ack of sound urban planning, weak governance and widespread disregard for traffic rules have turned Karachi’s roads into a deadly arena. Every day, thousands of travelers, particularly motorcyclists, risk their lives, weaving through the city’s chaotic traffic.

The numbers paint a harrowing picture. From January to August 2025, Karachi recorded 588 deaths, 1,087 injuries and 548 accidents. Motorcyclists accounted for 301 fatalities. Heavy vehicles—trucks, dumpers, water tankers and oil tankers—were responsible for 143 of these incidents. 336 victims and 108 drivers of the vehicles causing the accidents were unlicensed. This is not an occasional spike—it is a systemic failure rooted in neglect and lack of oversight.

DIG Pir Mohammad Ali Shah says many drivers lack basic knowledge of traffic rules. “Many ignore lane discipline, drive without lights at night and are distracted by mobile phones,” he says. “Speeding, aggressive lane changes and a lack of hazard awareness are common.”

The consequences are devastating. Preventable tragedies unfold daily. On August 26, a truck collided with a motorcycle and a rickshaw near a traffic signal. The motorcyclist, 45-year-old Majid, succumbed to his injuries. SIP Akmal Rai of the Karachi Road Accident Analysis Team found that the truck had been illegally extended from 16 to 28 feet to carry extra poultry cargo. “By driving at excessive speed, operating a modified vehicle and doing so without a valid licence, the driver caused an entirely preventable loss,” Rai says.

Another devastating accident occurred on August 25, at the Drigh Road underpass. A speeding minibus lost control in a narrowed, waterlogged 13-foot section of the underpass, crashing into two motorcycles. Haris, a 45-year-old rider, fell to the ground and died. On the second motorcycle, Muhammad Shoaib and an elderly woman died instantly. Shoaib’s wife, Naila, survived.

The numbers paint a harrowing picture. From January to August 2025, Karachi recorded 588 deaths, 1,087 injuries and 548 accidents. Motorcyclists accounted for 301 fatalities. Heavy vehicles—trucks, dumpers, water tankers and oil tankers — were responsible for 143 of these incidents.

“I remember the sound of screeching metal, the impact, and then chaos,” Naila told doctors. “I kept calling for Shoaib, over and over. A stranger used his shirt to stop my bleeding. It was a nightmare I couldn’t wake up from,” Naila told the medical staff, afterwards. heavy vehicles are a major contributor to Karachi’s road fatalities. From January to August 2025, trailers, trucks, dumpers, water tankers and oil tankers caused 143 deaths. In 2023, heavy vehicles were responsible for 61 fatal accidents; by 2024, this number had surged to 265.

DIG Shah says that many of these vehicles carry 75-80 tonnes of cargo, far exceeding the legal limit of 35 tonnes. Overloaded and poorly maintained, they strain braking systems and become nearly impossible to control. Driver fatigue compounds the issue. Many work gruelling 24-hour shifts, impairing their judgement and reaction times.

Tariq Gujjar, president of the Transport Goods Association, disputes this. “Our drivers operate on regulated schedules, working only from 6 pm to 8 am between Karachi Gateway, Port Qasim and West Wharf. They get ample rest,” he claims.

Gujjar says that motorcycles, not trucks, are the primary hazard. He says teenage riders speeding and performing stunts while driving are a huge problem. “In many cases, these motorcycles get hit by other vehicles and fall under some trucks. We’re unfairly blamed,” he says, “There should be separate motorcycle lanes, like in Lahore.”

Every death is a preventable tragedy; the city can no longer afford inaction.

Heavy vehicles like trucks, dumpers and trailers have extensive blind spots; areas where drivers cannot see smaller vehicles or pedestrians. These include the rear of the trailer, the front of the cab and both sides near the driver’s and passenger’s doors. For dumpers and trailers, their high cabs and elongated bodies make these zones even more dangerous, rendering motorcycles and cars virtually invisible.

According to DIG Shah, defensive driving can be a lifesaver. “The motorists and motorcyclists must assume they’re in a blind spot when near heavy vehicles and maintain a safe distance, ideally 20-30 feet behind or to the side where the driver can see them in their mirrors,” DIG Shah says.

“Overtaking should be swift and with clear signalling, and drivers must avoid cutting in front immediately after passing, he says. “Motorcyclists, particularly vulnerable, should scan their surroundings, anticipate wide truck turns and use horns or lights to signal their presence.”

Motorcyclists have the highest fatality rates. There have been 301 deaths in 2025 alone. Many ride without helmets or use substandard ones. Others remove side mirrors, leaving them blind to rear traffic. Poor training and reckless driving amplify the risks. The Sindh Police had urged manufacturers to make side mirrors unremovable, but companies cite delays awaiting foreign approval. A bill to enforce stricter helmet standards has languished in the parliament for years.

“A new vehicle fitness law, effective from October 2025, mandates better truck maintenance, improved driver well-being and cameras to monitor reckless driving,” Shah says. “In September our focus will be on awareness campaigns to ensure compliance.”

Tariq Gujjar welcomes this, noting that 50 per cent of their vehicles are “already compliant.” He says they will ensure full compliance by December. He criticises government negligence, pointing out that only two fitness inspectors were appointed for years. 25 new inspectors have been added recently.

Karachi has invested billions of rupees in freight corridors like the Northern and Eastern Bypasses to divert heavy vehicles from residential areas. Yet, most trucks ignore these routes to save fuel. Dr Muhammad Ahmed, director of NED University’s Centre for Environment and Social Sustainability, insists that this is unacceptable. “Freight traffic from the National Highway must use bypasses to reach Karachi Port or industrial zones like SITE and North Karachi. Light vehicles should be banned from the Northern Bypass,” he says. Tariq Gujjar counters that the 150 km bypass routes are impractical compared to 50 km city routes.

Certain road and lighting conditions also contribute to horrific accidents. Dr Muhammad Ahmed identifies Mauripur Road, Korangi Road and the 30-kilometre National Highway stretch from Star Gate to Ghaggar Phatak as “death traps” due to flawed design and weak enforcement. “A notorious example is near Gulbai, where a grave in the middle of the road causes confusion and frequent collisions.”

Dr Ahmed warns that without urgent redesign or stricter regulation, these zones will continue to claim lives. He proposes integrating traffic law education into college curricula, with students earning 10-20 marks for mastering traffic rules and defensive driving. This would foster a culture of responsible driving, reducing accidents over time, he says.

Karachi’s road safety crisis demands a multi-pronged approach: enforcement of freight corridor usage, suspension of licences for repeat offenders, enhancement of driver training and safety gear, redesigning high-risk roads and integration of traffic education into schools. Technology and new laws are steps forward, but without resolute implementation, Karachi’s roads will remain dangerous. Every death is a preventable tragedy. The city can no longer afford inaction.

The writer is a senior The News staffer based in Karachi