According to experts, the most effective and biggest mode of transportation of goods from a seaport to different places within a country is the railway system as it is not only economical but also safe and secure. Moreover, this system is environment-friendly - a big plus in an increasingly polluted world. Due to the same reason, experts across the globe give this system special importance. But unfortunately, the situation in our country is entirely reverse.
For the last few years, the system of roads has been upgraded to improve and expedite the process of transportation. The basic condition for this network of roads and bridges was durability, as heavy traffic was to be plied on it. To meet the objectives, two projects worth billions of rupees - the Lyari Expressway and the Karachi Northern Bypass - were initiated under the supervision of the National Highway Authority. Unfortunately, one month after the completion of the Northern Bypass, one of its connecting bridges - the Shershah Bridge - collapsed as a result of which a number of casualties occurred. An inquiry committee was constituted to probe the tragedy but no fruitful result of the enquiry of the incident could be obtained and a project worth billions of rupees has put a question mark on the future of flyovers. Almost ten months have passed but the construction of the same could not be restarted. Due to carelessness in the past, the change in design is stated to be the cause of the incident.
The project of the Lyari Expressway, after a lapse of four years, has not so far been completed. Only the southern part of the Expressway, constructed at a cost of 12 billion rupees, has been opened for traffic. This portion of the project was inaugurated on February 11 this year by President Pervez Musharraf. Out of 12 billion rupees, 8 billion is the cost of construction whereas 4 billion rupees have been spent on the rehabilitation plan of 24,000 affectees. The shortage of funds and land for rehabilitation are stated to be the causes for the delay of the completion of the northern portion.
The 16.5 kilometer-long Lyari Expressway was planned in order to stop heavy traffic from entering and disturbing the local traffic of the city and to provide it with substitute rapid traveling facilities from Mauripur to Sohrab Goth. There were also four entry and exit points planned in the project. For the first time, the defunct KDA (Karachi Development Authority) had prepared a plan entitled the Lyari River Development Scheme in 1986. According to the plan, this road had to run over the Lyari River but, later on, the route was shifted to populated land. As a result of the amended plan, millions of inhabitants living in thousands of houses constructed on both banks of the river were evicted. Most of the populations here were more than fifty years old and they were living there legally as almost all of the localities were leased and the concerned authorities had given them genuine allotments.
Thousands of the affectees of the Lyari Expressway had filed constitutional cases against the project in the Sindh High Court. The plaintiffs of these constitutional complaints were of the view that the project was not a public welfare one but rather, a purely commercial one in which the city government would earn more in the form of taxes than it had spent. The affectees were of the view that it was not a policy matter as any policy superior to the law could be made. They observed in their complaints that they were legal owners of their properties which had been allotted to them on a 99-year lease by the Government of Sindh, Rehabilitation Department of Government of Pakistan, and other concerned authorities. They had expressed in their complaints that without inviting the masses objections and without serving notices, buildings and houses had been demolished, which is contrary to what is mentioned in the constitution in the chapter of basic human rights. It is even against the rights of illegal occupants, discussed in Sindh Public Property (Removal of Encroachment) Act 1975. The complaints further read that the project, after analyzing the losses to be incurred in the future, had been annulled in 1986 but again, despite its anti-masses nature, it has begun without giving any advance notices or remuneration.
In response to these constitutional complaints, the City District Government of Karachi and the National Highway Authority had observed that the project was a gigantic public welfare project, which would be an unavoidable and beneficial project for the entire country in general and for the masses of Karachi in particular. The two authorities (CDGK and NHA) had observed that they had no other avenue but to stand by their version about the resumption of the project as the city of Karachi could not afford the large-scale plying of heavy traffic. Heavy trucks, oil and water tankers, trawlers, etc. passing through each and every road of the city cause not only traffic jams and disturbances but also great loss of life and property. This heavy traffic increases the number of accidents, environmental pollution and destroys the water and sewerage lines as well as the underground lines of gas, electricity and telephone. The Advocate General of the Government of Sindh had recorded his statement in the court that the City Government had chalked out a policy according to which each affectee would be provided with an 80-yard plot and a cash sum of Rs. 50,000. The Advocate General told the court that while the affectees would get better residential facilities, the city would be free from heavy traffic accidents, traffic jams and environmental pollution. He further said that Karachi was an important seaport and since all import and export was based in the city, if the project did not take a practical shape, Karachiites would face great hardships in using the roads. After hearing the plaintiffs and the defendants, and after considering the importance and beneficence of the project, the then-Chief Justice of Sindh High Court had given the verdict that, no doubt, the project was for public welfare but only that space which was absolutely necessary for the Expressway should be acquired and that the buildings or houses which would be demolished, should be compensated by paying 15 percent more than the market value according to the Land Acquisition Act and that the affectees should be given ample time and necessary facilities for vacating the sites and shifting to new premises. But violating the court's verdict, the concerned authorities, instead of paying the justified price of the house/building, issued the cheques worth Rs. 50,000 only and a plot of 80 yards. Corrupt government officials and agents of the land mafia started their dishonest games and plundered the poor and helpless people. At the cost of greasing palms, several plots were given against just a single small house whereas only one plot was given against a multi-storeyed building.
Meanwhile, Karachiites were dismayed to hear that the Expressway, which was constructed for heavy traffic so that the trucks and trailers would not disturb the local city traffic, would be used only for light traffic and heavy vehicles would not be allowed on it. Now the representatives of the NHA are claiming that the Lyari Expressway was aimed, from the beginning, for only light traffic. The NHA is of the view that the design of the project was prepared taking heavy traffic into consideration due to which confusion prevailed. The authorities of the NHA make lame excuses by giving clarifications that for heavy traffic there already exists the facility of the Northern Bypass. Furthermore, the authorities explain that the normal speed allowed on the Expressway is 80 km/hour so buses, motorcycles, rickshaws, public transport and inter-city buses cannot be allowed.
Another interesting factor with regard to the Expressway is that just after the inauguration of the southern track, a dispute between the City Government of Karachi and the National Highway Authority arose on the issue of collecting toll tax. The NHA has decided to collect the same and it observes the income so generated would be spent on the welfare of Karachi and the CDGK or any other body would not be given any share.
But still many questions remain unanswered. With dacoities and other criminal activities on the Northern Bypass a matter of routine, how is it possible for light traffic to continue to use the Lyari Expressway? How can this confusion minimize the pressure of traffic on city roads? In perspective of the ongoing situation, the construction of Jinnah Bridge Elevated Expressway as announced by the City Nazim, becomes the next victim of apprehensions and reservations. This scheme is very similar to the Lyari Expressway and will be constructed on the banks of the Malir River. The authorities concerned should take serious notice of the change of status of the Lyari Expressway or the Court should take suo moto action against this wrong decision and the citizens should finally be absolved from the ogre of traffic jams.
