Livelihood Substitution: The Case of the Lyari Expressway

C. What Could Have Been Done To Decrease Negative Impact

6. Alternative Planning

In the opinion of a number of academics and planners, the Expressway was not necessary and as such only the residents living below the flood line needed to be relocated. Alternatives to the present design were also prepared by leading engineers such as Professor Shoaib Ismail. These designs curtailed the width of the River and made the Expressway pass within the flood plain thus reducing demolition to less than a quarter. In addition, a number of thesis and studies by students at the Department of Architecture and Planning at the Dawood College of Engineering and Technology, Karachi have prepared schemes for the rehabilitation of the Lyari Corridor. The Expressway was not envisaged in these proposals and the people living in the Corridor were rehabilitated along the banks of a dredged Lyari River. Studies also showed that these projects were financially viable¹.

The building of embankments at appropriate places could also have protected a lot of settlements from flooding and they could eventually have been regularised. However, for this approach to be acceptable a change in laws that prevent people from living in the flood plain or water bodies would have to be made. It may be important to mention that a lot of land in the flood plains or water bodies has been acquired for high income and middle income housing by making it “ecologically safe” by building of infrastructure². Why should low income settlements be treated differently?

7. Socio-economic Surveys

No socio-economic surveys were carried out of the settlements that are being demolished. On a satellite image the Expressway route was marked and on that basis marking was made at site. The houses that came within the markings were informed that they would be demolished and shifted. What was required to minimise the negative impacts is given below.

• Identification of community organisations and consultation with them regarding the Lyari Expressway Project.
• Formation of committees consisting of members of the community, local government representatives and NGOs to carry out a socio-economic survey of the affected areas. These surveys would determine
  • Households to be affected
  • Places of work of the affectees
  • Location where children go to school and health facilities used by the affectees
  • Location and type of commercial and industrial activity in the affected areas and its social and economic linkages with the affectee communities
  • Nature and type of social activity in the area

On the basis of the results of such a survey a resettlement plan that causes the minimum of social and economic hardship for the affectees could have been worked out with their participation. In addition, commercial units that were being demolished should have been compensated for rehabilitation at the relocation site and the nature of infrastructure and linkages with suppliers and labour that existed and which were required at the relocation site should have been clearly identified. On the basis of such a survey a support system for the commercial units could have been worked out.

The implementation of such a plan for both commercial and residential units and the use of finances for it could have been the responsibility of committees of representatives of local government, reputable NGOs, local community organisations and activists. Similarly, a coordination committee could have been put in place for a period of five years to ensure the implementation of the rehabilitation project. Such a process could have empowered people to determine their own development and to negotiate with the political power in the city. It would also have made it possible for them to decide who they wish to live with in the new settlement.