000
18,300
Open
Purple Line
BRT
9.7
19
2.5
83,000
4,000
Open
Aqua Line
BRT
11.8
24
3.0
449,000
24,700
Open
* Karachi Urban Transport Corporation is the responsible organization for KCR Project
Feb, 2012
32
5.1 MRT-1 Blue Line (Super highway to Tower)
Figure 5.2: Route Map of Priority Rail Line from Super Highway to Tower
Feb, 2012
33
The Priority Rail corridor starts from Super Highway to M. W. Tower

refer, Figure 5.2 for alignment. The extension of this corridor would
connect Sohrab Goth with beginning point of Karachi Northern Bypass
(KNB) in later stage. The construction along this corridor has been
proposed as partly underground and partly elevated. The section
between Teen Hatti and M. W. Tower is proposed as underground,
considering environmental, and resettlement studies. This section
would also have 7 underground stations serving to central and
commercial districts. These stations have been located at an average
distance of 1 to 1.5 km. Rest of the alignment i.e. from Sohrab Goth
to Teen Hatti this corridor would be elevated having 11 stations.
Terminals are proposed at South West and North East end of this
corridor. There are fast and continuous development and the redevelopment along corridor for which a Rapid Rail Transit System is
proposed. The existing traffic demand and potential increase in urban
mobility as presented in Table 5.2 justifies the development of Metro
Rail along this corridor.
Depot facilities for Phase-I shall be located in the KBX yard at Tower.
Some facilities can also be shared at the Pakistan Railway City
Station. The ultimate depot / terminal facilities will be on Super
highway near Sohrab Goth. Figure 5.3a and Figure 5.3b shows the
location of proposed Depot facility at both ends.
Figure 5.3a: Depot / Terminal at Sohrab

Goth Site
Feb, 2012
Figure 5.3b: Depot / Terminal at M.W. Tower
34
Table 5.2: Construction Parameters along MRT Corridor I (Blue Line)

Approx. Length
Stations
(km)
MRT
Corridor
Under
Under
Elevated
Total
Elevated
Total
Ground
Ground
Corridor I
15.2
7.2
22.4
11
7
15
Approx.
Cost
Pak Rs. (Billion)
170.0

Table 5.3: Travel Demands along MRT Corridor I (Blue Line)
Total No. of
Maximum
Passengers
Demand
MRT Corridor
(1,000 per /
at a Section
day)
(1,000 / day)
MRT Corridor I
661.0
357.0
Peak Hour / Peak

Direction Traffic
(per / hour)
27,000
Figure 5.4: Construction issues along the Railway corridor # 1
Feb, 2012
35
5.2 MRT-2 - Br own Line (Nagan chowrangi to Korangi)
Figure 5.5: Route Map of Priority Rail Line from Nagan Chowrangi to Korangi
Feb, 2012
36
The route of Brown Line is as same as Corridor-5 along Rashid minhas Road
except for the section in the south of Shahrah-e-Faisal Road. The corridor
has heavy traffic with more than 140,000 vehicles (or 122,000 PCUs) per
day along Rashid Minhas Road.
This corridor will provide direct access from the Population center of low
income people of the city like Nagan Chowrangi to the biggest industrial
area of the city Korangi industrial area. The potential traffic demand for
crossing Malir River between Shahrah-e-Faisal and Landhi through Malir
Bridge Road is very high.
In case of funds not available for Railway, BRT can be installed on this
corridor to serve for 10-20 years. This route has enough road space for BRT
system except for the section between Shahrah-e-Faisal Road and Malir
River Road. Considering high traffic demand, this route should be railway
system in the long term ultimately.
This line is one of the two circular lines generally running from northwest,
bisecting three artillery lines to southeast of Karachi. It runs through
residential and commercial areas alternately in the northwestern half and
then runs through residential areas near industrial area before it reaches in
the middle of Korangi industrial belt.
There are 27 commercial and residential, or a building with commercial
purposes on its lower floors and residential purposes on the upper floors are
affected by a number of stations planned to construct.
Particular attention should be paid to the area near Drigh Road Station of
KCR where there are 23 residential structures and 4 squatter buildings
would become subject to demolition. As a result approximately 91
households would be subject to resettlement. There will be no other way to
change the alignment of Brown Line.
Feb, 2012
37
Table 5.4 Construction Parameters along MRT Corridor II (Brown Line)

Approx.
Stations
MRT
Length
Corridor
(km
Under
Under
Elevated
Total
Elevated
Total
)
Ground
Ground
Corridor II
18.5
0
18.5
16
0
16
Approx. Cost
Pak Rs.
(Billion)
105.6
Table 5.5: Travel Demands along MRT Corridor I (Brown Line)

Total No. of
Peak Hour / Peak
Maximum
Passengers
Direction Traffic
Demand
MRT Corridor
(1,000 per /
(per / hour)
at a Section
day)
(1,000 / day)
MRT Corridor II
736.0
286.0
21,500
Figure 5.6: Construction issues along the Railway corridor # 2
Feb, 2012
38
5.3
BRT-1 - Green Line (Surjani to Jama cloth)
Figure 5.7: Route Map of BRT Corridor-I Green Line
Feb, 2012
39
BRT Line 1 covers a distance of 24 km from Surjani Town to Jama cloth

Market at M.A. Jinnah Road (end of 2-way section). Along its main
alignment an extension of this line (or through feeder bus or tram
services) which would connect Terminal station at Jama cloth to Tower,
refer Figure 5.7 for alignment.
This line forms the north-south corridor going through Liaquatabad, North
Nazimabad, New Karachi, and the future development area in the north.
The section from Board Office to the north was proposed as a part of KCR
in MVRP Plan (1952), Corridor-3 in KMTS (1990), and BRT line-1 in the
Megacity Project by ADB recently.
Figure 5.8: Peak Hour Traffic Assignment (2020) along BRT Corridor-I Green Line
Feb, 2012
40
Figure 5.9: Summary of Peak Hour Traffic Volume along BRT Corridor-I Green Line
Feb, 2012
41
Table 5.6: List of Possible stations along BRT Corridor-I Green Line
Table 5.7: Basic Characteristics of BRT Line 1

BRT
Line
BRT
Line 1
Length
(KM)
Proposed
No. of
Stations
Elevated
Stations
Estimated
Cost
(Millions Pak Rs.)
Estimated
Cost
(Millions US$)
24.0
23
7000
77
Note:
1 Costs includes bus acquisition program
2 No resettlement Required
Feb, 2012
42
5.4
BRT-2 - Red Line (Safoora to Regal Chowk)
Figure 5.10: Route Map of BRT Corridor-II Red Line
Feb, 2012
43
The transit corridor along University Road was not justified in the KTMS for
the project up to 2000, but it was proposed as BRT line-3 in the Megacity
Project by ADB. The corridor has heavy traffic with more than 125,000
vehicles (92,000 PCUs) per day2 between NIPA and Civic Center.
Universities and colleges are located along University Road, and more and
more students become to use motorcycles and cars instead of public
transport.
This corridor was proposed as BRT line-3 in the Megacity Project by ADB.
It can reach the eastern development area such as Education City and
DHA City. The road of this corridor has an elevated section near NIPA in
the length of 900m and there is no other bottleneck except for the
elevated section along this road. However, if this route goes to Education
City and DHA City, it is necessary to pass through the restrict area of Malir
Cantonment.
Elevated railway and BRT are possible, while surface railway is difficult due
to flyovers and many intersections along this corridor.
Figure 5.11: Summary of Peak Hour volume along BRT Corridor-II Red Line
Feb, 2012
44
Table 5.7: Basic Characteristics of BRT Line 1

BRT
Line
BRT
Line 1
Length
(KM)
Proposed
No. of
Stations
Elevated
Stations
Estimated
Cost
(Millions Pak Rs.)
Estimated
Cost
(Millions US$)
24.0
21
8000
88
Note:
1 Costs includes bus acquisition program
2 No resettlement Required
Table 5.8: List of stations along BRT Corridor-II Red Line
Feb, 2012
45
5.5
BRT-3 - Yellow Line (Landhi to Numaish)
Figure 5.12: Route Map of BRT Corridor-III Yellow Line
Feb, 2012
46
Yellow Line goes through Korangi Industrial Area east and west,
connecting to the CBD via FTC Flyover. This is a high demand corridor with
traffic volume of more than 60,000 vehicles (54,000 PCUs) along Main
S.M. Farooq Road, and 48,000 vehicles (28,000 PCUs) along Korangi
Road3. The traffic congestion in peak hours in Korangi Industrial Area is
the risk to the economic activity by discouraging investment to industrial
sector in Karachi.
Yellow Line starts from Korangi Industrial area and passes through Korangi
Road where lot of commercial activities has been developed resulting in
High demand of passangers through out the day. This line also runs parallel
through Shara-e-Faisal at small section and then travels through shara-eQuaideen where it also Serves the Tariq road and ended up at Numaish
Chowrangi where lot of residential People are expected to use this facility.
Table 5.9 Construction Parameters along BRT Corridor III (Yellow Line)
Approx.
Stations
MRT
Length
Corridor
(km
Under
Under
Elevated
Total
Elevated
Total
)
Ground
Ground
BRT III
22.4
0
22.4
24
0
24
Approx. Cost
Pak Rs.
(Billion)
3.0
Table 5.10: Travel Demands along BRT Corridor III (Yellow Line)
Daily
Route Alignment
Start
Point
(Landhi)
Singer Chowrangi
Important
Stations
Qayyumabad
FTC
Nursery
End Point
Feb, 2012
Passengers
Daily
Vehicles
For All Vehicle types

120,000
38,000
250,000
55,000
500,000
130,000
700,000
200,000
250,000
100,000
Numaish
47
6 Latest Development
As
detail
Transportation
study
JICA
Improvement
Study
Project
Team
Study
completed
Karachi
including
Karachi
Transport Master Plan - 2030 vision

Interim Report available, final report would be available in June
2012.
JICA is preparing feasibility report of two BRT lines (Green and Red
lines)
JICA will also prepare pre-feasibility of Blue line (priority Corridor-I)
by May 2012.
MOU signed between JICA and KMTC on 14-07-2011 for feasibility
study of two BRT Lines (Green and Red line) and pre-feasibility of
Red Line initially for BRTS convertible to MRT
JICA will also explore funding for implementation of two BRT lines
including Procurement of Buses.
The feasibility study reports and final report would be completed by
JICA in June 2012.
Provincial Assembly
has passed PPP act in 2010 and GOS
constituted a PPP Board headed by Chief Minister, Sindh. This would

provide legal umbrella for potential investors and enhance the
comfort level
Feb, 2012
48

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Karachi Mass Transit Program

KARACHI MASS TRANSIT CELL

KARACHI METROPOLITAN CORPORATION

Karachi Mass Transit Program

Karachi Mass Transit Program

Karachi, with a population above 18 million and conurbation of about 3500

in recent years, the

coverage and reliability of transportation has not been able to develop

Karachi generates around 24.2 million person trips on a typical

weekday, about 60 percent of which by public transport. Subsequently,

use public transport as their means

transportation. This indicates that provision of an efficient and reliable

of time and increased vehicle operating

productivity and economic losses besides resulting in greater government

Karachi Mass Transit Program

Transportation Sector Prospect

communities, and freight to and from urban centers and industrial

This demand requires a networked delivery system that is

capital intensive and professionally managed governance that has to be

economies. The necessary demand of such schemes is that they should be

sluggishness in the pace of development and also would be visible in

Briefly highlight the basic features of the city of Karachi.

Discuss transportation related statistics and data.

Briefly highlight the existing transportation system of the city of

Describe the possible mass transit systems for the city.

Karachi Mass Transit Program

Opportunities for investments in mass transportation sector.

Specific Projects for potential investment.

Background Material and Data Sources

Karachi Transport Improvement Project (2030 vision) Under JICA

Karachi Strategic Development Plan2020 (KSDP-2020) prepared

Master Plan Group of

Offices (MPGO), City

Government Karachi (CDGK)

Traffic Demand Forecast

International Cooperation Agency (JICA) 2008.

Person Trip Study of Karachi City, conducted by Japan International

Special Assistance for Project Formulation (SAPROF) study for

Study on Public-Private Partnership based Environment Friendly

System (CGN Buses) in Karachi, conducted by KMTC-CDGK and

Karachi Mass Transit Study, 1990.

Karachi Mass Transit Program

2.0 Karachi at a Glance

pharmaceutical industries, and thousands of industries belonging to

Karachi Mass Transit Program

District of Karachi consist of 18 administrative towns, 6 cantonments, and

facilitation, municipal related activities and control, besides education,

Karachi Mass Transit Program

The Karachi metropolitan region, as determined by the commuter zone,

Figure 2.1: Karachi City District Jurisdiction.

Planned Area: 3530 sq km

Karachi Mass Transit Program

Karachi Mass Transit Program

2.3 Urban Growth Patterns of the City

wholesale markets, warehouses, business offices, banks, financial and

Karachi Mass Transit Program

institutional systems of the city.

Karachi Mass Transit Program

2.5 Travel Demand

Karachi Mass Transit Program

Table 2.4 Persons by Modes & Trips Rates in Karachi

Table 2.5: Estimated Motorized Trips & Trips Rates

Through the above Tables it may be safely estimated that the

showing Lesser Average