Motorcycles Outpace Cars on Pakistan’s Roads
News Desk
Islamabad: In a striking shift in transportation trends, motorcycles have now outnumbered cars on Pakistan’s roads. Data released by the Gallup Pakistan Digital Analytics Platform (GDAP) and the Pakistan Automotive Manufacturers Association (PAMA) reveals that from 2007 to 2025, over 20 million motorcycles were sold across the country—compared to just 2.6 million cars. This means for every car sold, nearly eight motorcycles hit the streets.
The dramatic surge in motorcycle ownership comes amid ongoing economic challenges that have made car ownership increasingly unaffordable for many citizens. Two decades ago, only one in ten households in Pakistan owned a motorcycle. By 2019, that number had jumped to one in two.
Experts say affordability, fuel efficiency, and mobility are the driving forces behind this shift. Motorcycles are significantly cheaper to purchase and maintain, consume less fuel, require smaller parking spaces, and can easily navigate congested city traffic—often cutting commute times in half in major urban centers like Karachi, Lahore, and Islamabad.
Beyond cities, motorcycles serve as critical lifelines in rural and remote regions, where they connect families to essential services such as schools, healthcare facilities, and markets. However, despite their growing dominance on the roads, motorcycles remain largely overlooked in transport planning and infrastructure design.
“Our road systems are still designed with cars in mind,” said a local urban planner. “From wide lanes to expansive parking lots and traffic signals, the infrastructure favors four-wheelers, leaving motorcycle riders vulnerable.”
With no dedicated lanes, motorcycle users are often forced to the edges of roads, increasing the risk of accidents. In cities, thousands of bikes navigating narrow lanes alongside cars, buses, and trucks frequently results in chaotic traffic conditions and heightened crash risks.
Transportation experts are calling for urgent policy shifts and infrastructure improvements to ensure road safety and efficiency. These include clearly marked motorcycle lanes, compact parking areas for two-wheelers, and road signage that accommodates both two- and four-wheeled vehicles.
In rural areas, where motorcycles are the primary means of transport, road conditions present a different set of challenges. Many village roads remain unpaved, riddled with potholes, and often become impassable during the rainy season. Poorly maintained bridges and narrow dirt tracks can isolate entire communities.
Simple improvements—such as filling potholes, reinforcing low-cost bridges, and installing guardrails—could drastically enhance rural mobility. Improved connectivity would not only help students reach schools and patients access clinics but also allow farmers to transport their produce to markets more efficiently, boosting local economies.
The rise of motorcycle ownership in Pakistan reflects more than just a shift in consumer preferences—it mirrors the evolving needs of millions of families striving for affordability, accessibility, and mobility. Experts argue that a modern, inclusive transport strategy is long overdue.
“Urban planners, engineers, economists, and policymakers must acknowledge the reality on the roads,” said a spokesperson from GDAP. “The eight-to-one motorcycle-to-car ratio demands a rethinking of transport priorities.”
By leveraging real-time data and adopting inclusive, evidence-based policies, Pakistan has the opportunity to create a safer, more sustainable transportation system that meets the needs of all its citizens.
