2016 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Final Report
The Urban Unit
Urban Sector Planning & Management Services Unit (Pvt.) Ltd. Ltd. 503-Shaheen Complex, Egerton Road, Lahore, Pakistan I Design of Pedestrian Precincts & Parking Plaza, Peshawar
Prepared By: ______Mr. Muhammad Bilal Research Associate
Checked By: ______Dr. Murtaza Asghar Bukhari Team Leader
Approved By: ______Dr. Nasir Javed Chief Executive Officer The Urban Unit
II Design of Pedestrian Precincts & Parking Plaza, Peshawar
DISCLAIMER
This report is meant to serve as a guidance note for the Urban Policy Unit, Khyber- Pakhtunkhwa for implementation of pedestrian precincts and parking facilities in the city. All legally prevalent procedures shall be followed and all approvals/sanctions while preparing PC-1, approval and tendering etc. required shall be sorted prior to implementation as per laws.
III Design of Pedestrian Precincts & Parking Plaza, Peshawar
ABBREVIATIONS
ACS Additional Chief Secretary ADB Asian Development Bank BRT Bus Rapid Transit CBD Central Business District CBP Cantonment Board Peshawar CEO Chief Executive Officer CS Chief Secretary CM Chief Minister C&WD Communications & Works Department ED Executive Director E&TD Excise & Taxation Department FATA Federally Administered Tribal Areas FGD Focus Group Discussion GoKP Government of Khyber Pakhtunkhwa GoPb Government of Punjab GoP Government of Pakistan G.T Grand Trunk HCM Highway Capacity Manual KPK Khyber Pakhtunkhwa Kph Kilometres per Hour LOS Level of Service MRT Mass Rapid Transit MTS Mass Transit System PDA Peshawar Development Authority PSV Passenger Service Vehicle PTA Provincial Transport Authority P&DD Planning and Development Department RIS Road Inventory Survey ROW Right of Way
IV Design of Pedestrian Precincts & Parking Plaza, Peshawar
TD Transport Department TOD Transit Oriented Development TMA Tehsil/Town Municipal Authority UPU Urban Policy Unit UU Urban Unit, Punjab
V Design of Pedestrian Precincts & Parking Plaza, Peshawar
TABLE OF CONTENTS DISCLAIMER ...... III
ABBREVIATIONS...... IV
LIST OF FIGURES ...... X
LIST OF TABLES ...... XIII
1. INTRODUCTION...... 1
1.1 PEDESTRIAN PRECINCTS ...... 2 1.2 PARKING ...... 3
2. SCOPE OF THE STUDY ...... 4
2.1 AIM AND OBJECTIVES OF THE STUDY ...... 4 2.2 TORS OF THE STUDY ...... 4
3. PESHAWAR – THE FRONTIER CITY ...... 7
3.1 STUDY AREA ...... 10 3.1.1 Saddar Bazaar ...... 11 3.1.2 Dubgari Garden ...... 12 3.1.3 Malik Saad Shaheed Road ...... 12 3.1.4 Bazaar Area ...... 13
4. STUDY METHODOLOGY ...... 15
4.1 DESCRIPTION OF TASKS ...... 18 4.2 RATIONALE FOR SELECTED MEAN AND MODES OF ANALYSIS ...... 19 4.3 DATA COLLECTION PROCEDURE ...... 19 4.4 QUANTITATIVE ANALYSIS ...... 20 4.4.1 Surveys ...... 20 4.4.1.1 Count Surveys ...... 21 4.4.2 Rationale for Using Surveys ...... 22 4.4.3 Objectives of Surveys ...... 22 4.4.4 Surveys Procedure and Data Collection ...... 23 4.4.4.1 Traffic and Pedestrian Counts ...... 23 4.4.4.2 Parking Survey ...... 34 4.4.5 Method of Analysis ...... 34 4.4.5.1 Pedestrian Volume Analysis – Level of Service Calculations ...... 34 4.4.5.2 Traffic Volume Analysis – Level of Service Calculations...... 38 4.5 QUALITATIVE ANALYSIS ...... 41 4.5.1 Focus Group Discussions ...... 41 4.5.1.1 Conducting Focus Group Discussions ...... 41 4.5.1.2 Data Analysis and Result Interpretation ...... 43
VI Design of Pedestrian Precincts & Parking Plaza, Peshawar
4.5.1.3 Focus Group Questions ...... 44
5. OPPORTUNITIES, CONSTRAINTS AND LIMITATIONS – COUNTS & SURVEYS...... 45
5.1 SADDAR BAZAAR ...... 45 5.1.1 Pedestrian Count Survey Results ...... 48 5.1.2 Analysis of Pedestrian Traffic ...... 57 5.1.3 Traffic Count Survey Results ...... 60 5.1.4 Analysis of Vehicular Traffic ...... 68 5.1.5 Analysis of Parking Facilities ...... 71 5.2 DUBGARI GARDEN ...... 78 5.2.1 Pedestrian Count Survey Results ...... 81 5.2.2 Analysis of Pedestrian Traffic ...... 89 5.2.3 Traffic Count Survey Results ...... 92 5.2.4 Analysis of Vehicular Traffic ...... 99 5.2.5 Analysis of Parking Facilities ...... 102 5.3 MALIK SAAD SHAHEED ROAD ...... 109 5.3.1 Pedestrian Count Survey Results ...... 111 5.3.2 Analysis of Pedestrian Traffic ...... 118 5.3.3 Traffic Count Survey Results ...... 121 5.3.4 Analysis of Vehicular Traffic ...... 129 5.3.5 Analysis of Parking Facilities ...... 132 5.4 BAZAAR AREA ...... 134 5.4.1 Pedestrian Count Survey Results ...... 137 5.4.2 Analysis of Pedestrian Traffic ...... 158 5.4.3 Traffic Count Survey Results ...... 163 5.4.4 Analysis of Vehicular Traffic ...... 178 5.4.5 Analysis of Parking Facilities ...... 183
6. PERCEPTION, VIEWS AND OPINION - FOCUS GROUP DISCUSSION ...... 189
6.1 WALKING ...... 189 6.2 CYCLING ...... 190 6.3 PARKING ...... 191 6.4 PUBLIC TRANSPORT ...... 193 6.5 CONSULTATION WITH REGULATORY AUTHORITIES ...... 196 6.5.1 Public Transport Operations ...... 196 6.5.2 Prevailing Regulatory & Institutional Mechanism ...... 198 6.6 SEMINAR/WORKSHOP FOR STAKEHOLDER CONSULTATION ON PUBLIC TRANSPORT ...... 203 6.6.1 Presentations ...... 203 6.6.2 Discussions ...... 204 6.7 SWOT ANALYSIS ...... 204
7. POLICY, INSTITUTIONAL & REGULATORY FRAMEWORK ...... 206
VII Design of Pedestrian Precincts & Parking Plaza, Peshawar
7.1 A WALKABLE CITY ...... 206 7.2 TRAFFIC AND ROAD INFRASTRUCTURE IN PESHAWAR ...... 208 7.3 PUBLIC TRANSPORT IN PESHAWAR ...... 210 7.3.1 Peshawar’s BRT Project ...... 211 7.4 POLICY, INSTITUTIONAL AND REGULATORY ASSESSMENT ...... 212 7.4.1 Institutional Setup ...... 213 7.4.1.1 Planning and Development (P&D) Department ...... 213 7.4.1.2 Communication and Works (C&W) Department ...... 214 7.4.1.3 Transport and Mass Transit (T&MT) Department ...... 215 7.4.1.4 Local Government ...... 217 7.4.1.5 Municipal Corporation Peshawar (MCP) ...... 218 7.4.1.6 Peshawar Development Authority (PDA) ...... 219 7.4.1.7 Police Department ...... 220 7.4.1.8 Cantonment Board Peshawar (CBP) ...... 221 7.5 NATIONAL TRANSPORT POLICY ...... 221 7.6 PESHAWAR TRANSPORT POLICY ...... 222 7.7 RECOMMENDED TRANSPORT POLICY FOR PESHAWAR CITY ...... 223 7.7.1 Promoting Regional Connectivity and Multimodal Transport Network Development ...... 224 7.7.2 Promoting Public Transport, Park and Ride Facilities and Walking ...... 225 7.7.3 Use of Traffic Calming Devices and Intelligent Transport System for Traffic Management 228 7.7.4 Promoting Walking, Bicycling, Providing Gender and Disabled Person Specific Amenities 230 7.7.5 Land Use Development Strategies, Density, Building Regulations, and By-Laws ...... 232 7.7.6 Institutional Reforms, Implementation and Regulatory Mechanisms ...... 233 7.7.6.1 Revamping Government Institutions ...... 234 7.7.6.2 Transport and Mass Transit Department ...... 237 7.7.6.3 District Level Government ...... 239 7.7.6.4 Urban Policy Unit – Planning and Development Department ...... 240 7.7.6.5 Traffic Police...... 240 7.7.6.6 Peshawar Development Authority ...... 240
8. CONCLUSION AND RECOMMENDATIONS ...... 242
8.1 DEVELOPMENT OF PEDESTRIAN AND PARKING NETWORK PLAN ...... 251 8.1.1 Action Plan for Implementation ...... 251 8.1.1.1 Saddar Bazaar ...... 251 8.1.1.2 Dubgari Garden ...... 252 8.1.1.3 Bazaar Area ...... 253 8.1.1.4 Malik Saad Shaheed Road ...... 254 8.1.2 Guidelines for Implementation ...... 254 8.1.2.1 Pre-Implementation Consultation and Communication ...... 254
VIII Design of Pedestrian Precincts & Parking Plaza, Peshawar
8.1.2.2 Design and Implementation ...... 255 8.1.2.3 Public Awareness and Media Campaign ...... 255 8.1.2.4 Post Implementation...... 255 8.2 COST ESTIMATES ...... 256 8.2.1 Parking Plazas...... 256 8.2.2 Parking Lot ...... 256 8.2.3 Pedestrian Precincts ...... 256 8.3 RESPONSIBLE ENTITIES/AGENCIES FOR IMPLEMENTATION ...... 257
REFERENCES ...... 259
APPENDIXES ...... 261
IX Design of Pedestrian Precincts & Parking Plaza, Peshawar
LIST OF FIGURES
FIGURE 1-1: SUSTAINABLE URBAN ENVIRONMENTS – THE WHOLE JOURNEY ENVIRONMENT ...... 2
FIGURE 3-1: CITY POPULATION WITH RESPECT TO REGISTERED NUMBER OF VEHICLES – KHYBER
PAKHTUNKHWA DEVELOPMENT STATISTICS 2012 ...... 7
FIGURE 3-2: PREVAILING MODAL SPLIT IN THE CITY – KHYBER PAKHTUNKHWA DEVELOPMENT STATISTICS 2012 ...... 8 FIGURE 3-3: WEAK ENFORCEMENT ...... 9 FIGURE 3-4: LACK OF PEDESTRIAN INFRASTRUCTURE ...... 9 FIGURE 3-5: NON-CONNECTIVITY OF PUBLIC TRANSPORT NETWORK WITH URBAN LAND USE ...... 10 FIGURE 3-6: IDENTIFIED STUDY AREAS ...... 11 FIGURE 3-7: SADDAR BAZAAR ...... 11 FIGURE 3-8: DUBGARI GARDEN ...... 12 FIGURE 3-9: MALIK SAAD SHAHEED ROAD ...... 13 FIGURE 3-10: BAZAAR AREA ...... 14 FIGURE 4-1: OVERALL FRAMEWORK OF THE STUDY ...... 15 FIGURE 4-2: MEANS AND MODES OF ANALYSIS WITH RESPECT TO OUTCOMES OF STUDY ...... 16 FIGURE 4-3: ADOPTED METHODOLOGY FOR THE STUDY ...... 17 FIGURE 4-4: LOCATION MAP AND MAJOR INTERSECTION IN SADDAR BAZAAR ...... 24 FIGURE 4-5: LOCATIONS OF TRAFFIC COUNT SURVEYORS IN SADDAR BAZAAR ...... 24 FIGURE 4-6: LOCATIONS OF PEDESTRIAN COUNT SURVEYORS IN SADDAR BAZAAR ...... 25 FIGURE 4-7: PARKING SURVEY LOCATIONS OF SADDAR BAZAAR ...... 25 FIGURE 4-8: LOCATION MAP AND MAJOR INTERSECTION IN DUBGARI GARDEN...... 26 FIGURE 4-9: LOCATIONS OF TRAFFIC COUNT SURVEYORS IN DUBGARI GARDEN ...... 27 FIGURE 4-10: LOCATIONS OF PEDESTRIAN COUNT SURVEYORS IN DUBGARI GARDEN ...... 27 FIGURE 4-11: PARKING SURVEY LOCATIONS OF DUBGARI GARDEN ...... 28 FIGURE 4-12: LOCATION MAP OF MALIK SAAD SHAHEED ROAD ...... 29 FIGURE 4-13: LOCATIONS OF TRAFFIC COUNT SURVEYORS IN MALIK SAAD SHAHEED ROAD ...... 29 FIGURE 4-14: LOCATIONS OF PEDESTRIAN COUNT SURVEYORS IN MALIK SAAD SHAHEED ROAD ...... 30 FIGURE 4-15: LOCATION MAP OF BAZAAR AREA ...... 31 FIGURE 4-16: LOCATIONS OF TRAFFIC COUNT SURVEYORS IN BAZAAR AREA ...... 31 FIGURE 4-17: LOCATIONS OF PEDESTRIAN COUNT SURVEYORS IN BAZAAR AREA ...... 32 FIGURE 4-18: PARKING SURVEY LOCATIONS OF BAZAAR AREA ...... 32 FIGURE 4-19: EFFECTIVE WALKWAY WIDTH WITH FIXED OBSTACLES (SOURCE: HCM 2010) ...... 36 FIGURE 4-20: URBAN ROAD CLASSIFICATION FOR PESHAWAR ...... 38 FIGURE 4-21: THE ANALYSIS CONTINUUM ...... 43 FIGURE 5-1: AVERAGE DAILY PEDESTRIAN VOLUME OF SADDAR BAZAAR ...... 56 FIGURE 5-2: PEAK HOUR & PEAK 15 MINUTES PEDESTRIAN VOLUMES AT SADDAR BAZAAR ...... 58 FIGURE 5-3: AVERAGE DAILY TRAFFIC VOLUME OF SADDAR BAZAAR ...... 67
FIGURE 5-4: COMPARISON OF DAILY TRAFFIC VOLUME AND AVERAGE DAILY TRAFFIC VOLUME OF SADDAR
BAZAAR ...... 69
X Design of Pedestrian Precincts & Parking Plaza, Peshawar
FIGURE 5-5: PARKED VEHICLE DISTRIBUTION IN SADDAR BAZAAR ON 16/09/2014 (TUESDAY) ...... 71 FIGURE 5-6: PARKED VEHICLE DISTRIBUTION IN SADDAR BAZAAR ON 19/09/2014 (THURSDAY) ...... 71 FIGURE 5-7: PARKED VEHICLE W.R.T. TIME IN SADDAR BAZAAR ON 16/09/2014 (TUESDAY) ...... 72 FIGURE 5-8: PARKED VEHICLE W.R.T. TIME IN SADDAR BAZAAR ON 19/09/2014 (THURSDAY) ...... 72 FIGURE 5-9: MODE OF TRAVEL WITH RESPECT TO PURPOSE OF TRIP IN SADDAR BAZAAR ...... 74 FIGURE 5-10: PARKING TYPE WITH RESPECT TO PURPOSE OF TRIP IN SADDAR BAZAAR ...... 75 FIGURE 5-11: DURATION OF PARKING FOR VARIOUS MODE OF TRANSPORT IN SADDAR BAZAAR ...... 77 FIGURE 5-12: AVERAGE DAILY PEDESTRIAN VOLUME OF DUBGARI GARDEN ...... 88 FIGURE 5-13: PEAK HOUR AND PEAK 15 MINUTES PEDESTRIAN VOLUMES AT DUBGARI GARDEN ...... 90 FIGURE 5-14: AVERAGE DAILY TRAFFIC VOLUME OF DUBGARI GARDEN ...... 98
FIGURE 5-15: COMPARISON OF DAILY TRAFFIC VOLUME AND AVERAGE DAILY TRAFFIC VOLUME OF
DUBGARI GARDEN ...... 100 FIGURE 5-16: PARKED VEHICLE DISTRIBUTION IN DUBGARI GARDEN ON 20/09/2014 (SATURDAY) ...... 102 FIGURE 5-17: PARKED VEHICLE DISTRIBUTION IN DUBGARI GARDEN ON 21/09/2014 (SUNDAY) ...... 102 FIGURE 5-18: PARKED VEHICLE W.R.T. TIME IN DUBGARI GARDEN AT 20/09/2014 (SATURDAY) ...... 103 FIGURE 5-19: PARKED VEHICLE W.R.T. TIME IN DUBGARI GARDEN AT 21/09/2014 (SUNDAY) ...... 103 FIGURE 5-20: MODES OF TRAVEL WITH RESPECT TO PURPOSE OF TRIP IN DUBGARI GARDEN ...... 105 FIGURE 5-21: PARKING TYPE WITH RESPECT TO PURPOSE OF TRIP IN DUBGARI GARDEN ...... 106 FIGURE 5-22: DURATION OF PARKING FOR VARIOUS MODE OF TRANSPORT IN DUBGARI GARDEN ...... 108 FIGURE 5-23: AVERAGE DAILY PEDESTRIAN VOLUME OF MALIK SAAD SHAHEED ROAD ...... 117
FIGURE 5-24: PEAK HOUR AND PEAK 15 MINUTES PEDESTRIAN VOLUMES AT MALIK SAAD SHAHEED ROAD ...... 119 FIGURE 5-25: AVERAGE DAILY TRAFFIC VOLUME OF MALIK SAAD SHAHEED ROAD ...... 128
FIGURE 5-26: COMPARISON OF DAILY TRAFFIC VOLUME AND AVERAGE DAILY TRAFFIC VOLUME OF MALIK
SAAD SHAHEED ROAD ...... 130 FIGURE 5-27: MODES OF TRAVEL WITH RESPECT TO PURPOSE OF TRIP IN MALIK SAAD SHAHEED ROAD.... 132 FIGURE 5-28: PARKING TYPE WITH RESPECT TO PURPOSE OF TRIP IN MALIK SAAD SHAHEED ROAD ...... 133 FIGURE 5-29: TYPE OF PARKING WITH RESPECT TO MODE OF TRAVEL IN MALIK SAAD SHAHEED ROAD .... 133 FIGURE 5-30: AVERAGE DAILY PEDESTRIAN VOLUME OF BAZAAR AREA (A) ...... 156 FIGURE 5-31: AVERAGE DAILY PEDESTRIAN VOLUME OF BAZAAR AREA (B) ...... 157 FIGURE 5-32: PEAK HOUR AND PEAK 15 MINUTES PEDESTRIAN VOLUMES AT BAZAAR AREA...... 159 FIGURE 5-33: AVERAGE DAILY TRAFFIC VOLUME OF BAZAAR AREA (A) ...... 176 FIGURE 5-34: AVERAGE DAILY TRAFFIC VOLUME OF BAZAAR AREA (B) ...... 177
FIGURE 5-35: COMPARISON OF DAILY TRAFFIC VOLUME AND AVERAGE DAILY TRAFFIC VOLUME OF
BAZAAR AREA ...... 179 FIGURE 5-36: PARKED VEHICLE DISTRIBUTION IN BAZAAR AREA ON 28/09/2014 (SUNDAY) ...... 183 FIGURE 5-37: PARKED VEHICLE DISTRIBUTION IN BAZAAR AREA ON 29/09/2014 (MONDAY) ...... 183 FIGURE 5-38: PARKED VEHICLE W.R.T. TIME IN BAZAAR AREA ON 28/09/2014 (SUNDAY) ...... 184 FIGURE 5-39: PARKED VEHICLE W.R.T. TIME IN BAZAAR AREA ON 29/09/2014 (MONDAY) ...... 184 FIGURE 5-40: MODES OF TRAVEL WITH RESPECT TO PURPOSE OF TRIP IN BAZAAR AREA ...... 185 FIGURE 5-41: PARKING TYPE WITH RESPECT TO PURPOSE OF TRIP IN BAZAAR AREA ...... 185
XI Design of Pedestrian Precincts & Parking Plaza, Peshawar
FIGURE 5-42: DURATION OF PARKING FOR VARIOUS MODE OF TRANSPORT IN BAZAAR AREA ...... 187 FIGURE 7-1: HIERARCHY OF SAFE MODES OF TRANSPORT ...... 206 FIGURE 7-2: PUBLIC TRANSPORT VS. PRIVATE VEHICLE OWNERSHIP ...... 207 FIGURE 7-3: CONDITIONS OF PUBLIC TRANSPORT IN PESHAWAR CITY ...... 210 FIGURE 7-4: CORRIDORS OF BRT PESHAWAR (INTERIM REPORT FOR MRT PHASE 1) ...... 212 FIGURE 7-5: EXISTING SCENARIO OF PUBLIC TRANSPORT SERVICE IN PESHAWAR CITY ...... 226 FIGURE 7-6: EXISTING POLICY & PARADIGM SHIFT RELATED TO PUBLIC TRANSPORT OF PESHAWAR CITY 226 FIGURE 7-7: SUSTAINABLE URBAN ENVIRONMENTS – THE WHOLE JOURNEY ENVIRONMENT ...... 227 FIGURE 7-8: EXISTING CONDITION OF PEDESTRIAN INFRASTRUCTURE & ENCROACHMENT ...... 230 FIGURE 7-9: ORGANOGRAM OF TRANSPORT AND MASS TRANSIT DEPARTMENT, KHYBER PAKHTUNKHWA 234
FIGURE 7-10: INSTITUTIONAL RESPONSIBILITIES AND MANDATES OF DEPARTMENTS OF KHYBER
PAKHTUNKHWA ...... 235 FIGURE 7-11: INSTITUTIONAL GAPS OF DEPARTMENTS OF KHYBER PAKHTUNKHWA ...... 236 FIGURE 7-12: REVISED/PROPOSED ORGANOGRAM OF TRANSPORT DEPARTMENT ...... 236
XII Design of Pedestrian Precincts & Parking Plaza, Peshawar
LIST OF TABLES
TABLE 4-1: DATA COLLECTION PROCEDURE ...... 20 TABLE 4-2: WORK PLAN/SCHEDULE OF SURVEYS OF SADDAR BAZAAR ...... 26 TABLE 4-3: WORK PLAN/SCHEDULE OF SURVEYS OF DUBGARI GARDEN ...... 28 TABLE 4-4: WORK PLAN/SCHEDULE OF SURVEYS OF MALIK SAAD SHAHEED ...... 30 TABLE 4-5: WORK PLAN/SCHEDULE OF SURVEYS OF BAZAAR AREA ...... 33 TABLE 4-6: PASSENGER CAR UNITS FACTOR FOR DIFFERENT MODE ...... 33 TABLE 4-7: TYPICAL FIXED OBJECT EFFECTIVE WIDTHS (SOURCE: HCM 2010) ...... 36 TABLE 4-8: RELATIONSHIP BETWEEN PEDESTRIAN FLOW RATE AND LEVEL OF SERVICE ...... 37 TABLE 4-9: TYPES OF URBAN ROADS AND DISTINGUISH FEATURES ...... 38 TABLE 4-10: CAPACITIES AND SPEEDS OF URBAN ROADS ...... 39 TABLE 4-11: LEVEL OF SERVICE VS. VOLUME TO CAPACITY RATIOS OF ROADS ...... 40 TABLE 4-12: FOCUS GROUP EXECUTION PLAN ...... 42 TABLE 5-1: ROAD INVENTORY OF SADDAR BAZAAR...... 46 TABLE 5-2: PEAK HOUR PEDESTRIAN VOLUME OF SADDAR BAZAAR ON 14/09/2014 (SUNDAY) ...... 48 TABLE 5-3: DAILY PEDESTRIAN VOLUME OF SADDAR BAZAAR ON 14/09/2014 (SUNDAY) ...... 50 TABLE 5-4: PEAK HOUR PEDESTRIAN VOLUME OF SADDAR BAZAAR ON 15/09/2014 (MONDAY) ...... 51 TABLE 5-5: DAILY PEDESTRIAN VOLUME OF SADDAR BAZAAR ON 15/09/2014 (MONDAY) ...... 52 TABLE 5-6: COMPARISON OF PEAK HOUR VOLUME OF TWO DAYS OF SADDAR BAZAAR ...... 53 TABLE 5-7: DAILY AND AVERAGE DAILY PEDESTRIAN VOLUME OF TWO DAYS OF SADDAR BAZAAR ...... 54 TABLE 5-8: PEDESTRIAN ANALYSIS OF SADDAR BAZAAR ...... 59 TABLE 5-9: PEAK HOUR TRAFFIC VOLUME OF SADDAR BAZAAR ON 14/09/2014 (SUNDAY) ...... 61 TABLE 5-10: DAILY TRAFFIC VOLUME OF SADDAR BAZAAR ON 14/09/2014 (SUNDAY)...... 62 TABLE 5-11: PEAK HOUR TRAFFIC VOLUME OF SADDAR BAZAAR ON 15/09/2014 (MONDAY) ...... 63 TABLE 5-12: DAILY TRAFFIC VOLUME OF SADDAR BAZAAR ON 15/09/2014 (MONDAY) ...... 64 TABLE 5-13: COMPARISON OF PEAK HOUR TRAFFIC VOLUME OF TWO DAYS OF SADDAR BAZAAR ...... 65 TABLE 5-14: DAILY AND AVERAGE DAILY TRAFFIC VOLUME OF TWO DAYS OF SADDAR BAZAAR ...... 66 TABLE 5-15: TRAFFIC ANALYSIS OF SADDAR BAZAAR ...... 70 TABLE 5-16: TYPE OF PARKING WITH RESPECT TO MODE OF TRAVEL IN SADDAR BAZAAR ...... 76 TABLE 5-17: CONTRIBUTION AND COMPARISON OF TWO DAYS PARKED VEHICLE IN SADDAR BAZAAR ...... 76 TABLE 5-18: ROAD INVENTORY OF DUBGARI GARDEN ...... 79 TABLE 5-19: PEAK HOUR PEDESTRIAN VOLUME OF DUBGARI GARDEN ON 17/09/2014 (WEDNESDAY) ...... 82 TABLE 5-20: DAILY PEDESTRIAN VOLUME OF DUBGARI GARDEN ON 17/09/2014 (WEDNESDAY) ...... 83 TABLE 5-21: PEAK HOUR PEDESTRIAN VOLUME OF DUBGARI GARDEN ON 18/09/2014 (THURSDAY) ...... 84 TABLE 5-22: DAILY PEDESTRIAN VOLUME OF DUBGARI GARDEN ON 18/09/2014 (THURSDAY) ...... 85 TABLE 5-23: COMPARISON OF PEAK HOUR PEDESTRIAN VOLUME OF TWO DAYS OF DUBGARI GARDEN ...... 86 TABLE 5-24: DAILY AND AVERAGE DAILY PEDESTRIAN VOLUME OF TWO DAYS OF DUBGARI GARDEN ...... 87 TABLE 5-25: PEDESTRIAN ANALYSIS OF DUBGARI GARDEN ...... 91 TABLE 5-26: PEAK HOUR TRAFFIC VOLUME OF STUDY AREA-2 AT 17/09/2014 (WEDNESDAY) ...... 92 TABLE 5-27: DAILY TRAFFIC VOLUME OF DUBGARI GARDEN ON 17/09/2014 (WEDNESDAY) ...... 93
XIII Design of Pedestrian Precincts & Parking Plaza, Peshawar
TABLE 5-28: PEAK HOUR TRAFFIC VOLUME OF DUBGARI GARDEN ON 18/09/2014 (THURSDAY) ...... 94 TABLE 5-29: DAILY TRAFFIC VOLUME OF DUBGARI GARDEN ON 18/09/2014 (THURSDAY) ...... 95 TABLE 5-30: COMPARISON OF PEAK HOUR TRAFFIC VOLUME OF TWO DAYS OF DUBGARI GARDEN ...... 96 TABLE 5-31: DAILY AND AVERAGE DAILY TRAFFIC VOLUME OF TWO DAYS OF DUBGARI GARDEN ...... 97 TABLE 5-32: TRAFFIC ANALYSIS OF DUBGARI GARDEN ...... 101 TABLE 5-33: CONTRIBUTION AND COMPARISON OF TWO DAYS PARKED VEHICLE IN DUBGARI GARDEN ... 107 TABLE 5-34: ROAD INVENTORY OF MALIK SAAD SHAHEED ROAD ...... 110
TABLE 5-35: PEAK HOUR PEDESTRIAN VOLUME OF MALIK SAAD SHAHEED ROAD AT 12/09/2014 (FRIDAY) ...... 111 TABLE 5-36: DAILY PEDESTRIAN VOLUME OF MALIK SAAD SHAHEED ROAD 12/09/2014 (FRIDAY)...... 112
TABLE 5-37: PEAK HOUR PEDESTRIAN VOLUME OF MALIK SAAD SHAHEED ROAD ON 13/09/2014
(SATURDAY) ...... 113 TABLE 5-38: DAILY PEDESTRIAN VOLUME OF MALIK SAAD SHAHEED ROAD AT 13/09/2014 (SATURDAY) 114
TABLE 5-39: COMPARISON OF PEAK HOUR PEDESTRIAN VOLUME OF TWO DAYS OF MALIK SAAD SHAHEED
ROAD ...... 115
TABLE 5-40: DAILY AND AVERAGE DAILY PEDESTRIAN VOLUME OF TWO DAYS OF MALIK SAAD SHAHEED
ROAD ...... 116 TABLE 5-41: PEDESTRIAN ANALYSIS OF MALIK SAAD SHAHEED ROAD ...... 120 TABLE 5-42: PEAK HOUR TRAFFIC VOLUME OF MALIK SAAD SHAHEED ROAD ON 12/09/2014 (FRIDAY) ... 122 TABLE 5-43: DAILY TRAFFIC VOLUME OF MALIK SAAD SHAHEED ROAD ON 12/09/2014 (FRIDAY) ...... 123
TABLE 5-44: PEAK HOUR TRAFFIC VOLUME OF MALIK SAAD SHAHEED ROAD ON 13/09/2014 (SATURDAY) ...... 124 TABLE 5-45: DAILY TRAFFIC VOLUME OF MALIK SAAD SHAHEED ROAD ON 13/09/2014 (SATURDAY) ...... 125
TABLE 5-46: COMPARISON OF PEAK HOUR TRAFFIC VOLUME OF TWO DAYS OF MALIK SAAD SHAHEED
ROAD ...... 126
TABLE 5-47: DAILY AND AVERAGE DAILY TRAFFIC VOLUME OF TWO DAYS OF MALIK SAAD SHAHEED
ROAD ...... 127 TABLE 5-48: TRAFFIC ANALYSIS OF MALIK SAAD SHAHEED ROAD...... 131 TABLE 5-49: ROAD INVENTORY OF BAZAAR AREA ...... 135 TABLE 5-50: PEAK HOUR PEDESTRIAN VOLUME OF BAZAAR AREA ON 25/09/2014 (THURSDAY) ...... 138 TABLE 5-51: DAILY PEDESTRIAN VOLUME OF BAZAAR AREA ON 25/09/2014 (THURSDAY) ...... 141 TABLE 5-52: PEAK HOUR PEDESTRIAN VOLUME OF BAZAAR AREA ON 26/09/2014 (FRIDAY) ...... 144 TABLE 5-53: DAILY PEDESTRIAN VOLUME OF BAZAAR AREA ON 26/09/2014 (FRIDAY) ...... 147 TABLE 5-54: COMPARISON OF PEAK HOUR PEDESTRIAN VOLUME OF TWO DAYS OF BAZAAR AREA ...... 150 TABLE 5-55: DAILY AND AVERAGE DAILY PEDESTRIAN VOLUME OF TWO DAYS OF BAZAAR AREA ...... 153 TABLE 5-56: PEDESTRIAN ANALYSIS OF BAZAAR AREA ...... 160 TABLE 5-57: PEAK HOUR TRAFFIC VOLUME OF BAZAAR AREA ON 23/09/2014 (TUESDAY)...... 163 TABLE 5-58: DAILY TRAFFIC VOLUME OF BAZAAR AREA ON 23/09/2014 (TUESDAY) ...... 166 TABLE 5-59: PEAK HOUR TRAFFIC VOLUME OF BAZAAR AREA ON 24/09/2014 (WEDNESDAY) ...... 168 TABLE 5-60: DAILY TRAFFIC VOLUME BAZAAR AREA ON 24/09/2014 (WEDNESDAY)...... 170 TABLE 5-61: COMPARISON OF PEAK HOUR TRAFFIC VOLUME OF TWO DAYS OF BAZAAR AREA ...... 172
XIV Design of Pedestrian Precincts & Parking Plaza, Peshawar
TABLE 5-62: DAILY AND AVERAGE DAILY TRAFFIC VOLUME OF TWO DAYS OF BAZAAR AREA ...... 174 TABLE 5-63: TRAFFIC ANALYSIS OF BAZAAR AREA ...... 180 TABLE 5-64: TYPE OF PARKING WITH RESPECT TO MODE OF TRAVEL IN BAZAAR AREA ...... 186 TABLE 5-65: DISTRIBUTION AND COMPARISON OF VOLUME OF PARKED VEHICLES IN BAZAAR AREA...... 187 TABLE 6-1: CONSTRAINTS, OPPORTUNITIES AND EXPERIENCE OF WALKING ...... 190 TABLE 6-2: CONSTRAINTS, OPPORTUNITIES AND EXPERIENCE OF CYCLING ...... 191 TABLE 6-3: CONSTRAINTS, OPPORTUNITIES AND EXPERIENCE OF PARKING ...... 193 TABLE 6-4: CONSTRAINTS, OPPORTUNITIES AND EXPERIENCE OF PUBLIC TRANSPORT ...... 196
XV Design of Pedestrian Precincts & Parking Plaza, Peshawar
1. INTRODUCTION
Societies are no longer created in isolation, but instead they are characterised by strong, overlapping membership of different social groups and are coordinated through a system of networks in which connections are spatially dispersed. However, networks now appear to be less coherent with fewer overlapping, multiple affiliations. This is because places of residences and facility locations are significantly more spatially scattered. Transport network is among those communal networks in the society, which connect people with these geographically dispersed locations. Planning of the transport network depends on desired optimal performance with a focus on outlined design objective. A preamble assumption is made while designing the transport network that all design components will perform as planned against a set of variables. These well-thought-out set of variables determines the characteristics of the network and its desired targets. Normally, social welfare, accessibility, and mobility to the system users are desired target, whereas stop/ parking spacing, Right of Way (ROW), information, etc. constitute the set of variables for a given transport network. Changes in the set of variables affect the objective of the transport network too, which eventually affects the transport system. Since society is coordinated through, a system of networks in which connections are spatially distributed; therefore, any change planned through a system of networks will affect the connections within the system and will unbalance the whole system. Networks developed by establishment of diverse infrastructure impose externalities on other individuals and systems due to actions they take. These externalities can be due to inefficiency of the network or the developed infrastructure, changes in the network and due to different allied processes, that influence the network or the developed infrastructure. Correspondingly, three distinct type of the process can influence the connection between transport network and social exclusion/ disadvantage. These contain nature of time-space organisation in households, nature of the transport system, nature of time-space organisation of the facilities and opportunities individuals are seeking to access. Likewise, it is necessary to consider that nature of these processes differs with respect to gender, age, cultural background, level of accessibility and economic circumstances. Evidently, the sufficiency of a transport system depends on the nature of time-space organisation of the facilities and opportunities individuals are seeking to access. Poor provision or change in nature and quality of these facilities affect the level of service and the consequential exclusion experienced by the people because the transport network and the urban design as shown below in Figure 1-1 influence the social and cultural development of a society.
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Figure 1-1: Sustainable Urban Environments – The Whole Journey Environment
Evidently, any Journey undertaken by the commuters requires walking after boarding or alighting a vehicular mode to access their desired facilities. Often the whole journey by a particular mode is compromised due to a mere fact that the connecting nodes which could be a bus stops/ stations or pedestrian precinct is not as per the travel/ transport needs of the individuals for which it is being provided. Evidently, the success of a transport network requires that all its sub-components perform in particularly nodes such as Pedestrian Precincts, Parking areas, etc. integrating the vital links perform as planned/ desired.
1.1 Pedestrian Precincts
Pedestrian precincts being an integral part of any green urban land use facilitates people to access their desired activity locations in a car-free environment with a sense of safety. Pedestrian Precincts provisions with in the city transform the areas into an environment friendly zones where people can perform various desired social and cultural activities. Pedestrian precincts are the outcome of purposely defined planning strategies firstly adopted in Coventry and Rotterdam where the Central Business Districts (CBD) were destroyed due to World War bombing. In Coventry, the idea of provision of car-free zones was derived from the Rows at Chester (a medieval pedestrian arcade) and the physical benefits of retail centres. The present form of pedestrian precincts in Coventry however varies from the original concept. Conceived in 1942, and built in the late 1950s and early 1960s, this adopted precinct design includes streets closed to vehicles with a series of connected open spaces. Over the years, pedestrian precincts are enthusiastically adopted by planners/ development authorities. They are incorporated into designs for the new towns and have become a standard feature of redevelopment projects. In fact, cities are now evaluated and classified as liveable/ lively cities on the basis of number of zones/ areas dedicated for pedestrian movement within its jurisdiction. Cleary, pedestrians and their movement patterns affect city development; thus, making walking an indubitable mode of mobility. Importantly; several parameters regarding pedestrian movements and circulation needs to be addressed before hand while developing/ planning a sustainable green city. These parameters to be considered at planning stage are relative to various social group needs and the area which needs to be pedestrianized. Inadequate
2 Design of Pedestrian Precincts & Parking Plaza, Peshawar planning not conforming to the needs of social groups will result in car dependent societies thus resulting in externalities such as congestion, parking issues etc. In developing countries, such as Pakistan the concept of pedestrian precinct provision is not novel however not implemented rigorously. It is because impromptu growth, lack of planning institutions and enforcements coupled with the resilience from the shop keepers of the area to be declared vehicle free serve as barrier in defining pedestrian precincts. Literature review reveals that in developed countries pedestrian precincts are usually provided in the Central Business Districts (CBD) areas having higher concentration of activities requiring extensive movement by foot. It is because; firstly, land in these areas is costly and is usually used for revenue generation instead of service provision; secondly, CBD areas are usually composed of old quarters closely knitted and walking can serve as an excellent mean of transport in these closely knitted areas, where parking of private modes often become a serious issue. In most of the Pakistani cities, the prevailing situation depicts a different story. The CBDs of the major cities of the country including Peshawar is dominated by vehicular traffic and encroachments. It is because these major cities are either developed along a primary transport link i.e. canal, railway line or highway or have undergone urban sprawl. These cities have exploded over the time due to high rate of population growth and lack of planning strategies/ guidelines. Furthermore, non-conformity to byelaws has resulted mostly in mono-centric pattern of development where old quarters along the primary link have been transformed into CBD area. In addition, these CBD areas are dominated by financial and commercial activities resulting in lesser space for other civic amenities. The story is same for other major cities of Khyber-Pakhtunkhwa province where pedestrians are given least priority in terms of planning and all efforts are made to provide more space for vehicular traffic. Ironically, the space utilised for the vehicular traffic is also no more available due to encroachment; thus, posing a serious concern for the development authorities responsible for provision of parking facilities.
1.2 Parking
Every vehicle trips requires parking at its origin or destination, so parking facilities are an integrated component of a transport system. In reality, parking is one of the first experience of any transport system that people adopt to reach their desired activity location. Convenient and affordable parking spaces are considered a sign of welcome. Parking is one of the major problems in developing countries due to scarcity of land, poor regulation and enforcement. The availability of less space in urban areas has increased the demand for parking space especially in areas like CBD. Inadequate parking facilities affects the mode choice too; thus, having economic impact. Parking that is difficult to find, inadequate, inconvenient or expensive will frustrate users and can contribute to spill over (motorists parking where they should not). As a result, inadequate parking supply can create problems to both users and nonusers. However, excessive parking can also create problems. Parking facilities are expensive to construct, imposing financial costs on developers, building users and governments. In addition, parking facilities impose environmental costs, contradict community development objectives for more liveable and walk able communities, and abundant, unpriced parking tends to increase driving and discourage use of alternative modes.
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2. SCOPE OF THE STUDY
The Government of Khyber Pakhtunkhwa through Urban Policy Unit (UPU) Planning and Development Department (P&DD) realizing the dire need of pedestrian precincts and parking areas in the city has organized the underlying study with the assistance of the USAID (Municipal Services Program) as donor. The underlying study intends to review the existing pedestrian precincts and parking facilities in the city. Furthermore, it is envisaged that outcomes of the study will help to improve the existing infrastructure through updating of old facilities and provision of new pedestrian precincts and parking areas; thus, ensuring safe mobility and accessibility of the people to their desired activity locations while transforming the city into liveable metropolis.
2.1 Aim and Objectives of the Study
The study aims include; a. Improved quality of life through safe and integrated pedestrian walkways ensuring mobility and accessibility for all. b. Reduction in congestion through integrated parking provisions for efficient traffic management and enhanced mobility.
Following constitute the objectives of the study: I. To review and analyze the available pedestrian facilities within the city. II. To identify Pedestrian mobility and accessibility hazardous locations in the city where modal conflicts results in accidents. III. To identify hot spots in the city where pedestrian facilities are of utmost important and necessity. IV. To propose and develop efficient pedestrian infrastructure for the people in the city.
2.2 TORs of the Study
TASK 1: Pedestrian and Parking Assessment . Review and examine the available Pedestrian & Parking facilities available in Peshawar city i.e. Level of service, convenience, safety etc. . Identify the social groups who rely on walking and non-motorized modes for mobility purposes and accessibilities to the local amenities, depicting their perceptions, views, opportunities, constraints and limitations . Recommend possible improvement in Pedestrian & Parking facilities according to best international practices for green cities TASK 2: Pedestrian and Parking Surveys . Illustrate aims and objectives of the surveys to be conducted and the desired outcome to be achieved . The surveys should include following but not limited to;
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. Pedestrian & Parking Count Survey . Perception Survey . Identify and justify the nodes (land use locations) and links (roads) to be surveyed. . Develop and justify the survey methodology illustrating the reasons for using selected means and modes of analysis and the survey instruments / tools. Also, state how these means and modes of analysis will aid in achieving the desired outcomes . Develop Survey questionnaires, focus group topic guides based on the consultation meetings and group discussions with the stakeholder. . Prepare robust work plan, timelines itemizing survey activities to be performed, consultation meetings/group discussions with the stakeholders and the in-house tasks to complete the job . Provide details of the work force to be engaged for each activity, i.e. survey, group discussions, data compilation and report writing etc. . Conduct the actual survey. TASK 3: Policy, Institutional and Regulatory Assessment . Review policies/strategies, Institutional and Regulatory arrangements being adopted in the province to promote walking and non-motorized modes in Peshawar city. . Identify major weaknesses and constraints, and gaps/conflicts among adopted policies/strategies, Institutional and Regulatory arrangements . Assess impacts of these policies/strategies on transport infrastructure development and on social groups of society who are dependent on these modes. . Identify and assess the capacity of relevant agencies/entities involved in drafting, implementing, monitoring and evaluating policies/strategies, Institutional and Regulatory arrangements . Discuss directions and processes for possible change in these policies/strategies, Institutional and Regulatory arrangements along the lines of international thinking and world best practices on pedestrianization and sustainable modes of transport. . Develop standards for footpaths, walkways design with public amenities (rest area, lavatories etc.) . Non-motorized traffic standards should also be developed like cycle lanes etc. with amenities for disabled (wheelchairs etc.) TASK 4: Stakeholders Consultation on Public Transport and Businesses causing Traffic Congestion . Identify the key stakeholders involved in the urban public transport development, operation and maintenance and assess the level of their current participation. . Consult with the decision-makers and other key stakeholders on the findings of the above assessments and to record their perceptions and needs. . On the basis of findings, conduct a seminar/workshop for decision-makers and the other key stakeholders. . Identify businesses that impact on traffic management adversely, and propose solutions.
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TASK 5: Development of Pedestrian and Parking Network Plan . Develop a robust Pedestrian & Parking network plan for enhancement of pedestrian and non-motorized sustainable modes of transport by identifying the short, medium and long term goals as part of the action plan and guidelines detailing the mechanism for the implementation of the above. . Development of transit time map (GPS) for Peshawar to find Points of Interests (POIs) on Google earth. The major historical and recreational spots have to be uploaded with pictures. A Guide Map Application has to be prepared. . Identify the key entity/stakeholders responsible for the implementation of the plan and the cost involved. . Architectural inputs should be given for beautification of walkways provided with amenities so that safe walking is ensured in all weather conditions. TASK 6: Design of Pedestrian Precincts and Parking Plaza . Identify locations for pedestrian precincts, where vehicular traffic shall be restricted, develop the identified locality to a fully accessible walking zone. Design and cost estimates to be provided for the proposals. . Parking plan for proposed pedestrianized areas to be developed/ provided with concept design (Architectural drawings) for parking spaces/lots.
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3. PESHAWAR – THE FRONTIER CITY
Peshawar is the capital of the Khyber-Pakhtunkhwa and the administrative centre for the Federally Administered Tribal Areas (FATA). The modern city of Peshawar was established by Mughal emperor Akbar in the 16th century. The city of Peshawar has served over the decades as the gateway to Central Asia through Khyber Pass. The city being a major node along the historic trade corridor served trade caravans from Commonwealth of independent states and central India. To date, the city is still rectifying its trait by holding commerce and trade as a major sector of city economy. The magnitude of these commercial activities in the city varies along the residential quarters. Presently, Peshawar city has a population of approximately 2 Million (Figure 3-1) which is increasing at a fast pace, due to many push and pull factors. The IDPs influx resulting due to the law and order situation in the province is one of the major factors for this high rate of immigration.
Figure 3-1: City Population with respect to Registered Number of Vehicles – Khyber Pakhtunkhwa Development Statistics 2012
Increasing population is not a thing to worry about, only if the transition is managed properly and the systems are strengthened on regular basis; however, the picture portrays a different situation in Peshawar city. It is because due to rapid urbanization, the city has witnessed impromptu growth and immense increase in number of registered vehicles. In addition, non- compliance to strategic plans (very few available) and lack of updated master plans necessary for regulated development has hampered the sustainable growth of the city. For Peshawar, the situation is worse because heavy influx of IDPS has two folded the pressure on the existing civic infrastructure and networks.
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In addition to above, the prevailing modal split in the city clearly depicts preference for the vehicular modes as shown in Figure 3-2 below. Walking and other non-motorized modes constitute only 2% of the prevailing modal split. Evidently, walking is not the preferred mode of transport in the city due to reasons listed below; a. Lack of pedestrian infrastructure in the city i.e. walkways, pedestrian signals and footpaths b. Safety concerns among the inhabitants c. Deficient existing infrastructure resulting in non-promotion of walking as mode of transport d. Lack of public transport e. Non-connectivity of urban land use with pedestrian and public transport network f. Weak enforcement resulting in difficulties for pedestrian In addition, encroachments and illegal parking on busy roads and bazaars in the provincial metropolis not only hinder smooth flow of traffic but also put lives of pedestrians at risk. Shopkeepers and shoppers park their vehicles along the roadside due to unavailability of dedicated parking areas in commercial plazas, leaving the pedestrians with no other option but to walk in the middle of the road.
Figure 3-2: Prevailing Modal Split in the City – Khyber Pakhtunkhwa Development Statistics 2012
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Figure 3-3: Weak Enforcement
Figure 3-4: Lack of Pedestrian Infrastructure
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Figure 3-5: Non-connectivity of Public Transport Network with Urban Land Use
3.1 Study Area
Evidently, the access and mobility of the people is constrained by impromptu city planning/ development, prevailing socio-economic characteristics, available deficient transport facilities and services. Evidence suggests that any deficiencies in transport system will have a greater impact on the people and to reverse the deprivations, policy measures need to be based on review of the existing situation depicting the opportunities, constraints and limitations of the prevailing infrastructure. Therefore, prior to making any recommendations for improvements, it was vital to clearly understand the prevailing mobility trends in the four identified study areas. The four areas include; 1) Study Area-1: Saddar Bazaar 2) Study Area-2: Dubgari Gardens 3) Study Area-3: Malik Saad Shaheed 4) Study Area-4: Bazaar Area
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Figure 3-6: Identified Study Areas
3.1.1 Saddar Bazaar
Saddar Bazaar constitutes the commercial area of the Peshawar cantonment and is shown below in Figure 3-7.
Figure 3-7: Saddar Bazaar
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Being one of the commercial hub of the city, Saddar Bazar houses numerous shops and major retail centres like Deans Plaza. There does not exist any parking plaza in the area; therefore, shopkeepers and customer park their vehicles where ever they find place, often on roads. Furthermore, the available space (if any) which can be used for walking purposes is encroached; thus, resulting in congestion in the area.
3.1.2 Dubgari Garden
In Dubgari Gardens (Figure 3-8), illegal parking and encroachments on footpaths have left no room for the pedestrians to walk. Correspondingly, the area experience severe traffic gridlocks all the day due to lack of parking spaces.
Figure 3-8: Dubgari Garden
3.1.3 Malik Saad Shaheed Road
Rickshaws and other types of vehicles are often illegally parked along the Malik Saad Shaheed Road between Bachaa Khan Chowk and Firdous Cinema Stop; thus, restricting pedestrian movement. The area serve as a major transit node in the city which constitute as one of the prime reason for its selection as study area.
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Figure 3-9: Malik Saad Shaheed Road
3.1.4 Bazaar Area
Bazaar Area shown in Figure 3-10 below can also be termed as the old quarters of the city i.e. the Historic City. These quarters over the years have transformed into commercial centres. The bazar area is composed of following; . Qissa Khawani Bazar . Khyber Bazar . Clock Tower (Ghanta Ghar) . Chowk Yadgaar . Meena Bazaar All these afore-mentioned bazaars experience heavy congestion during day time due to encroachments, illegal parking and weak enforcement.
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Figure 3-10: Bazaar Area
Pedestrians and customers are forced to walk within limited space available in parallel vehicular traffic; thus, resulting in accidents.
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4. STUDY METHODOLOGY
The methodology adopted for this study involved composite approach encompassing descriptive, quantitative and quantitative mode of analysis. The combination of both subjective and objective techniques helped to examine the prevailing conditions and to propose necessary infrastructure required to meet pedestrian needs and define pedestrian precincts in the city. Assessment of existing situation was done by field visits, consultation meetings, and descriptive examination of available literature if any. Subsequently, both quantitative and qualitative techniques were employed to collect primary information regarding pedestrian needs and precincts requirements. The overall frame work depicting identified tasks is shown in Figure 4-1 below, Figure 4-2 depicts tools of analysis used to achieve the TORs. The detailed methodology adopted for the study is highlighted in Figure 4-3.
Figure 4-1: Overall Framework of the Study
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TORS Mode of Analysis Tools of Analysis Outcomes
. Field Visits Task 1: . Document SWOT of Pedestrian & Review Prevailing Parking . SWOT Infrastructure Assessment Descriptive Analysis Analysis
Task 2: SURVEYS SURVEYS Pedestrian & . Traffic Counts . Aims & Objectives Parking Surveys . Pedestrian . Location Counts Identification . Parking . Justification Survey . Questionnaire/ Quantitative . User Task 3: Policy, Topic Guide Analysis Perception Institutional & . Work Plan & Work . Willingness to Regulatory Force Pay Assessment . Willingness to Adopt . Socio- economic POLICY Task 4: Qualitative . Guidelines & Stakeholder Analysis Standards Consultation on INSTITUTIONAL Public Transport POLICY . Re-alignment and Businesses . Process Model REGULATORY causing Traffic . Capacity & Congestion Capabilities
Consultation Geographical Focus Groups Information Seminar Stake-holder System Task 5: Conference Consultation Development of Pedestrian & Parking Network Pedestrian & Parking Plan Network plan & Computer Aided Transit Time Map Planning Software (GPS)
Architectural Task 6: Design of Drawings Pedestrian Pedestrian Quality Checks Precincts & Parking Precincts and Plazas Parking Plaza
Figure 4-2: Means and Modes of Analysis with Respect to Outcomes of Study
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Figure 4-3: Adopted Methodology for the Study
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4.1 Description of Tasks
Stage 1: Descriptive Analysis through Literature Review Relevant information and data regarding available pedestrian and parking facilities in the Peshawar city was collected and reviewed to develop understanding and rationale of the problem. Further, international standard benchmark and new developments regarding Parking and Pedestrian Infrastructure was reviewed in order to develop a robust solution for the city. Detail review of available information helped to delineate the methodology adopted for the study with all expected outcomes, time period required and staffing needed. Furthermore, justification for the selected mean and modes of analysis helped to understand why these techniques were adopted specifically for this study and how these would help to achieve desired outcomes. Descriptive analysis of the existing information and data was carried out through application of SWOT technique to establish the opportunities, strengths and weaknesses of the existing system/ infrastructure. Furthermore, reconnaissance visit, consultation discussions helped to identify the potential case study area, survey locations and required sample size. Stage 2: Surveys, Focus Group Discussion and Data Collection The questionnaires developed on the basis of preliminary assessment through descriptive analysis in previous stage was tested. Primary data was collected to accord people experiences and their expectations. Surveys were conducted over a period of 17 days with the aid of 101 surveyors. These surveyors were trained in house and through a mock survey prior to actual surveys in the identified study areas. Various types of traffic surveys conducted in the study area helped to assess prevailing traffic conditions. Following surveys were conducted; Traffic Counts at Key Road Links Bi-directional traffic was counted on key road links of the study area, which helped in collecting traffic volume data pertaining to vehicles entering or leaving to or from external areas into the case study areas. Pedestrian Count Survey Pedestrian count survey was conducted in the study area to identify the pedestrian infrastructure demand. Parking Survey Parking survey was conducted in the study area that helped to determine parking demand and conceptual designs of identified parking areas areas/ zones. User Perception Interview Survey User perception survey being of qualitative nature, helped to probe people experience regarding prevailing pedestrian and parking facilities etc. The data obtained through focus group discussion was analysed descriptively. Likewise, statistical tools were employed for quantitative analysis of data obtained through questionnaire surveys.
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Stage 3: Analysis and Policy Recommendations In stage 3, analysis of the collected data from the surveys and focus group discussion was carried out. Furthermore, policy appraisal was carried out which helped to establish the deficiencies and strength of the existing guidelines and strategies adopted in the city. Likewise, results of survey and focus group discussions helped to triangulate the outcome of policy evaluation and making recommendation in general and for designing of pedestrian precincts and parking zones. The underlying document presents the analysis and policy recommendation based on the surveys conducted, focus group performed and policy appraisal carried out during previous stages. Stage 4: Design of Pedestrian Precincts and Parking Plaza Design report summing up all the above results as well as establishment of the pedestrian and parking infrastructure complying with the local environment is drafted. For Parking plaza, a conceptual design was drafted whereas for parking areas both on-street and off-street standards based on world best practices but customized as per local requirements is formulated. Transit Time Map i.e. a GIS application is also being developed in this stage. Stage 5: Final Report and Design Submission Submission of the final report and design/ standards for the identified pedestrian precincts and parking areas constituted the fifth and last stage of the study.
4.2 Rationale for Selected Mean and Modes of Analysis
Review of various methodological approaches revealed that the selected methods and modes of analysis are the most appropriate for measuring disparities in efficiency of transport infrastructure. In addition, these methods serve as the right modes of analysis for the underlying study because socio-spatial and qualitative analysis together can produce robust results while examining the spatial and temporal dimensions of infrastructure disadvantage; thus, ensuring triangulation for verification of results derived from one method by other. The study aims to study the disparities in existing parking and pedestrian facilities and propose/ design pedestrian precincts and design/ standards for parking in the city which can be done effectively by utilising these methods. As mentioned above, Figure 4.2 highlights various methods and modes of analysis employed to desired outcomes of the Terms of References.
4.3 Data Collection Procedure
A significant aspect in the collection of the data is the quality of the data, i.e., reliable data from a consistent source. Therefore, it is utmost necessary to define the type and sources from where the data will be collected and methods to be used for the collection of information. Two main approaches were employed to collect data. The first approach is termed as primary data collection. It aided in collecting first-hand data using qualitative techniques from potential respondents in the study areas. The second approach referred as secondary data collection was
19 Design of Pedestrian Precincts & Parking Plaza, Peshawar adopted to gather information from secondary sources. The data obtained from secondary sources was re-analysed to extract information relevant to the study. Books, archives, journals, reports, government and private organisations publications, policy documents, transport strategies and plans, travel data and census data served as the key sources of information for the secondary data. Table 4-1 highlights the different data collection methods, collection sources with respect to the analysis to be carried out in the study. Table 4-1: Data Collection Procedure
Method Data Source Collection of Medium Input To Analysis
Literature Review, Document Previous Primary Journals, Books etc. Surveys, Qualitative Review Literature Consultations, GIS Application
Census Organization, PDA, Mass Transit Surveys, SWOT Planning Secondary Authority, Business Consultations, Qualitative Analysis Department, Development Cell, etc. GIS Application Transport Department.
Observation GIS Results & & Secondary POI Surveys Quantitative Application Conclusion Assessments
Qualitative Questionnaire Questionnaire Results & Primary Survey & Survey Survey Conclusion Quantitative
Focus Group Results & Primary Focus Group Focus Group Qualitative Discussions Conclusion
4.4 Quantitative Analysis
4.4.1 Surveys
Surveys are considered as a form of planned data collection carried out to predict the actions of entities or to discuss relationships between certain variables. In fact, it is a fact-finding technique, which deals exclusively with the nature and state of problems; therefore, surveys are concerned with the demographics characteristics, social environment, activities or opinions and attitudes of people. Contrary to focus group discussions which provide the insight knowledge and descriptive information of people’s experience of pedestrian precincts or parking and its associated disparities in the city, surveys allow assessment of the level of difficulties experienced by the people while using the prevailing transport infrastructure.
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4.4.1.1 Count Surveys
Evidently, transport planning at all spatial levels requires understanding of real conditions. This involves determination of vehicle or pedestrian numbers, their types and socio-economic characteristics. Likewise, substantial information i.e. trip length, purpose of journey and frequency are also vital to assess the prevailing conditions prior to making any recommendations. Counts surveys are used to collect the first group of data i.e. number of people moving from place A to Place B or in a given case study area. In reality, traffic counts formulate the basis of any traffic study; thus, highlighting the people mobility patterns. Importantly, traffic count survey being the movement of people or vehicles can be done either electronically or manually simply telemarking the number of people. It is important to classify both i.e. intrusive and non-intrusive methods. Intrusive methods involve placing of the sensors in or on the pavement to make counts. The major intrusive methods include: . Bending Plate . Pneumatic Road Tube . Piezo-electric Sensor . Inductive Loop
Non-intrusive methods are based on remote observational techniques. Major non-intrusive methods can be classified as: . Manual Observation . Passive and Active Infra-red . Passive Magnetic . Microwave- Doppler/ Radar . Ultrasonic and Passive Acoustic . Video Image Detection
The most widely used non-intrusive method in cases where electronic counting methods cannot be employed is manual counting. Manual Counting is widely applied due to its ease of application and simplicity. Importantly, Manual Counts not only provide data pertaining to vehicle classification but also information regarding turning movements, direction of travel, pedestrian movements, or vehicle occupancy. Unlike manual counts, automatic counts are typically used to gather data for determination of vehicle hourly patterns, daily or seasonal variations and growth trends, or annual traffic estimates. For the underlying study both count and perception surveys as listed below have been carried out in all the four case study areas at different days and time of a calendar week. I. Traffic Count Survey II. Pedestrian Count Survey III. Parking Survey o Number Plate/License Plate o Parking Occupancy Count IV. User Perception Survey (Cyclist, Pedestrian, Parking)
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V. Road Inventory Survey
Traffic and Pedestrian Counts Surveys highlighted volumes of vehicles and people; their existing circulation within the area. Moreover, Traffic and Pedestrian Counts Surveys helped to identify the areas where there is huge vehicular and pedestrian movement resulting in conflicts. Likewise, Parking Count Surveys were carried out for both on-street and off-street parking facilities, which helped to illustrate parking patterns and problems associated with it. Correspondingly, Perception Surveys were employed to assess people perceptions, their travel needs and possible improvements that can be made to enhance mobility. Both open and close end questions were employed in the questionnaires that helped to examine the need of pedestrianization, cycling and public transport, people and prevailing parking issues in the study area.
4.4.2 Rationale for Using Surveys
Prior to conducting surveys, it was utmost important to state the rationale for their employment and to define their objectives. Important aspects as stated earlier which served as the prime reason for selection of aforementioned surveys included; a. Description of prevailing conditions at a given time in order to ascribe an order of magnitude of various transport phenomena b. Establishment of causal explanations of conditions leading to better perception of transport system and its user behavior c. Development of predictive models to forecast future transport conditions or to predict the effects of system changes d. Impact assessment through measurements of the effects of system changes by before- and-after surveys e. Extension of the before-and-after concept. Surveys are generally conducted at two points in time to mark the changes in transport system characteristics over a long period
4.4.3 Objectives of Surveys
A. Traffic Count Survey Objective – To establish the number of vehicles plying the study area Traffic Count Survey helped to record the number of vehicles in the study area. The recorded number in alliance with the Parking Count Surveys helped in defining the parking demand and the type of parking required. These counts also helped to examine the vehicular pedestrian conflicts while drafting the pedestrianization plan for the study areas.
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B. Road Inventory Survey Objective – To review the road, pedestrian, cycling and public transport infrastructure available in the study areas Road Inventory Survey was carried out to examine and assess the existing transport infrastructure and facilities. Furthermore, it helped to review the available Right of Way (ROW) prior to drafting any plan for the case study areas. C. Pedestrian Count Survey Objective – To establish the number of pedestrians in the study area Pedestrian Count Survey helped to evaluate and record the number of people who opted walking as mode of transport in the study area. The recorded number in alliance with the Traffic Count Surveys helped in examining the vehicular pedestrian conflicts while drafting the pedestrianization plan for the study areas.
D. Parking Count Survey Objective – To examine the number of vehicles being parked in the study areas This survey helped to examine the number of vehicles parked in the study areas. The recorded number in alliance with the Road Inventory Survey helped to evaluate the existing parking facilities sufficiency.
E. Perception Surveys Objective – To examine and review people views, expectations and needs pertaining to available pedestrian and parking facilities in the study areas. Perception Surveys helped to examine and quantify people perceptions, opinion related to existing facilities in the study areas. Furthermore, these surveys helped to establish people mobility needs i.e. what is required with respect to people mobility if walking is opted as mode of transport. Whether existing parking facilities fulfil their needs or not? Furthermore, perception survey helped to draft recommendations for improvements.
4.4.4 Surveys Procedure and Data Collection
4.4.4.1 Traffic and Pedestrian Counts
Manual Counting method was employed for the underlying study, because it was intended to gather information not only pertaining to numbers but also about directional flows and hourly mobility patterns. An interval of 15 minutes was employed to clearly establish the hourly mobility patterns throughout the day. Each case study area was reviewed with respect to placement of the surveyors. Approach and egress roads were identified along with distributary roads within the area. Subsequently, Surveyors were placed on intersections i.e. nodes connecting these links i.e. approach, egress and distributary roads forming the transport network of that case study area. Counting was carried for 12 Hours from 9 am to 9 pm.
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A. Saddar Bazaar
Location of the Saddar Bazaar and adjacent important traffic nodes/intersections is shown below in Figure 4-4.
Shah Nawaz Chowk
Green Shadi Hall Chowk
Dr, Younis Chowk Club Chowk
Stadium Chowk
Figure 4-4: Location Map and Major Intersection in Saddar Bazaar
Figure 4-5 and 4-6 below highlights location of the surveyors for Traffic Count and Pedestrian Count Survey respectively. Likewise, Figure 4-7 shows the Parking Survey locations for the Saddar Bazar area.
Legend: 2 Surveyors at Each Location
Study Area
Figure 4-5: Locations of Traffic Count Surveyors in Saddar Bazaar
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Legend: 2 Surveyors at Each Location
Study Area
Figure 4-6: Locations of Pedestrian Count Surveyors in Saddar Bazaar
Figure 4-7: Parking Survey Locations of Saddar Bazaar
Work Plan and Schedule The schedule of surveys is highlighted in Table 4-2 below. Both Pedestrian and Traffic Count Survey was conducted for Two (2) days respectively. Importantly, to clearly ear mark the mobility patterns in the city one working day and one off-working day was selected. Table 5- 1 below highlights the work plan and schedule of various surveys.
25 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 4-2: Work Plan/Schedule of Surveys of Saddar Bazaar No. of Sr. Activities/ No. of Duration Surveyors Timing No. Surveys Days (Hour) Required/Shift Pedestrian Count 1 26 2 07:00 am To 09:00 pm 14 Survey Traffic Count 2 22 2 07:00 am To 09:00 pm 14 Survey
3 Parking Survey 46 2 09:00 am To 09:00 pm 12
Road Inventory 4 4 1 - - Survey User Perception 5 20 1 09:00 am To 09:00 pm 12 Survey
B. Dubgari Garden
Location of the Dubgari Garden and adjacent important traffic nodes/intersections is shown below in Figure 4-8.
Qainchi Pull
Police Office
Habib Medical Complex
Dubgari Gate
Said/Saeed Anwar Chowk
Figure 4-8: Location Map and Major Intersection in Dubgari Garden
Figure 4-9 and 4-10 below highlights location of the surveyors for Traffic Count and Pedestrian Count Survey respectively. Likewise, Figure 4-11 shows the Parking Survey locations for the Dubgari Garden.
26 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Legend: 2 Surveyors at Each Location
Study Area
Figure 4-9: Locations of Traffic Count Surveyors in Dubgari Garden
Legend: 2 Surveyors at Each Location
Study Area
Figure 4-10: Locations of Pedestrian Count Surveyors in Dubgari Garden
27 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Figure 4-11: Parking Survey Locations of Dubgari Garden
Work Plan and Schedule The schedule of surveys is highlighted in Table 4-3 below. All Pedestrian, Traffic Count Survey and Parking Survey was conducted for two (2) days respectively. Importantly, both working days for surveys was selected for this study area. It is because the major health facilities which serve as traffic attractions operate only in working days. Surveys were conducted for the period of 12 hours each day. Table 4-3: Work Plan/Schedule of Surveys of Dubgari Garden No. of Sr. No. of Duration Activities/ Surveys Surveyors Timing No. Days (Hour) Required/Shift
1 Pedestrian Count Survey 22 2 09:00 am To 09:00 pm 12
2 Traffic Count Survey 18 2 09:00 am To 09:00 pm 12
3 Parking Survey 20 2 09:00 am To 09:00 pm 12
4 Road Inventory Survey 4 1 - -
5 User Perception Survey 20 1 09:00 am To 09:00 pm 12
28 Design of Pedestrian Precincts & Parking Plaza, Peshawar
C. Malik Saad Shaheed Road
Figure 4-12 shows the location of Malik Saad Shaheed Road (Between Bachaa Khan Chowk and Firdous Cinema Stop).
Bachaa Khan Chowk
Firdous Cinema Stop
Figure 4-12: Location Map of Malik Saad Shaheed Road
Traffic count survey was conducted on 6 locations on the link road of Malik Saad Shaheed Road Area. 12 surveyors were engaged in the survey counting entering or exiting traffic on each link as shown in Figure 4-13 below.
Legend: 2 Surveyors at Each Location
Study Area
Figure 4-13: Locations of Traffic Count Surveyors in Malik Saad Shaheed Road
29 Design of Pedestrian Precincts & Parking Plaza, Peshawar
The Pedestrian Count survey was also conducted on 6 locations on various links of the study area. 12 surveyors were employed for this survey who recorded all the pedestrian traffic volume on each link (See Figure 4-14).
Legend: 2 Surveyors at Each Location
Study Area
Figure 4-14: Locations of Pedestrian Count Surveyors in Malik Saad Shaheed Road
Work Plan and Schedule The schedule of surveys is highlighted in Table 4-4 below. Both Pedestrian and Traffic Count Survey was conducted for two (2) days respectively. Importantly, to clearly ear mark the mobility patterns in the study area one working day and one off-working day was selected. Surveys were conducted for the period of 12 hours each day.
Table 4-4: Work Plan/Schedule of Surveys of Malik Saad Shaheed Sr. No. of Surveyors No. of Duration Activities/ Surveys Timing No. Required/Shift Days (Hour)
1 Pedestrian Count Survey 12 2 09:00 am To 09:00 pm 12
2 Traffic Count Survey 12 2 09:00 am To 09:00 pm 12
3 Road Inventory Survey 4 1 - -
4 User Perception Survey 24 2 09:00 am To 09:00 pm 12
30 Design of Pedestrian Precincts & Parking Plaza, Peshawar
D. Bazaar Area
Location of the Bazaar Area is shown below in Figure 4-15.
Figure 4-15: Location Map of Bazaar Area
Figure 4-16 and 4-17 below highlights location of the surveyors for Traffic Count and Pedestrian Count Survey respectively. Likewise, Figure 4-18 shows the Parking Survey locations for the Bazaar Area.
Legend: 2 Surveyors at Each Location
Study Area
1 Surveyor at Each Location
Figure 4-16: Locations of Traffic Count Surveyors in Bazaar Area
31 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Legend: 2 Surveyors at Each Location
Study Area
Figure 4-17: Locations of Pedestrian Count Surveyors in Bazaar Area
Figure 4-18: Parking Survey Locations of Bazaar Area
Work Plan and Schedule The schedule of surveys is highlighted in Table 4-5 below. Both Pedestrian and Traffic Count Survey was conducted for two (2) days respectively. Importantly, surveys were conducted on week days i.e. working days because of the fact that maximum retail activities occur during week days.
32 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 4-5: Work Plan/Schedule of Surveys of Bazaar Area No. of Sr. No. of Duration Activities/ Surveys Surveyors Timing No. Days (Hour) Required/Shift
1 Pedestrian Count Survey 50 2 09:00 am To 09:00 pm 12
2 Traffic Count Survey 50 2 09:00 am To 09:00 pm 12
3 Parking Survey 46 2 09:00 am To 09:00 pm 12
4 Road Inventory Survey 4 1 - -
5 User Perception Survey 30 2 09:00 am To 09:00 pm 12
Comprehensive survey plan adopted for the execution of surveys is attached as Appendix B. Likewise, Performa and Questionnaire used for surveys is attached as Appendix A. It is used to standardize the data collected from Traffic Counts data. These PCUs are optimised for local conditions of Pakistan by extensive studies carried out by JICA and they are currently used by Transport Department of Punjab Province. Table 4-6 depicts the Passenger Car Unit Factor employed for various modes of transport.
Table 4-6: Passenger Car Units Factor for Different Mode Passenger Car Unit Vehicle Type Factor Auto-Rickshaw, Qingqi 0.5
Motorcycle 0.3
Bicycle 0.2
Car, Taxi, 4WD Jeep, Land Cruiser (Single/Twin Cabin) 1
Bus (Large/Small) 2.5
Wagon, Suzuki, Minibus, Hiace (Up to 16 Seats) 1.5
Delivery Trucks, Utility Vehicle, Ambulance, Good Vehicles 3
Slow Moving Vehicles (Animal Driven Cart) 4.5
Mazda, Coaster (Up to 24 Seats) 1.75
Trucks (2-Axle and Above) 3.5
33 Design of Pedestrian Precincts & Parking Plaza, Peshawar
4.4.4.2 Parking Survey
The underlying study also involved parking facilities review and improvement in the city. Consequently, it required examination of existing parking patterns and trends in the case study areas. In addition, information about the demand for parking was also requisite. Therefore, for the underlying study following types of parking surveys were conducted in the case study area to collecting data pertaining to both On-street Parking and Off-street Parking. . Number Plate/License Plate Survey For on street parking Number Plate/Licence Plate method of survey was used. Each parking area was surveyed by the Surveyors at incessant interval of 30 minute which provided information pertaining to both number of vehicles parked and the duration for which vehicles were parked. Number Plate/Licence Plate surveys were conducted from 9 am to 9 pm over a period of two days in each study area. . Parking Occupancy Count Survey For Off-street Parking Occupancy Count in the pre-identified parking areas was made. The surveyors were deployed at the entrance and exit of the parking area and the number of vehicles moving in or out of the parking area were noted; thus, providing the resultant occupancy. In order to determine the duration of parking, subjective questionnaire survey was also carried out in the areas. These surveys were conducted from 9 am to 9 pm over a period of two days in each study area.
4.4.5 Method of Analysis
Level of Service (LOS) Level of Service (LOS) also known as Quality of Service or Service Quality refers to the speed, convenience, comfort and security of transportation facilities/ services as experienced by users. LOS Indicators are rating systems used to evaluate various transportation modes and impacts ranges from “A (Best)” to “F (Worst)”. LOS is widely used in transport planning to evaluate problems and potential solutions. It is because this is easy to comprehend and facilitates decision makers who usually have non- technical background to identify problems, establish performance indicators and targets, evaluate potential solutions, compare locations, and track trends.
4.4.5.1 Pedestrian Volume Analysis – Level of Service Calculations
Undoubtedly, walking being the prime form of movement and considered as most sustainable and environment friendly mode serves as first mean of mobility in an urban area. It is because access to means of transport itself requires movement. In reality, cities are constituted by pedestrians and their movement patterns affect its development. However, several parameters pertaining to pedestrian movement and circulation needs to be addressed before hand while developing/ planning a sustainable green city or neighbourhood. Importantly; thee parameters considered at planning stage are relative to various social group needs and the area in which they dwell and often inadequate planning not conforming to the needs of social groups results
34 Design of Pedestrian Precincts & Parking Plaza, Peshawar in vehicle dependent societies. Therefore, it is utmost important that assessment for pedestrian mobility shall be carried out identical to that of vehicular traffic assessments i.e., measurement of walking area capacity to ensure pedestrian free mobility and safety. For this purpose, Level of Service method is usually employed to measure the quality of service from a pedestrian’s perspective. The bible of traffic level of service and congestion is the Highway Capacity Manual (HCM) 2010 which depicts that level of service provided by the facility refer to the both amount of traffic and quality of the traffic flow. The manual recommends an equation for finding pedestrian flow rate as:
흂푷ퟏퟓ 흂횸 = ퟏퟓ × 푾푬 Where:
VP = Pedestrian flow rate in Ped/min/feet
VP15 = Peak 15-minute pedestrian count in Ped/15-minute
WE = Effective walkway width in feet.
The HCM 2010 defines Effective Walkway Width (WE) as the portion of a walkway that can be used effectively by pedestrians. Various types of obstructions and linear features reduce the walkway area that can be effectively used by pedestrian. The effective walkway width at a given point along the walkway is computed as follows:
푾푬 = 푾푻 − 푾푶 Where:
WE = Effective Walkway Width in feet
W or WT = Total Walkway Width at a given point along the walkway in feet
WO = Sum of fixed-point effective widths and linear - feature shy distances at a given point along walkway in feet. (pg. 23-9, HCM 2010)
As a reference, Figure 4-19 illustrates a portion of a sidewalk or walkway and the Effective Walkway Width (WE) created by fixed objects. According to the HCM 2010: “Linear features such as the street curb, [a] low wall, [or a] building face each have associated shy distances. The shy distance is the buffer that pedestrians give themselves to avoid accidentally stepping off the curb, brushing against a building face, or getting too close to other pedestrians standing under awnings or window shopping. Fixed objects, such as [a] tree, have effective widths associated with them. The fixed-object effective width includes the object’s physical width, any functionally unusable space (e.g., the space between a parking meter and the curb of the space in front of a bench occupied by people’s legs and belongings), and the buffer given the object by pedestrians” (pg. 23-9, HCM 2010).
35 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Figure 4-19: Effective walkway width with fixed obstacles (Source: HCM 2010)
Effective length of a fixed object (Figure 4-19) is described by the HCM 2010 as: “The effective width of a fixed object extends over an effective length that is considerably longer than the object’s physical length. The effective length represents the portion of the walkway that is functionally unusable because pedestrians need to move to one side ahead of time to get around a fixed object”. The effective length of a fixed object is assumed to be five times the object’s effective width. “Typically, a walkway operational analysis evaluates the portion of the walkway with the narrowest effective width, since this section forms the constraint on pedestrian flow. A design analysis identifies the minimum effective walkway width that must be maintained along the length of the walkway to avoid pedestrian queuing or spill over” (pg. 23-10, HCM 2010). Table 4-7 below summarizes the effective widths of a variety of typical fixed objects found along pedestrian facilities. The values in Table 4-7 were used to estimate the impacts of walkway objects especially when specific walkway configurations were not available.
Table 4-7: Typical Fixed Object Effective Widths (Source: HCM 2010) Fixed Object Effective Sidewalk Width (ft.)
Street Furniture
Light Pole 2.5 – 3.5
Traffic Signal Poles and Boxes 3.0 – 4.0
Fire Hydrants 2.5 – 3.0
36 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Traffic Signs 2.0 – 2.5
Parking Meters 2.0
Trash Cans (1.8 ft. Diameter) 3.0
Bus Shelters (On Sidewalks) 6.0 – 7.0
Landscaping
Trees 3.0 – 4.0
Planter Boxes 5.0
Once effective walkway widths (WE) were established and hourly pedestrian demand was known through count surveys, flow rates were calculated and LOS determined. Importantly, HCM does not address LOS for pedestrians with disabilities, including vision or mobility impairments. Importantly, pedestrian facility capacity is based on research conducted on contained facilities where pedestrians cannot walk outside the designated walkway. HCM 2010 states: “To avoid pedestrian spill over, it is desirable to design a walkway to achieve LOS C or better (i.e., a maximum of 10 Ped/min/ft.)”. Table 4-8 defines pedestrian LOS based on flow rate (Ped/min/ft). The HCM 2010 suggests that LOS A through LOS C can be typically applied to off-street pedestrian facilities based on pedestrian space, rather than for capacity conditions.
Table 4-8: Relationship between Pedestrian Flow Rate and Level of Service Level of Service Pedestrian Flow Rate Comments (LOS) Ped/min/ft
Ability to move in desired path, no need to A ≤ 5 alter movements.
Occasional need to adjust path to avoid B > 5 – 7 conflicts.
Frequent need to adjust path to avoid C > 7 – 10 conflicts.
Speed and ability to pass slower D > 10 – 15 pedestrians restricted
Speed restricted, very limited ability to E > 15 – 23 pass slower pedestrians
Speeds severely restricted, frequent F Variable contact with other users
In the context of local conditions i.e. for Peshawar city, Effective Walkway Width WE is considered equal to Total Walkway Width WT because there does not exists proper pedestrian
37 Design of Pedestrian Precincts & Parking Plaza, Peshawar paths/ walkways. Furthermore, the limited walkways are encroached thus there exists no shy distance. Accordingly, Pedestrian Flow Rate was calculated that suits the local conditions.
4.4.5.2 Traffic Volume Analysis – Level of Service Calculations
There does not exists proper road classification based on road type, speed, geometry. The C&W Department, KPK has classified roads as provincial highways, district roads and access (local) roads. This classification does not comply with hierarchy/ structure of urban transport network. Japan International Cooperation Agency (JICA) during formulation of Transport Master Plan for Karachi and Lahore classified urban transport network into motorways, trunk roads, primary roads, secondary roads, streets and service roads. Considering the classification made in JICA Transport Master Plans in the context of Pakistan and classification made in Design Manual of Roads and Bridges (DMRB) Volume 5, Section 1, TA 79/99 and AASHTO 2004- 2005 - A Policy on Geometric Design, a road hierarchy was defined. Maximum efforts have been made to create road hierarchy that best suits the local conditions. Figure 4-20 and Table 4-9 show the Road Hierarchy of urban roads in Peshawar and distinguish features.
Urban Roads 5 Classes
Principle Roads Principle Urban Primary Urban Secondary (Ring Roads, Roads Local Roads Expressways) (GT Roads, Highways) Roads Urban Roads A1 A2 B C D
Figure 4-20: Urban Road Classification for Peshawar
Table 4-9: Types of Urban Roads and distinguish features Carriageway Road Type General Description Access Type An uninterrupted, Limited-access, high speed dual carriageway roads, Controlled Principal A1 with grade separated junction, hard (Ramp Dual Roads shoulders and motorway Access) restrictions. High standard dual carriageway roads carrying large volume of predominately through traffic with Principal A2 limited access and at-grade Limited Single/Dual Urban Roads junctions. They carry high traffic volumes over longest trip lengths, connecting towns/cities.
38 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Good standard single/dual carriageway road with moderate or Primary high capacity. These are the roads B Partial Single/Dual Urban Roads joining smaller/larger centres of population to nearby principle urban. Variable standard roads with low to moderate capacity linking local roads to the arterial roads. Secondary Secondary roads tend to lead traffic C Partial Single/Dual Urban Roads from local roads or section of housing societies/colonies to activity area within communities or primary roads. Low speed, low capacity roads providing direct access to D Local Roads properties and residential Full Single communities with pedestrian movements.
For the underlying study, category B, C and D roads are important as these refers to prevailing road network in the city. Level of service was evaluated through Volume to Capacity Ratio. Capacity is defined as the maximum suitable flow of traffic passing in one hour, under favourable road and traffic conditions. The capacities are based upon 60/40 directional split with proportion of HGV≤15%. Table 4-10 shows the capacity and speed for urban roads in Peshawar. The one-way flows shown in Table 4-10 represent the busiest flow of 60%.
Table 4-10: Capacities and Speeds of Urban Roads Free Flow Carriageway No. of Capacity Road Type Speed Type Lanes (Veh/Hour/Direction) (Km/Hour) 2 4000 Principal A1 100 Dual 3 5600 Roads 4 7200 2 1590 `Single 3 2552 Principal 4 3050 A2 Urban 80 Roads 2 3600 Dual 3 5200 4 6800 Primary 2 1470 B Urban 70 Single Roads 3 1700
39 Design of Pedestrian Precincts & Parking Plaza, Peshawar
4 2100 2 3200 Dual 3 4800 Single 2 1300 Secondary C Urban 50 2 2600 Roads Dual 3 3300 Local D 30 Single 2 1140 Roads
Table 4-11 shows the LOS with respect to various volume to capacity ratios used for analysis of traffic count data collected at road links for underlying study.
Table 4-11: Level of Service vs. Volume to Capacity Ratios of Roads
Volume to Capacity Ratios Level of General Description Service Principal All Other Roads Roads Conditions of free flow; speed is controlled A by driver’s desire; speed limits, or physical 0.00 – 0.34 0.00 – 0.34 roadway conditions. Conditions of stable flow; operating speeds beginning to be restricted; little or no B 0.35 – 0.54 0.35 – 0.50 restrictions on manoeuvrability from other vehicles. Conditions of stable flow; speed and manoeuvrability more closely restricted; C 0.55 – 0.77 0.51 – 0.74 occasional backups behind left turning vehicles at intersections. Conditions approach unstable flow; tolerable speeds can be maintained but temporary restrictions may cause extensive delays; little freedom to manoeuvre; comfort and D 0.78 – 0.93 0.75 – 0.89 convenience low; at intersections, some motorists, especially those making right turns, may wait through one or more signal changes. Conditions approach capacity; unstable flow E with stoppages of momentary duration; 0.94 – 0.99 0.90 – 0.99 manoeuvrability severely limited. Forced flow condition; stoppages for long F 1.00 or > 1.00 or > periods; low operating speeds
40 Design of Pedestrian Precincts & Parking Plaza, Peshawar
4.5 Qualitative Analysis
4.5.1 Focus Group Discussions
Stage 2 and 3 of underlying study included focus group discussions. It is because the study aimed to study the disparities in existing parking and pedestrian facilities and consequently propose /provide the references/ design / standards for pedestrian precincts and parking facilities in the city as per people needs. Importantly, review of various methodological approaches revealed that the selected method of qualitative analysis i.e. Focus Group Discussion is the most appropriate tool for measuring disparities in efficiency of transport infrastructure. It is because the interaction among participants during the groups’ discussion provides insight knowledge of the study questions. However, for the underlying study, interaction could had been an issue and consideration beforehand. It is because the culture of the city is pious and rigid in terms of mingling of gender. Therefore, it was decided to conduct separate focus group discussions with respect to gender. However, due to scarcity of participants either because of willingness or cultural barriers it was decided to conduct single focus groups with respect to age groups i.e. 18 to 65 years of age. This aided in generalizing the problems with respect to gender too. Apart from afore-mentioned reason, focus group discussion was selected as part of the methodology because in comparison to other qualitative research methods such as interviews, participants, observation, it is more advantageous and provides multiple views and different perspectives in a short time; thus, a large amount of diverse data can be collected in a small period. It offers a more natural environment than interviews where the opinion of the participant can be influenced by the interviewer. The interaction among the participants enhances the quality of data producing check and balances which the participants apply upon each other; consequently, eliminating abstract views. In reality, focus groups provide more specific, meaningful, vigorous feedback than one that can be obtained from individually asked questions because they act as a part of the needs- assessment process of the potential respondents. This makes focus group discussion more prominent than other qualitative tools. Likewise, focus group differs from in-depth interviews as in the interview interaction is just between respondent and interviewer, whereas, in a focus group, interaction is not only between respondents and interviewer but also among the respondents.
4.5.1.1 Conducting Focus Group Discussions
For the underlying study, each group constituted consisted of 4 to 10 members. An assumption was made for each group discussion that the selected members possess those characteristics, which relates them directly or indirectly to the study topic. Each focus group was unique from other because of its purpose, number of respondents in the discussion, their composition, and socio-economic characteristic. The information was collected through perceptions of the participants in an accommodating environment.
41 Design of Pedestrian Precincts & Parking Plaza, Peshawar
A comprehensive plan was drafted for conducting focus groups. The location and number of focus group participants for each study areas are presented in Table 4-12. It also provides details of the number of people who attended these group discussions and the dates on which these discussions arranged. In total 13 focus group sessions were conducted so that diverse views of stakeholders could be obtained. High numbers of focus groups were selected because of socio-ethnic diversity of the city. Conducting an individual session for social groups in the study areas helped in obtaining necessary information without the influence of other groups; thus, each session highlighted their true concerns, views, and perceptions and their needs with respect to pedestrian precincts and parking system in the city. The subject information sheet and the topic guide containing questions and possible probes was developed and shared with all participants. This helped in keeping stakeholders focused on the study questions. In addition, the subject information sheet helped to brief the participants about the aim of the study, nature of focus group, and requirements from them in the session.
Table 4-12: Focus Group Execution Plan Number of Social Group Location Date Participants Men 4 -10 Saddar Bazaar January 30, 2015 Women 4 -10 Men 4 -10 Dubgari Garden January 30, 2015 Women 4 -10 Men 4 -10 Saad Shaheed Road January 31, 2015 Women 4 -10 Men 4 -10 Bazaar Area January 31, 2015 Women 4 -10 Decision Makers (Regulatory & Committee Room 16 - 20 January 30, 2015 Infrastructure related (Urban Policy Unit) Authorities) University of Women 8 January 30, 2015 Peshawar WSSP Drivers 16 - 20 WSSP Depot January 31, 2015 Secretary RTA, Office of Secretary Director Transport, 6 RTA, Office of June 9, 2015 Project Director BDU, Director Transport Transporters Decision Makers (Regulatory & Committee Room 10 - 15 June 8, 2015 Infrastructure related (Urban Policy Unit) Authorities)
42 Design of Pedestrian Precincts & Parking Plaza, Peshawar
4.5.1.2 Data Analysis and Result Interpretation
Focus group discussion produces a large amount of data, which needs to be divided and categorized into essential information needed for analysis and into comments that are less significant. Although all questions deserve the same level of analysis, but there are certain questions, which form the core of study analysis. Therefore, it is crucial to analyse the data keeping the aim of the study in focus and presenting the results in a systematic order. This could only be achieved when; the analysis being done is verifiable, focused, and practical and has the appropriate level of interpretation as stated in the analysis continuum shown in the Figure 4-21. The analysis continuum comprises raw data, descriptive statements, and the interpretation whichever the analyst prefers to use. Raw data consist of exact statements made by the focus group participants that are enormous in length. The descriptive analysis represents the summary of all statements made as raw data, which are analysed by the analyst. Interpretation of data provides a clear understanding of the issue and takes into account evidence from both the field data and the research background. The interpretative side of the continuum is based upon the descriptive process as it presents the meaning of information contrary to its summary. It is vital that focus group analysis must seek to increase the level of understanding and should entertain the alternative explanations.
Figure 4-21: The Analysis Continuum
For the underling study, the data obtained from the focus group discussion was analysed by transcribing the views of the participants. Both complete views and abridged transcripts were interpreted. This provided the necessary record of discussion, indispensable for understanding of the respondent’s perceptions. The qualitative analyses of the data helped in identifying opportunities, constraints and limitations of the existing pedestrian zones/ areas and parking places in the identified study area. The analysis helped to establish the effects of provision of new pedestrian precincts and parking places in the city. It further helped to study the willingness of people to pay for the services. As participants of the focus group, they explained their real lives decisions regarding walking as their mode of travel and while parking their vehicles on or off–street. The outcomes of focus group results helped in drawing robust recommendations in compliance to social group’s needs.
43 Design of Pedestrian Precincts & Parking Plaza, Peshawar
4.5.1.3 Focus Group Questions
Notably, quality answers are always obtained through quality questions. Therefore, it is extremely vital to draft questions that are focused, robust, and rigorous. It is solely because of this reason that each mode of transport and service offered i.e. walking, cycling and parking was probed individually whereas a separate topic guide was formulated for public transport. Consequently, the questionnaire was developed by dividing the questions into distinct sections. Each section aimed to achieve a study objective. The topic guidelines or statements for various group discussions are attached under Appendix C. Appendix C1 includes questions (topic guide) pertaining to public transport whereas questions (topic guide) for walking, cycling and parking are listed in Appendix C2. The topic guides helped participants to understand and respond easily to the problem at hand. Statement questions instead of bullet points were opted because of two reasons. Firstly, the study aims to review transport service delivery in the city, which has variable effects on different social groups. Secondly, sentenced question format although takes more time to develop, it produces more efficient and robust analysis.
44 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5. OPPORTUNITIES, CONSTRAINTS AND LIMITATIONS – COUNTS & SURVEYS
5.1 Saddar Bazaar
Saddar Bazaar is the commercial hub of the Peshawar Cantonment and is visited by thousands of people on daily basis. It houses not only various commercial and retail centres but its locality next to major urban centres i.e. Dean’s Trade Centre, Combined Military Hospital, Army Public School, State Bank of Pakistan, Peshawar Cricket Stadium, Peshawar Cantonment Railway Station and Sunehri Masjid makes it a favourite destination of commuters. Existence of various major retail centres in the locality has made this area as one of the prime shopping destination; thus generating/attracting a large number of vehicular and pedestrian trips. Free movement of vehicles and in particularly pedestrians has become tiresome in the areas due to multiple reasons listed below; . Vendors, hand-cart pushers and parallel (double/ side by side) car-parking on Saddar Bazar Road leave very little space for the pedestrians and vehicular traffic. . From Stadium Chowk to GPO, vendors have encroached the pavements on both sides of the roads, posing difficulties for the pedestrians especially for women, school- going children and aged people. . Liaquat Bazaar and Gora Bazaar being the busiest streets of the Bazaar area have high intensity of pedestrian mobility; however, both lacks adequate pedestrian and cycling infrastructure i.e. sidewalks. . The limited available parking space is used by the shopkeepers. They park their vehicles for whole day i.e. business hours; thus, not only leaving no space for the customers/ visitors but also resulting in very less parking lot/ bay utilization. . Shopkeepers and Customers accessing Gora Bazaar approach through Fawara Chowk and Tipu Sultan Road to Liaquat Bazaar and Shafi Market which creates pedestrians to vehicular conflicts. . Mobile vendors-selling socks, woollies, towels, fruits, electronic appliances, etc. add to traffic chaos in Saddar Bazaar as they lure the vehicle owners in on-road transactions. . Juice shop owners have placed chairs and tables on the road/ footpaths and one has to push many people to go around while walking. . There does not exist any pavement marking for guidance of drivers or pedestrians. Likewise, the geometry of Saddar Bazar area is more of grid-iron pattern; however, there does not exists any functional signaling system for vehicular. An inventory of existing conditions of sidewalks and roads. (Table 5-1) was also established for Saddar Bazaar to determine the pedestrian level of service.
45 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-1: Road Inventory of Saddar Bazaar Road Footpath Shoulder Road Edge Central Sr. Road No. of Service Direction Road Type Width Width Width to Building Median No. Name Lanes Lane (m) (m) (m) (m) Edge (m) Saddar Stadium Chowk to Rehman Masjid One 2 8 2 3 5 - 1 Secondary 0.7 Road Rehman Masjid to Stadium Chowk Way 2 8 2 3.3 5.3 - Arbab Rehman Masjid to Mall Road One 2 5.6 3.5 1.7 5.2 - 2 Secondary 0.5 Road Mall Road to Rehman Masjid Way 2 5.6 2 1.7 3.7 - Saddar Rehman Masjid to Imam Bargah One 2 7 3 3 6 - 3 Secondary 0.7 Road Imam Bargah to Rehman Masjid Way 2 7 3 3 6 - Saddar Imam Bargah to Green Shadi Hall One 2 7.5 2 3.5 5.5 - 4 Secondary 0.5 Road Green Shadi Hall to Imam Bargah Way 2 7.5 2 2.5 4.5 - Fakhar e Green Shadi Hall to Shah Nawaz Chowk One 2 6.5 1.7 - 1.7 - 5 Secondary 1.4 Alam Road Shah Nawaz Chowk to Green Shadi Hall Way 2 6.5 1.7 - 1.7 - Fakhar e Green Shadi Hall to Younis Chowk Two 1.7 2.7 4.4 - - 6 Secondary 4 10 Alam Road Younis Chowk to Green Shadi Hall Way 1.3 6.5 7.8 - - Saddar Green Shadi Hall to Deans Plaza One 2 6 1.7 2.7 4.4 - 7 Secondary 0.7 Road Deans Plaza to Green Shadi Hall Way 2 6 1.7 1 2.7 - Sohneri Gharbi Morr to Younis Chowk One 2 7.4 2 4 6 8 Masjid Secondary 0.7 Way Road Younis Chowk to Gharbi Morr 2 7.4 2 5 7 Sir Syed Stadium Chowk to Gharbi Morr One 2 8 1.7 0 1.7 9 Secondary 0.7 Road Gharbi Morr to Stadium Chowk Way 2 8 1.4 0 1.4 Sir Syed Club Chowk to Stadium Chowk One 2 8 1.7 0 1.7 10 Secondary 0.7 Road Stadium Chowk to Club Chowk Way 2 8 1.4 0 1.4 Two Fawara Fawara Chowk to Al- Jannat Local 2 7.6 1.7 0 1.7 Way 11 Chowk Two Road Fawara Chowk to Nothia Chowk Local 2 5.6 2.4 0 2.4 Way
46 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Two Fawara Chowk to Fakhar E Alam Road Local 2 8.6 2 0 2 Way Two Fawara Chowk to Sir Syed Road Local 2 8.6 2 0 2 Way Gora Two 12 Gora Bazaar Road Local 2 6.4 0 0 0 Bazaar Way Liaquat Two 13 Masjid to Alfalah Jewelers Local 2 12 0 0 0 Bazaar Way
47 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.1.1 Pedestrian Count Survey Results
Pedestrian Count Survey was conducted for Saddar Bazaar at links to find out the pedestrian volume, demand and locations of congestion and conflicts point. Table 5-2: Peak Hour Pedestrian Volume of Saddar Bazaar on 14/09/2014 (Sunday) Maximum Maximum Sr. Morning Peak Noon Peak Evening Peak Peak Location Direction Peak Hour No. (7:00am – 12:00pm) (12:00pm – 5:00pm) (5:00pm – 9:00pm) Hour Interval Volume Nothia Nothia Chowk to Fawara Chowk 950 710 1270 18:15-19:15 1270 1 Chowk Fawara Chowk to Nothia Chowk 715 615 720 18:45-19:45 720
Imam School no1 to Imam Bargah 175 260 222 15:00-16:00 260 2 Bargah Imam Bargah to School no1 143 168 237 18:00-19:00 237
School No. Imam Bargah to School no1 219 273 157 11:45-12:45 273 3 1 School no1 to Imam Bargah 195 184 180 11:00-12:00 195
Dr. Younis Younis Chowk to Green Shadi Hall 260 147 180 10:15-11:15 260 4 Chowk Green Shadi Hall to Younis Chowk 243 167 204 10:15-11:15 243
Stadium Stadium Chowk to Green Shadi Hall 860 805 817 10:30-11:30 860 5 Chowk Green Shadi Hall to Stadium Chowk 615 655 844 19:45-20:45 844
Green Stadium Chowk Green Shadi Hall 123 203 472 19:30-20:30 472 6 Shadi Hall Green Shadi Hall to Stadium Chowk 199 247 288 16:45-17:45 288 Al Al Rehman Masjid to Liaquat Bazar 772 915 2875 18:15-19:15 2875 7 Rehman Masjid Liaquat Bazar to Al Rehman Masjid 555 1130 1365 18:15-19:15 1365 8 Al Jannat Chowk to Fawara Chowk 302 671 1057 17:30-18:30 1057
48 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Al Jannat Fawara Chowk to Al Jannat Chowk 455 495 1007 18:15-19:15 1007 Chowk Kala Bari Nothia Chowk to Younis Chowk 261 518 442 15:00-16:00 518 9 Street Younis Chowk to Nothia Chowk 313 327 1379 18:45-19:45 1379
Shafi Sir Syed Road to Fawara Chowk 873 1020 1910 18:15-19:15 1910 10 Market Fawara Chowk to Sir Syed Road 904 848 941 17:15-18:15 941
Gora Gora Bazar to Sunehri Masjid 330 693 1005 17:30-18:30 1005 11 Bazar Sunehri Masjid to Gora Bazar 483 623 780 18:15-19:15 780
Sunehri Gora Bazar to Sunehri Masjid 245 1112 1595 18:30-19:30 1595 12 Masjid Sunehri Masjid to Gora Bazar 275 407 760 18:15-19:15 760
Al Falah Al Falah Jewellers to Al Rehman Masjid 390 419 523 17:30-18:30 523 13 Jewellers Al Rehman Masjid to Al Falah Jewellers 227 664 1460 19:15-20:15 1460
49 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-3: Daily Pedestrian Volume of Saddar Bazaar on 14/09/2014 (Sunday)
Sr. No. Location Direction Daily Pedestrian Volume
Nothia Chowk to Fawara Chowk 9496 1 Nothia Chowk Fawara Chowk to Nothia Chowk 7824 School no1 to Imam Bargah 2009 2 Imam Bargah Sadar Road Imam Bargah to School no1 1818 Imam Bargah to School no1 1952 3 School no1 (Qazi Street) School no1 to Imam Bargah 1816 Younis Chowk to Green Shadi Hall 1610 4 Dr. Younis Chowk Green Shadi Hall to Younis Chowk 1544 Stadium Chowk to Green Shadi Hall 8521 5 Stadium Chowk Green Shadi Hall to Stadium Chowk 7524 Stadium Chowk Green Shadi Hall 2549 6 Green Shadi Hall Green Shadi Hall to Stadium Chowk 2370 Al Rehman Masjid to Liaquat Bazar 12308 7 Al Rehman Masjid Liaquat Bazar to Al Rehman masjid 9305 Al Jannat Chowk to Fawara Chowk 6577 8 Al Jannat Chowk Fawara Chowk to Al Jannat Chowk 6461 Nothia Chowk to Younis Chowk 3515 9 Kala Bari Street Younis Chowk to Nothia Chowk 5201 Sir Syed Road to Fawara Chowk 10338 10 Shafi Market Fawara Chowk to Sir Syed Road 7464 Gora Bazar to Sunehri Masjid 6391 11 Gora Bazar Sunehri Masjid to Gora Bazar 5855 Gora Bazar to Sunehri Masjid 7938 12 Sunehri Masjid Sunehri Masjid to Gora Bazar 4556 Al Falah Jewellers to Al Rehman Masjid 5350 13 Al Falah Jewellers Al Rehman Masjid to Al Falah Jewellers 6320
50 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-4: Peak Hour Pedestrian Volume of Saddar Bazaar on 15/09/2014 (Monday) Maximum Maximum Sr. Morning Peak Noon Peak Evening Peak Location Direction Peak Hour Peak Hour No. (7:00am – 12:00pm) (12:00pm – 5:00pm) (5:00pm – 9:00pm) Interval Volume Nothia Chowk to Fawara Chowk 953 998 803 09:45-10:45 998 1 Nothia Chowk Fawara Chowk to Nothia Chowk 978 771 840 10:30-11:30 978 School no1 to Imam Bargah 339 420 360 13:15-14:15 420 2 Imam Bargah Imam Bargah to School no1 258 413 313 13:15-14:15 413 Imam Bargah to School no1 325 315 308 10:30-11:30 325 3 School No. 1 School no1 to Imam Bargah 475 360 290 09:45-10:45 475 Dr. Younis Younis Chowk to Green Shadi Hall 395 455 308 11:30-12:30 455 4 Chowk Green Shadi Hall to Younis Chowk 425 455 396 11:45-12:45 455 Stadium Chowk to Green Shadi Hall 707 652 802 19:00-20:00 802 5 Stadium Chowk Green Shadi Hall to Stadium Chowk 935 915 822 10:30-11:30 935 Green Shadi Stadium Chowk to Green Shadi Hall 608 678 570 11:45-12:45 678 6 Hall Green Shadi Hall to Stadium Chowk 655 717 710 16:00-17:00 717 Al Rehman Al Rehman Masjid to Liaquat Bazar 583 1175 2170 18:15-19:15 2170 7 Masjid Liaquat Bazar to Al Rehman Masjid 557 1355 1465 16:45-17:45 1465 Al Jannat Al Jannat Chowk to Fawara Chowk 452 873 1088 17:00-18:00 1088 8 Chowk Fawara Chowk to Al Jannat Chowk 495 700 845 17:45-18:45 845 Nothia Chowk to Younis Chowk 490 515 749 18:15-19:15 749 9 Kala Bari Street Younis Chowk to Nothia Chowk 501 758 1367 18:15-19:15 1367 Sir Syed Road to Fawara Chowk 485 785 967 17:15-18:15 967 10 Shafi Market Fawara Chowk to Sir Syed Road 352 1083 1365 17:30-18:30 1365 Gora Bazar to Sunehri Masjid 493 705 905 18:00-19:00 905 11 Gora Bazar Sunehri Masjid to Gora Bazar 180 605 975 18:00-19:00 975 Gora Bazar to Sunehri Masjid 387 1765 2000 18:15-19:15 2000 12 Sunehri Masjid Sunehri Masjid to Gora Bazar 397 640 1120 18:45-19:45 1120 Al Falah Al Falah Jewellers to Al Rehman Masjid 390 551 1040 18:00-19:00 1040 13 Jewellers Al Rehman Masjid to Al Falah Jewellers 495 433 677 17:30-18:30 677
51 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-5: Daily Pedestrian Volume of Saddar Bazaar on 15/09/2014 (Monday)
Sr. No. Location Direction Daily Pedestrian Volume
Nothia Chowk to Fawara Chowk 13477 1 Nothia Chowk Fawara Chowk to Nothia Chowk 8738 School no1 to Imam Bargah 3678 2 Imam Bargah Sadar Road Imam Bargah to School no1 3394 Imam Bargah to School no1 3391 3 School no1 (Qazi Street) School no1 to Imam Bargah 4111 Younis Chowk to Green Shadi Hall 3206 4 Dr. Younis Chowk Green Shadi Hall to Younis Chowk 3716 Stadium Chowk to Green Shadi Hall 8485 5 Stadium Chowk Green Shadi Hall to Stadium Chowk 9148 Stadium Chowk Green Shadi Hall 6177 6 Green Shadi Hall Green Shadi Hall to Stadium Chowk 6637 Al Rehman Masjid to Liaquat Bazar 11809 7 Al Rehman Masjid Liaquat Bazar to Al Rehman Masjid 9581 Al Jannat Chowk to Fawara Chowk 7842 8 Al Jannat Chowk Fawara Chowk to Al Jannat Chowk 7581 Nothia Chowk to Younis Chowk 5040 9 Kala Bari Street Younis Chowk to Nothia Chowk 8008 Sir Syed Road to Fawara Chowk 6236 10 Shafi Market Fawara Chowk to Sir Syed Road 6760 Gora Bazar to Sunehri Masjid 6529 11 Gora Bazar Sunehri Masjid to Gora Bazar 5265 Gora Bazar to Sunehri Masjid 10689 12 Sunehri Masjid Sunehri Masjid to Gora Bazar 6409 Al Falah Jewellers to Al Rehman Masjid 6317 13 Al Falah Jewellers Al Rehman Masjid to Al Falah Jewellers 5113
52 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-6: Comparison of Peak Hour Volume of Two Days of Saddar Bazaar 14/09/2014 (Sunday) 15/09/2014 (Monday) Sr. Location Direction Maximum Peak Maximum Peak Maximum Peak Maximum Peak No. Hour Interval Hour Volume Hour Interval Hour Volume
Nothia Chowk to Fawara Chowk 18:15-19:15 1270 09:45-10:45 2733 1 Nothia Chowk Fawara Chowk to Nothia Chowk 18:45-19:45 720 10:30-11:30 978 Imam Bargah Sadar School no1 to Imam Bargah 15:00-16:00 260 13:15-14:15 420 2 Road Imam Bargah to School no1 18:00-19:00 237 13:15-14:15 413 Imam Bargah to School no1 11:45-12:45 273 10:30-11:30 325 3 School no1 (Qazi Street) School no1 to Imam Bargah 11:00-12:00 195 09:45-10:45 475 Younis Chowk to Green Shadi Hall 10:15-11:15 260 11:30-12:30 455 4 Dr. Younis Chowk Green Shadi Hall to Younis Chowk 10:15-11:15 243 11:45-12:45 455 Stadium Chowk to Green Shadi Hall 10:30-11:30 860 19:00-20:00 802 5 Stadium Chowk Green Shadi Hall to Stadium Chowk 19:45-20:45 844 10:30-11:30 935 Stadium Chowk Green Shadi Hall 19:30-20:30 472 11:45-12:45 678 6 Green Shadi Hall Green Shadi Hall to Stadium Chowk 16:45-17:45 288 16:00-17:00 717 Al Rehman Masjid to Liaquat Bazar 18:15-19:15 2875 18:15-19:15 2170 7 Al Rehman Masjid Liaquat Bazar to Al Rehman Masjid 18:15-19:15 1365 16:45-17:45 1465 Al Jannat Chowk to Fawara Chowk 17:30-18:30 1057 17:00-18:00 1088 8 Al Jannat Chowk Fawara Chowk to Al Jannat Chowk 18:15-19:15 1007 17:45-18:45 845 Nothia Chowk to Younis Chowk 15:00-16:00 518 18:15-19:15 749 9 Kala Bari Street Younis Chowk to Nothia Chowk 18:45-19:45 1379 18:15-19:15 1367 Sir Syed Road to Fawara Chowk 18:15-19:15 1910 17:15-18:15 967 10 Shafi Market Fawara Chowk to Sir Syed Road 17:15-18:15 941 17:30-18:30 1365 Gora Bazar to Sunehri Masjid 17:30-18:30 1005 18:00-19:00 905 11 Gora Bazar Sunehri Masjid to Gora Bazar 18:15-19:15 780 18:00-19:00 975 Gora Bazar to Sunehri Masjid 18:30-19:30 1595 18:15-19:15 2000 12 Sunehri Masjid Sunehri Masjid to Gora Bazar 18:15-19:15 760 18:45-19:45 1120
53 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Al Falah Jewellers to Al Rehman Masjid 17:30-18:30 523 18:00-19:00 1040 13 Al Falah Jewellers Al Rehman Masjid to Al Falah Jewellers 19:15-20:15 1460 17:30-18:30 677 High intensity of pedestrian volumes has been observed for two intervals of the day during the survey i.e., from 09:00 to 12:00 in morning and secondly from 04:00 to 08:00 in evening. In morning interval, the pedestrian volume is high due to the advent of shopkeepers. Furthermore, in evening interval, the high pedestrian volume is due to customers visiting for shopping purposes.
Table 5-7: Daily and Average Daily Pedestrian Volume of Two Days of Saddar Bazaar Daily Pedestrian Volume Sr. Average Daily Location Direction No. 14/09/2014 15/09/2014 Pedestrian Volume (Sunday) (Monday) Nothia Chowk to Fawara Chowk 9496 13477 11487 1 Nothia Chowk Fawara Chowk to Nothia Chowk 7824 8738 8281 School no1 to Imam Bargah 2009 3678 2844 2 Imam Bargah Imam Bargah to School no1 1818 3394 2606 Imam Bargah to School no1 1952 3391 2672 3 School No. 1 School no1 to Imam Bargah 1816 4111 2964 Younis Chowk to Green Shadi Hall 1610 3206 2408 4 Dr. Younis Chowk Green Shadi Hall to Younis Chowk 1544 3716 2630 Stadium Chowk to Green Shadi Hall 8521 8485 8503 5 Stadium Chowk Green Shadi Hall to Stadium Chowk 7524 9148 8336 Stadium Chowk to Green Shadi Hall 2549 6177 4363 6 Green Shadi Hall Green Shadi Hall to Stadium Chowk 2370 6637 4504 Al Rehman Masjid to Liaquat Bazar 12308 11809 12059 7 Al Rehman Masjid Liaquat Bazar to Al Rehman Masjid 9305 9581 9443 Al Jannat Chowk to Fawara Chowk 6577 7842 7210 8 Al Jannat Chowk Fawara Chowk to Al Jannat Chowk 6461 7581 7021 Nothia Chowk to Younis Chowk 3515 5040 4278 9 Kala Bari Street Younis Chowk to Nothia Chowk 5201 8008 6605 10 Shafi Market Sir Syed Road to Fawara Chowk 10338 6236 8287
54 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Fawara Chowk to Sir Syed Road 7464 6760 7112 Gora Bazar to Sunehri Masjid 6391 6529 6460 11 Gora Bazar Sunehri Masjid to Gora Bazar 5855 5265 5560 Gora Bazar to Sunehri Masjid 7938 10689 9314 12 Sunehri Masjid Sunehri Masjid to Gora Bazar 4556 6409 5483 Al Falah Jewellers to Al Rehman Masjid 5350 6317 5834 13 Al Falah Jewellers Al Rehman Masjid to Al Falah Jewellers 6320 5113 5717
55 Design of Pedestrian Precincts & Parking Plaza, Peshawar
14000 12000 10000 8000 6000 4000 2000
0
Masjid Jewlers
ImamBargah School to no1 ImamBargah School to no1 Schoolno1 Imam to Bargah Schoolno1 Imamto Bargah
Gora Bazar Gora Soneri Masjid to MasjidSoneriGoraBazarto Bazar Gora Soneri Masjid to MasjidSoneriGoraBazarto
Al Al RehmanMasjid to Al Falah
Al Al FalahJewlers to AlRehman
Sir SyedSirFawarato Chowk Road FawaratoChowk Road Syed Sir
Nothia Chowkto Fawara Chowk Fawara Chowkto Nothia Chowk
NothiaYounusto ChowkChowk YounusChowk ChowkNothia to
StadiumGreenChowk ShadiHall
Liaqat Bazar Liaqat Rehman Al to Madjid
YounusChowk Green to Shadi Hall GreenShadi toHall Younus Chowk
Al Jannat ChowkJannat Al Fawara to Chowk FawaratoChowk Chowk Jannat Al
Al Rehman Al Madjid Liaqat Bazar to
StadiumtoChowk Green Hall Shadi GreenShadi toChowkHall Stadium GreenShadi toChowkHall Stadium Nothia Imam School Dr. Younus Stadium Green Al Rehman Al Jannat Kala Bari Shafi Gora Soneri Al Falah Chowk Bargah no1(Qazi Chowk Chowk Shadi Hall Masjid Chowk Street Market Bazar Masjid Jewlers Sadar Street) Road Figure 5-1: Average Daily Pedestrian Volume of Saddar Bazaar
56 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.1.2 Analysis of Pedestrian Traffic
Pedestrian Count Survey data was evaluated to determine Peak Hour Pedestrian Volume and Peak 15 Minutes Pedestrian Volume. The collected survey data helped to analyse the existing mobility patterns of pedestrian and evaluate the available pedestrian infrastructure provided the Bazaar. Table 5-8 shows the Peak Hour Pedestrian Volume and LOS against Pedestrian flow at various locations of Saddar Bazaar. Importantly, the analysis is carried out in ideal conditions i.e. there is no encroachments on sidewalks or footpaths, vehicular to pedestrian conflicts are neglected. Figure 5-2 shows Peak Hour Pedestrian Volume and Peak 15 Minutes Pedestrian Volume at various locations of Saddar Bazaar. Table 5-8 summarizes the Pedestrian Count Survey data and depicts the LOS calculated for various pedestrian pathways. LOS calculated revealed that existing sidewalks or footpaths are sufficient; however, these must be free from encroachment. The road section having sidewalk width of 8 feet from Nothia Chowk to Fawara Chowk and vice versa has LOS A. Likewise, road section having sidewalk width of 5 (average) feet from Younis Chowk to Green Shadi Hall and vice versa has LOS A. LOS F is observed on those road sections where there exists no pedestrian pathways.
57 Design of Pedestrian Precincts & Parking Plaza, Peshawar
3500 Max. Peak Hour PedestrianVolume Peak 15 Min. Pedestrian Volume 3000
2500 2000
1500
1000
500
0
School No. 1 To Imam Bargah Imam To 1 No. School 1 No. School To Bargah Imam 1 No. School To Bargah Imam Bargah Imam To 1 No. School
Gora Bazar To Sunehri Masjid Sunehri To Bazar Gora Bazar Gora To Masjid Sunehri Masjid Sunehri To Bazar Gora Bazar Gora To Masjid Sunehri
Nothia Chowk To Younis Chowk Younis To Chowk Nothia Chowk Nothia To Chowk Younis
Sir Syed Road To Fawara Chowk Fawara To Road Syed Sir Road Syed Sir To Chowk Fawara
Nothia Chowk To Fawara Chowk Fawara To Chowk Nothia Chowk Nothia To Chowk Fawara
Stadium Chowk Green Shadi Hall Shadi Green Chowk Stadium
Younis Chowk To Green Shadi Hall Shadi Green To Chowk Younis Chowk Younis To Hall Shadi Green
Al Jannat Chowk To Fawara Chowk Fawara To Chowk Jannat Al Chowk Jannat Al To Chowk Fawara
Al Rehman Masjid To Liaquat Bazar Liaquat To Masjid Rehman Al Liaquat Bazar To Al Rehman Masjid Rehman Al To Bazar Liaquat
Stadium Chowk To Green Shadi Hall Shadi Green To Chowk Stadium Chowk Stadium To Hall Shadi Green Chowk Stadium To Hall Shadi Green
Al Falah Jewellers To Al Rehman Masjid Rehman Al To Jewellers Falah Al Jewellers Falah Al To Masjid Rehman Al Nothia Imam School Dr. Stadium Green Al Al Jannat Kala Bari Shafi Gora Soneri Al Falah Chowk Bargah No. 1 Younis Chowk Shadi Rehman Chowk Street Market Bazar Masjid Jewellers Chowk Hall Masjid
Figure 5-2: Peak Hour & Peak 15 Minutes Pedestrian Volumes at Saddar Bazaar
58 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-8: Pedestrian Analysis of Saddar Bazaar Max. Peak Total Pedestrian Flow Max. 15 Min Daily Avg. Daily Sr. Max. Peak Hour Sidewal Rate Per Unit Location Direction Pedestrian Pedestrian Pedestrian LOS No. Hour Interval Pedestrian k Width Width of Sidewalk Volume Volume Volume Volume (W) (VP) Nothia Nothia Chowk to Fawara Chowk 18:15-19:15 1270 365 9496 11487 8 3.09 A 1 Chowk Fawara Chowk to Nothia Chowk 10:30-11:30 978 328 8738 8281 8 2.73 A Imam School No. 1 to Imam Bargah 13:15-14:15 420 122 3678 2844 - - F 2 Bargah Imam Bargah to School No. 1 13:15-14:15 413 123 3394 2606 - - F School Imam Bargah to School No. 1 10:30-11:30 325 90 3391 2672 - - F 3 No. 1 School No. 1 to Imam Bargah 09:45-10:45 475 145 4111 2964 - - F Dr. Younis Chowk to Green Shadi Hall 11:30-12:30 455 125 3206 2408 4 1.95 A 4 Younis Chowk Green Shadi Hall to Younis Chowk 11:45-12:45 455 125 3716 2630 6 1.49 A Stadium Stadium Chowk to Green Shadi Hall 10:30-11:30 860 215 8521 8503 6 2.39 A 5 Chowk Green Shadi Hall to Stadium Chowk 10:30-11:30 935 245 9148 8336 6 2.72 A Green Stadium Chowk Green Shadi Hall 11:45-12:45 678 185 6177 4363 6 2.06 A 6 Shadi Hall Green Shadi Hall to Stadium Chowk 16:00-17:00 717 190 6637 4504 6 2.11 A Al Al Rehman Masjid to Al Falah Jewellers 18:15-19:15 2875 785 12308 12059 - - F 7 Rehman Masjid Al Falah Jewellers to Al Rehman Masjid 16:45-17:45 1465 400 9581 9443 - - F Al Jannat Al Jannat Chowk to Fawara Chowk 17:00-18:00 1088 323 7842 7210 - - F 8 Chowk Fawara Chowk to Al Jannat Chowk 17:45-18:45 1007 295 7581 7021 - - F Kala Bari Nothia Chowk to Younis Chowk 18:15-19:15 749 293 5040 4278 7 2.79 A 9 Street Younis Chowk to Nothia Chowk 18:45-19:45 1379 435 5201 6605 7 4.14 A Shafi Sir Syed Road to Fawara Chowk 18:15-19:15 1910 510 10338 8287 7 4.86 A 10 Market Fawara Chowk to Sir Syed Road 17:30-18:30 1365 385 6760 7112 7 3.91 A Gora Gora Bazar to Sunehri Masjid 17:30-18:30 1005 275 6391 6460 - - F 11 Bazar Sunehri Masjid to Gora Bazar 18:00-19:00 975 285 5265 5560 - - F Sunehri Gora Bazar to Sunehri Masjid 18:15-19:15 2000 660 10689 9314 7 6.29 B 12 Masjid Sunehri Masjid to Gora Bazar 18:45-19:45 1120 375 6409 5483 7 3.57 A Al Falah Al Falah Jewellers to Al Rehman Masjid 18:00-19:00 1040 292 6317 5834 - - F 13 Jewellers Al Rehman Masjid to Al Falah Jewellers 19:15-20:15 1460 400 6320 5717 - - F
59 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.1.3 Traffic Count Survey Results
Traffic Count Survey was conducted on all major links of Saddar Bazaar for two days. Following Tables highlight the Peak Hour, Daily and Average Daily Traffic Volume for the Saddar Bazaar.
60 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-9: Peak Hour Traffic Volume of Saddar Bazaar on 14/09/2014 (Sunday) Maximum Maximum Sr. Morning Peak Noon Peak Evening Peak Peak Hour Location Direction Peak Hour No. (7:00am – 12:00pm) (12:00pm – 5:00pm) (5:00pm – 9:00pm) Volume Interval (PCU) Club Chowk to Stadium Chowk 2862 2562 1167 11:00-12:00 2862 Club Stadium Chowk to Club Chowk 1046 1106 1067 15:30-16:30 1106 1 Chowk Club Chowk to CMH 907 948 802 11:45-12:45 948 CMH To Club Chowk 973 1065 1014 11:45-12:45 1065 Stadium Green Shadi Hall to Stadium Chowk 370 589 689 18:30-19:30 689 2 Chowk Stadium Chowk to Green Shadi Hall 787 548 639 21:00-22:00 787 Masjid Ar Mall Road to Saddar Road 1075 1047 704 11:00-12:00 1075 3 -Rehman Saddar Road to Mall Road 764 899 737 11:45-12:45 899 Gharbi Stadium Chowk to Gharbi Morr 1797 1972 1727 12:15-13:15 1972 4 Morr Nothia Chowk to Gharbi Morr 2293 2113 2176 10:15-11:15 2293 Nothia Fawara Chowk to Nothia Chowk 148 151 153 19:30-20:30 153 5 Chowk Nothia Chowk to Fawara Chowk 149 133 93 11:00-12:00 149 Dr. Younis Chowk to Gharbi Morr 1177 1579 1458 15:30-16:30 1579 Dr. Younis Gharbi Morr To Dr Younis Chowk 2281 2042 1514 20:00-21:00 2281 6 Chowk Green Shadi Hall to Younis Chowk 241 226 248 18:15-19:15 248 Dr. Younis Chowk to Green Shadi Hall 272 272 310 17:45-18:45 310 Green Green Shadi Hall to Stadium Chowk 1557 2000 656 12:00-13:00 2000 7 Shadi Hall Stadium Chowk to Green Shadi Hall 759 1184 966 12:15-13:15 1184 Shah Nawaz Chowk to Club Chowk 364 468 570 19:15-20:15 570 Shah Club Chowk to Shah Nawaz Chowk 326 429 525 18:45-19:45 525 8 Nawaz Shah Nawaz Chowk to Green Shadi Hall 249 277 386 18:45-19:45 Chowk 386 Green Shadi Hall to Shah Nawaz Chowk 166 297 363 18:30-19:30 363
61 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-10: Daily Traffic Volume of Saddar Bazaar on 14/09/2014 (Sunday)
Sr. No. Location Direction Daily Traffic Volume (PCU's) Club Chowk to Stadium Chowk 16358 Stadium Chowk to Club Chowk 11798 1 Club Chowk Club Chowk to CMH 8594 Combined Military Hospital to Club Chowk 9085 Green Shadi Hall to Stadium Chowk 5224 2 Stadium Chowk Stadium Chowk to Green Shadi Hall 6832 Mall Road to Saddar Road 8231 3 Masjid Ar-Rehman Saddar Road to Mall Road 8074 Stadium Chowk to Gharbi Morr 20008 4 Gharbi Morr Nothia Chowk to Gharbi Morr 24867 Fawara Chowk to Nothia Chowk 1530 5 Nothia Chowk Nothia Chowk to Fawara Chowk 1065 Dr. Younis Chowk to Gharbi Morr 14867 Gharbi Morr to Dr Younis Chowk 22031 6 Dr. Younis Chowk Green Shadi Hall to Younis Chowk 2409 Dr. Younis Chowk to Green Shadi Hall 2558 Green Shadi Hall to Stadium Chowk 11497 7 Green Shadi Hall Stadium Chowk to Green Shadi Hall 10161 Shah Nawaz Chowk to Club Chowk 4209 Club Chowk to Shah Nawaz Chowk 4088 8 Shah Nawaz Chowk Shah Nawaz Chowk to Green Shadi Hall 2719 Green Shadi Hall to Shah Nawaz Chowk 2636
62 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-11: Peak Hour Traffic Volume of Saddar Bazaar on 15/09/2014 (Monday)
Maximum Maximum Sr. Morning Peak Noon Peak Evening Peak Location Direction Peak Hour Peak Hour No. (7:00am – 12:00pm) (12:00pm – 5:00pm) (5:00pm – 9:00pm) Interval Volume(PCU)
Club Chowk to Stadium Chowk 4352 4363 1456 11:15-12:15 4363 Club Stadium Chowk to Club Chowk 2333 2338 1628 11:15-12:15 2338 1 Chowk Club Chowk to CMH 1754 1611 1026 07:15-08:15 1754 CMH to Club Chowk 2105 3003 1225 12:45-13:45 3003 Stadium Green Shadi Hall to Stadium Chowk 1301 1079 649 08:15-09:15 1301 2 Chowk Stadium Chowk to Green Shadi Hall 848 744 796 07:45-08:45 848 Masjid Ar- Mall Road to Saddar Road 1226 1267 1236 15:45-16:45 1267 3 Rehman Saddar Road to Mall Road 1064 1136 1175 19:00-20:00 1175 Gharbi Stadium Chowk to Gharbi Morr 3230 2285 1705 07:30-08:30 3230 4 Morr Nothia Chowk to Gharbi Morr 2411 3166 2121 13:00-14:00 3166 Nothia Fawara Chowk to Nothia Chowk 134 148 139 16:00-17:00 148 5 Chowk Nothia Chowk to Fawara Chowk 132 175 95 15:00-16:00 175 Dr. Younis Chowk to Gharbi Morr 1829 1888 1626 13:45-14:45 1888 Dr. Younis Gharbi Morr to Dr. Younis Chowk 1902 1689 3183 18:00-19:00 3183 6 Chowk Green Shadi Hall to Younis Chowk 406 462 427 12:30-13:30 462 Dr. Younis Chowk to Green Shadi Hall 477 431 403 10:00-11:00 477 Green Green Shadi Hall to Stadium Chowk 1617 1748 706 12:00-13:00 1748 7 Shadi Hall Stadium Chowk to Green Shadi Hall 1921 1814 1287 10:30-11:30 1921 Shah Nawaz Chowk to Club Chowk 557 824 1269 17:45-18:45 1269 Shah Nawaz Club Chowk to Shah Nawaz Chowk 580 1062 1564 17:45-18:45 1564 8 Chowk Shah Nawaz Chowk to Green Shadi Hall 553 744 719 15:45-16:45 744 Green Shadi Hall to Shah Nawaz Chowk 428 703 538 12:30-13:30 703
63 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-12: Daily Traffic Volume of Saddar Bazaar on 15/09/2014 (Monday)
Sr. No. Location Direction Daily Traffic Volume (PCU's)
Club Chowk to Stadium Chowk 33955 Stadium Chowk to Club Chowk 22138 1 Club Chowk Club Chowk to CMH 15281 CMH to Club Chowk 19474 Green Shadi Hall to Stadium Chowk 10149 2 Stadium Chowk Stadium Chowk to Green Shadi Hall 9991 Mall Road to Saddar Road 13183 3 Masjid Ar-Rehman Saddar Road to Mall Road 12889 Stadium Chowk to Gharbi Morr 26762 4 Gharbi Morr Nothia Chowk to Gharbi Morr 27136 Fawara Chowk to Nothia Chowk 1500 5 Nothia Chowk Nothia Chowk to Fawara Chowk 1356 Dr. Younis Chowk to Gharbi Morr 18789 Gharbi Morr to Dr Younis Chowk 22058 6 Dr. Younis Chowk Green Shadi Hall to Younis Chowk 4924 Dr. Younis Chowk to Green Shadi Hall 4387 Green Shadi Hall to Stadium Chowk 13791 7 Green Shadi Hall Stadium Chowk to Green Shadi Hall 16789 Shah Nawaz Chowk to Club Chowk 8497 Club Chowk to Shah Nawaz Chowk 9024 8 Shah Nawaz Chowk Shah Nawaz Chowk to Green Shadi Hall 7305 Green Shadi Hall to Shah Nawaz Chowk 6190
64 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-13: Comparison of Peak Hour Traffic Volume of Two Days of Saddar Bazaar 14/09/2014 (Sunday) 15/09/2014 (Monday) Sr. Location Direction Maximum Maximum Peak Maximum Maximum Peak No. Peak Hour Hour Peak Hour Hour Interval Volume(PCU) Interval Volume(PCU) Club Chowk to Stadium Chowk 11:00-12:00 2862 11:15-12:15 4363 Stadium Chowk to Club Chowk 15:30-16:30 1106 11:15-12:15 2338 1 Club Chowk Club Chowk to CMH 11:45-12:45 948 07:15-08:15 1754 Combined Military Hospital to Club Chowk 11:45-12:45 1065 12:45-13:45 3003 Green Shadi Hall to Stadium Chowk 18:30-19:30 689 08:15-09:15 1301 2 Stadium Chowk Stadium Chowk to Green Shadi Hall 21:00-22:00 787 07:45-08:45 848 Mall Road to Saddar Road 11:00-12:00 1075 15:45-16:45 1267 3 Masjid Ar-Rehman Saddar Road to Mall Road 11:45-12:45 899 19:00-20:00 1175 Stadium Chowk to Gharbi Morr 12:15-13:15 1972 07:30-08:30 3230 4 Gharbi Morr Nothia Chowk to Gharbi Morr 10:15-11:15 2293 13:00-14:00 3166 Nothia Chowk to Fawara Chowk 19:30-20:30 153 16:00-17:00 148 5 Nothia Chowk Fawara Chowk to Nothia Chowk 11:00-12:00 149 15:00-16:00 175 Dr. Younis Chowk to Gharbi Morr 15:30-16:30 1579 13:45-14:45 1888 Gharbi Morr To Dr Younis Chowk 20:00-21:00 2281 18:00-19:00 3183 6 Dr. Younis Chowk Green Shadi Hall to Younis Chowk 18:15-19:15 248 12:30-13:30 462 Dr. Younis Chowk to Green Shadi Hall 17:45-18:45 310 10:00-11:00 477 Green Shadi Hall to Stadium Chowk 12:00-13:00 2000 12:00-13:00 1748 7 Green Shadi Hall Stadium Chowk to Green Shadi Hall 12:15-13:15 1184 10:30-11:30 1921 Shah Nawaz Chowk to Club Chowk 19:15-20:15 570 17:45-18:45 1269 Club Chowk to Shah Nawaz Chowk 18:45-19:45 525 17:45-18:45 1564 8 Shah Nawaz Chowk Shah Nawaz Chowk to Green Shadi Hall 18:45-19:45 386 15:45-16:45 744 Green Shadi Hall to Shah Nawaz Chowk 18:30-19:30 363 12:30-13:30 703
65 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-14: Daily and Average Daily Traffic Volume of Two Days of Saddar Bazaar Daily Traffic Volume (PCU's) Average Daily Sr. Location Direction Traffic No. 14/09/2014 15/09/2014 (Sunday) (Monday) (PCU's) Club Chowk to Stadium Chowk 16358 33955 25156 Stadium Chowk to Club Chowk 11798 22138 16968 1 Club Chowk Club Chowk To CMH 8594 15281 11938 Combined Military Hospital to Club Chowk 9085 19474 14279 Green Shadi Hall to Stadium Chowk 5224 10149 7686 2 Stadium Chowk Stadium Chowk to Green Shadi Hall 6832 9991 8411 Mall Road to Saddar Road 8231 13183 10707 3 Masjid Ar-Rehman Saddar Road to Mall Road 8074 12889 10481 Stadium Chowk to Gharbi Morr 20008 26762 23385 4 Gharbi Morr Nothia Chowk to Gharbi Morr 24867 27136 26002 Fawara Chowk to Nothia Chowk 1530 1500 1515 5 Nothia Chowk Nothia Chowk to Fawara Chowk 1065 1356 1211 Dr. Younis Chowk to Gharbi Morr 14867 18789 16828 Gharbi Morr to Dr. Younis Chowk 22031 22058 22044 6 Dr. Younis Chowk Green Shadi Hall to Younis Chowk 2409 4924 3667 Dr. Younis Chowk to Green Shadi Hall 2558 4387 3472 Green Shadi Hall to Stadium Chowk 11497 13791 12644 7 Green Shadi Hall Stadium Chowk to Green Shadi Hall 10161 16789 13475 Shah Nawaz Chowk to Club Chowk 4209 8497 6353 Club Chowk to Shah Nawaz Chowk 4088 9024 6556 8 Shah Nawaz Chowk Shah Nawaz Chowk to Green Shadi Hall 2719 7305 5012 Green Shadi Hall to Shah Nawaz Chowk 2636 6190 4413
66 Design of Pedestrian Precincts & Parking Plaza, Peshawar
30000
25000
20000
15000
10000
5000
0
Chowk
Hall
Club Chowk CMH to Club
Chowk
Mall Road to Saddar Road Saddar to Road Mall
Saddar Road To Road Road Mall Saddar
Nothia Chowk Gharbbi Morr Chowk Nothia Gharbbi
Stadium Chowk Gharbi Morr Gharbi Chowk Stadium
Green Shadi Hall Shahnawaz to GreenShadi
Club Chowk to Stadium Chowk Chowk Stadium to Club
Stadium Chowk Chowk To Stadium Club
Nothia Chowk Nothia Fawara to Chowk
Fawara Chowk To Nothia Chowk To Nothia FawaraChowk
Gharbi Morr To Dr Youns Chowk To Morr Dr Youns Gharbi
Dr. Younis Chowk To Gharbi Mor To Gharbi Chowk Dr.Younis
Shahnawaz Chowk to Club Chowk Chowk Club to Shahnawaz
Dr. Younis Chowk To Green Shadi Chowk Dr.Younis
Club Chowk Chowk To Club Shahnawaz
Green Shadi Hall Chowk Younus to GreenShadi
Green Shadi Hall to Stadium Chowk Hall Stadium to GreenShadi Hall Chowk Shadi Green to Stadium Hall Chowk Shadi Green to Stadium
Green Shadi Hall To Stadium Hall Chowk To GreenShadi
Combined Military Hospital TO Club Hospital CombinedMilitary Shahnawaz Chowk Green Shahdi Hall Chowk Green Shahnawaz Club Chowk Stadium Masjid Ar- Gharbi Nothia Dr. Younis Chowk Green Shahnawaz Chowk Chowk Rehman Morr Chowk Shadi Hall
Figure 5-3: Average Daily Traffic Volume of Saddar Bazaar
67 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.1.4 Analysis of Vehicular Traffic
Traffic count data reveals that the location of Saddar Bazar area and its geometry makes it an important node in the transport network of the city. It is because the Saddar Bazaar is located adjacent to six major intersections i.e. Club Chowk, Stadium Chowk, Gharbi Morr, Dr. Younis Chowk, Green Shadi Hall Chowk and Shah Nawaz Chowk. Vehicles approach the bazar area from all of these afore-mentioned intersections. Figure 5-4 shows the comparison of Daily Traffic Volume and Average Daily Traffic Volume. During the survey, it was observed that all these intersections observe congestions in Peak Hours. Importantly, Club Chowk, which is entrance to Saddar Bazaar from GT Road. Table 5-15 shows that Sir Syed Road from Club Chowk to Stadium Chowk and Stadium Chowk to Gharbi Morr has LOS “F”. Similarly, Sunehri Masjid Road from Gharbi Morr to Nothia Chowk and Nothia Chowk to Dr. Younis Chowk also has severe vehicular mobility issues i.e. LOS “F”. Likewise, Mall Road from CMH or Shah Nawaz Chowk to Club Chowk also has LOS “F”. It is because traffic exists from the bazaar area through Arbab Road or Sir Syed Road to access the Club Chowk.
68 Design of Pedestrian Precincts & Parking Plaza, Peshawar
35000 Avg. Daily Traffic Volume Daily Traffic Volume 30000
25000
20000
15000
10000
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0
Club Chowk to CMH to Chowk Club
CMH To Club Chowk Club To CMH
Mall Road to Saddar Road Saddar to Road Mall
Saddar Road To Mall Road Mall To Road Saddar
Nothia Chowk Gharbbi Morr Gharbbi Chowk Nothia
Stadium Chowk Gharbi Morr Gharbi Chowk Stadium
Club Chowk to Stadium Chowk Stadium to Chowk Club
Stadium Chowk To Club Chowk Club To Chowk Stadium
Nothia Chowk to Fawara Chowk Fawara to Chowk Nothia
Fawara Chowk To Nothia Chowk Nothia To Chowk Fawara
Dr. Younis Chowk To Gharbi Mor Gharbi To Chowk Younis Dr.
Gharbi Morr To Dr Younis Chowk Younis Dr To Morr Gharbi
Green Shadi Hall to Younis Chowk Younis to Hall Shadi Green
Shah Nawaz Chowk to Club Chowk Club to Chowk Nawaz Shah
Green Shadi Hall to Stadium Chowk Stadium to Hall Shadi Green Hall Shadi Green to Chowk Stadium Hall Shadi Green to Chowk Stadium
Club Chowk To Shah Nawaz Chowk Nawaz Shah To Chowk Club
Green Shadi Hall To Stadium Chowk Stadium To Hall Shadi Green
Shah Nawaz Chowk Green Shadi Hall Shadi Green Chowk Nawaz Shah
Dr. Younis Chowk To Green Shadi Hall Shadi Green To Chowk Younis Dr. Green Shadi Hall to Shah Nawaz Chowk Nawaz Shah to Hall Shadi Green Club Chowk Stadium Masjid Al Gharbi Nothia Dr. Younis Chowk Green Shadi Shah Nawaz Chowk Chowk Rehman Morr Chowk Hall
Figure 5-4: Comparison of Daily Traffic Volume and Average Daily Traffic Volume of Saddar Bazaar
69 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-15: Traffic Analysis of Saddar Bazaar Max. Avg. Degree of Daily Carriage Sr. Max. Peak Peak Daily No. of Saturation Location Direction Traffic Road Class way Capacity LOS No. Hour Interval Hour Traffic Lanes (V/C Volume Type Volume Volume Ratio) Club Chowk to Stadium Chowk 11:15-12:15 4363 33955 25156 2 2600 1.68 F Secondary Dual Club Stadium Chowk to Club Chowk 11:15-12:15 2338 22138 16968 2 2600 0.90 D 1 Chowk Club Chowk to CMH 07:15-08:15 1754 15281 11938 2 2600 0.67 C Secondary Dual CMH to Club Chowk 12:45-13:45 3003 19474 14279 2 2600 1.16 F Stadium Green Shadi Hall to Stadium Chowk 08:15-09:15 1301 10149 7686 2 2600 0.50 B 2 Secondary Dual Chowk Stadium Chowk to Green Shadi Hall 07:45-08:45 848 9991 8411 2 2600 0.33 A Masjid Al Mall Road to Saddar Road 15:45-16:45 1267 13183 10707 2 2600 0.49 B 3 Secondary Dual Rehman Saddar Road to Mall Road 19:00-20:00 1175 12889 10481 2 2600 0.45 B Gharbi Stadium Chowk to Gharbi Morr 07:30-08:30 3230 26762 23385 2 2600 1.24 F 4 Secondary Dual Morr Nothia Chowk to Gharbi Morr 13:00-14:00 3166 27136 26002 2 2600 1.22 F Nothia Fawara Chowk to Nothia Chowk 19:30-20:30 153 1530 1515 1 1140 0.13 A 5 Local Single Chowk Nothia Chowk to Fawara Chowk 15:00-16:00 175 1356 1211 1 1140 0.15 A Dr. Younis Chowk to Nothia Chowk 13:45-14:45 1888 18789 16828 2 2600 0.73 C Secondary Dual Dr. Nothia Chowk to Dr. Younis Chowk 18:00-19:00 3183 22058 22044 2 2600 1.22 F 6 Younis Green Shadi Hall to Dr. Younis Chowk 12:30-13:30 462 4924 3667 2 2600 0.18 A Chowk Secondary Single Dr. Younis Chowk to Green Shadi Hall 10:00-11:00 477 4387 3472 2 2600 0.18 A Green Green Shadi Hall to Stadium Chowk 12:00-13:00 1748 13791 12644 2 2600 0.67 C 7 Shadi Secondary Dual Hall Stadium Chowk to Green Shadi Hall 10:30-11:30 1921 16789 13475 2 2600 0.74 C Shah Nawaz Chowk to Club Chowk 17:45-18:45 1269 8497 6353 2 2600 0.49 B Secondary Dual Shah Club Chowk to Shah Nawaz Chowk 17:45-18:45 1564 9024 6556 2 2600 0.60 C 8 Nawaz Shah Nawaz Chowk to Green Shadi Hall 15:45-16:45 744 7305 5012 2 2600 0.29 A Chowk Secondary Dual Green Shadi Hall to Shah Nawaz Chowk 12:30-13:30 703 6190 4413 2 2600 0.27 A
70 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.1.5 Analysis of Parking Facilities
Cars and Motorcycles are the two dominant modes among the parked vehicles in the area (Figure 5-5 and Figure 5-6). Two peak intervals for parking demand was observed during the analysis. There is demand for parking from 10 am to 1 pm in morning and afternoon hours. Likewise, there is high demand for parking in evening hours from 4 pm to 8 pm as shown below in Figure 5-7 and Figure 5-8 respectively.
1% 1% 6% 5% Motorcycle 35% Car Wagon, Suzuki, Minibus Rickshaw, Qingqi 52% Mazda, Coaster Others
Figure 5-5: Parked Vehicle Distribution in Saddar Bazaar on 16/09/2014 (Tuesday)
0% 1% 6% 6% Motorcycle 31% Car Wagon, Suzuki, Minibus 56% Rickshaw, Qingqi Mazda, Coaster Others
Figure 5-6: Parked Vehicle Distribution in Saddar Bazaar on 19/09/2014 (Thursday)
71 Design of Pedestrian Precincts & Parking Plaza, Peshawar
600
500
400
300
200
100
0
9:30-10:00
13:00-13:30 14:30-15:00 10:00-10:30 10:30-11:00 11:00-11:30 11:30-12:00 12:00-12:30 12:30-13:00 13:30-14:00 14:00-14:30 15:00-15:30 15:30-16:00 16:00-16:30 16:30-17:00 17:00-17:30 17:30-18:00 18:00-18:30 18:30-19:00 19:00-19:30 19:30-20:00 20:00-20:30 20:30-21:00
Figure 5-7: Parked Vehicle w.r.t. Time in Saddar Bazaar on 16/09/2014 (Tuesday)
1400
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800
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0
9:00-9:30
9:30-10:00
10:00-10:30 14:00-14:30 11:00-11:30 11:30-12:00 12:00-12:30 12:30-13:00 13:00-13:30 13:30-14:00 14:30-15:00 15:00-15:30 15:30-16:00 16:00-16:30 16:30-17:00 17:00-17:30 17:30-18:00 18:00-18:30 18:30-19:00 19:00-19:30 19:30-20:00 20:00-20:30 20:30-21:00 10:30-11:00 Figure 5-8: Parked Vehicle w.r.t. Time in Saddar Bazaar on 19/09/2014 (Thursday) During User Perception Surveys, people were probed for their trip purpose and it was revealed that they visit the Saddar bazaar area for Work\Business, Education, Hospitals, Banks and recreational purposes. Figure 5-9 shows that 29.51% people use car to visit Saddar Bazaar for work or business purposes. Likewise, 39.34% people use motorcycles. 60% People use cars to visit Combined Military Hospital and remaining 40% people use taxi or auto-rickshaw. Figure 5-9 clearly shows that most people use cars and motorcycles to fulfil their trip purposes as
72 Design of Pedestrian Precincts & Parking Plaza, Peshawar primary and secondary choice of travel in Saddar Bazaar. Likewise, Figure 5-10 shows that people who live in Saddar Bazaar parked their vehicles outside of their houses on roads similar in the case of category of others i.e. people those come to meet their friends and relative also park their vehicles on roads. People those visit Saddar Bazaar to access the Hospitals, 60% of them parked their vehicle off-street i.e. parking lots and remaining 40% park their vehicles on roads. Figure 5-10 clearly depicts that there is a huge trend for on-street parking.
.
73 Design of Pedestrian Precincts & Parking Plaza, Peshawar
80% Walk Bicycle Car Motorcycle Rickshaw, Taxi Qingqi Public Transport
70%
60%
50%
40%
30%
20%
10%
0% Home Work, Business Education Hospital Recreational Banks Others
Figure 5-9: Mode of Travel with respect to Purpose of Trip in Saddar Bazaar
74 Design of Pedestrian Precincts & Parking Plaza, Peshawar
100%
90%
80%
70%
60%
50%
PERCENTAGE 40%
30%
20%
10%
0% Home Work, Business Education Hospital Recreational Banks Others On-Street 100.00% 60.66% 16.67% 40.00% 52.94% 40.00% 100.00% Off-Street 0.00% 39.34% 83.33% 60.00% 47.06% 60.00% 0.00%
Figure 5-10: Parking Type with respect to Purpose of Trip in Saddar Bazaar
75 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Likewise, Table 5-16 shows that 56.10% car users parked their cars alongside road while 43.90% owners parked their vehicles in parking lots. Similarly, in the case of motorcycles 57.14% parked alongside the road and other 42.86% parked in Parking lots.
Table 5-16: Type of Parking with respect to Mode of Travel in Saddar Bazaar Mode of Travel Parking Type Car Motorcycle On-Street 56.10% 57.14% Off-Street 43.90% 42.86% Total 100% 100%
Number Plate Survey was conducted for two days in the case study area. Table 5-17 shows the volume of parked vehicles over a period of two days in Saddar Bazaar. Notably, the volumes and percentage share of various modes had identical trend for two different days of a week.
Table 5-17: Contribution and Comparison of Two Days Parked Vehicle in Saddar Bazaar 16-Sep-2014 (Tuesday) 19-Sep-2014 (Thursday) Vehicle Type Parked Parked Percentage Percentage Vehicles Vehicles Motorcycle 8885 35.81% 7546 30.66%
Car 13077 52.71% 13656 55.49%
Wagon, Suzuki, Minibus 1490 6.00% 1536 6.24%
Rickshaw, Qingqi 1192 4.80% 1448 5.88%
Mazda, Coaster 164 0.66% 95 0.39%
Others 350 1.41% 331 1.34%
Total 25158 100% 24612 100%
Figure 5-11 shows the duration of parking for various modes. Evidently, cars are parked for most duration in the study area. It is because shop keepers park their cars for long hours. After car, motorcycles are parked for long duration. It is because these modes operate as stage carriage. Evidently, parking demand for motorcycles and cars are high in the Sadder Bazaar.
76 Design of Pedestrian Precincts & Parking Plaza, Peshawar
80%
70%
60%
50%
40%
30% PERCENTAGE
20%
10%
0% Less than 1 More Than 8 1 - 2 Hours 3 - 4 Hours 5 - 6 Hours 7 - 8 Hours Hour Hours Motor Cycle 32.59% 30.90% 40.43% 42.78% 21.62% 31.37% Car 40.03% 53.77% 51.83% 49.29% 67.57% 62.75% Wagon, Suzuki, Minibus 9.03% 6.54% 4.07% 5.95% 9.46% 2.94% Rickshaw, Qingqi 14.59% 6.77% 2.14% 0.85% 1.35% 1.96% Mazda, Coaster 1.37% 0.76% 1.02% 0.00% 0.00% 0.00% Others 2.39% 1.26% 0.51% 1.13% 0.00% 0.98% Figure 5-11: Duration of Parking for Various Mode of Transport in Saddar Bazaar
77 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.2 Dubgari Garden
Dubgari garden lies in the West of the city and is famous for medical and retail facilities. Some of the major health centres/ hospitals of city are located here. People from all parts of the city commute to these medical facilities. Furthermore, presence of Peshawar Dry Port and Railway Station makes it an important destination for the city dwellers. Five major Intersections i.e. Said Anwar Chowk, Qainchi Pull and Dubgari Gate etc. constitutes the road network of the Dubgari Garden area. It was observed during the survey that pedestrian and vehicle mobility is hindered due to; . Lack of enforcement results in traffic congestion in the area. Furthermore, long queues lead to inconvenience, noise and air pollution. . Encroachments by retailers has made travelling/ driving cumbersome in the area. . Pedestrian find hard to walk in the area because of infringements. . Available ROW is occupied by parked vehicles. Doctors and Para-medical staff tend to park their vehicles near their facilities; thus, leaving limited parking space for patients. . There does not exist any pavement marking or signaling system for guidance of drivers or pedestrians in the area. Road Inventory Survey of prevailing infrastructure was carried out to determine available road width and ROW as shown below in Table 5-18.
78 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-18: Road Inventory of Dubgari Garden Road Road Footpath Shoulder Sr. Road No. of Edge to Central Service Direction Road Type Width Width Width No. Name Lanes Building Median Lane (m) (m) (m) Edge Railway Qainchi Pull to Said Anwar Chowk Two 1 4 2.6 4.3 6.9 - - 1 Local/Secondary Road Said Anwar Chowk to Qainchi Pull Way 1 4 - 10 10 - -
Qabristan Qainchi Pull to Qabristan Two 2 7.4 2 0.7 2.7 - - 2 Local/Secondary Road Qabristan to Qainchi Pull Way 2 7.4 2.4 1 3.4 - -
Railway Qainchi Pull to Shoba Chowk Two 1 4.5 1.8 0.5 2.3 - - 3 Local/Secondary Road Shoba Chowk to Qainchi Pull Way 1 4.5 1.8 0.5 2.3 - -
Railway Said Anwar Chowk to MPC Post Two 2 8 - 4.5 4.5 - - 4 Local/Secondary Road MPC Post to Said Anwar Chowk Way 2 8 - 5.4 5.4 - - Said Anwar Chowk to Habib Medical 1 3.4 4.6 - 4.6 - - Dubgari Complex Two 5 Local/Secondary Road Habib Medical Complex to Said Anwar Way 1 3.4 2 1.6 3.6 - - Chowk Dubgari Habib Medical Complex to Dubgari Gate Two 1 4.5 - 3.2 3.2 - - 6 Local/Secondary Road Dubgari Gate to Habib Medical Complex Way 1 4.5 1.9 2.4 4.3 - -
HMC Habib Medical Complex to Police Office Two 1 4.5 - 3.2 3.2 - - 7 Local/Secondary Road Police Office to Habib Medical Complex Way 1 4.5 1.9 2.4 4.3 - -
Dubgari Dubgari Gate to Shah Qabool Road Two 1 3.6 - 3 3 - - 8 Local/Secondary Road Shah Qabool Road to Dubgari Gate Way 1 3.6 - 2.6 2.6 - -
Kohat Dubgari Gate to Police Office Two 1 4.5 3 0.5 3.5 - - 9 Local/Secondary Road Police Office to Dubgari Gate Way 1 4.5 3 0.5 3.5 - -
79 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Kohat Dubgari Gate to Ramdas Two 1 4.5 3.6 1 4.6 - - 10 Local/Secondary Road Ramdas to Dubgari Gate Way 1 4.5 4.2 1 5.2 - -
Kohat KMC to Lady Grifth School Two 1 4.5 2.9 1.5 4.4 - - 11 Local/Secondary Road Lady Gifth School To KMC Way 1 4.5 6 2 8 - -
Qabristan Qabristan to KMC Two 1 3.6 - 1 1 - - 12 Local/Secondary Road KMC to Qabristan Way 1 3.6 1.8 0.5 2.9 - - Lady Two 13 Grifth Qabristan to Masjid Local/Secondary 1 5 1.5 0.3 1.8 - - Way Road
80 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.2.1 Pedestrian Count Survey Results
Pedestrian Count Survey was conducted for Dubgari garden area at critical road links to find out the pedestrian volume, demand and locations of congestion and conflicts point.
81 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-19: Peak Hour Pedestrian Volume of Dubgari Garden on 17/09/2014 (Wednesday) Maximum Maximum Sr. Morning Peak Noon Peak Evening Peak Location Direction Peak Hour Peak Hour No. (9:00am - 1:00pm) (1:00pm - 5:00pm) (5:00pm - 9:00pm) Interval Volume Dubgari Gate to Police Office 505 730 880 16:30-17:30 880 Dubgari Police Office to Dubgari Gate 910 810 748 10:15-11:15 910 1 Gate Dubgari Gate to Habib Medical 430 540 679 17:00-18:00 679 Habib Medical to Dubgari Gate 279 488 990 17:15-18:15 990 Said Anwar to Qainchi Pull 142 339 275 16:00-17:00 339 Qainchi Qainchi Pull to Said Anwar 80 173 223 17:45-18:45 223 2 Pull Qabristan to Qainchi Pull 154 258 354 17:30-18:30 354 Qainchi Pull to Qabristan 228 443 339 15:15-16:15 443 Habib Medical Complex to Police Office 115 182 181 12:45-13:35 182 Habib Police Office to Habib Medical Complex 205 390 205 13:15-14:15 390 3 Medical Complex Habib Medical Complex to Dubgari Gate 185 238 325 17:15-18:15 509 Dubgari Gate to Habib Medical Complex 222 318 411 18:15-19:15 411 Police Police Office to Habib Medical Complex 136 740 715 16:00-17:00 715 4 Office Habib Medical Complex to Police Office 150 445 400 16:00-17:00 445 Qainchi Pull to Said Anwar 132 90 165 17:30-18:30 165 Said Said Anwar to Qainchi Pull 135 83 160 17:30-18:30 160 5 Anwar Habib Medical Complex to Said Anwar 149 225 365 17:30-18:30 365 Said Anwar to Habib Medical Complex 127 176 302 18:15-19:15 302 Zeenat Mission Hospital to Zeenat Lab 144 404 469 17:15-18:15 469 6 Lab Zeenat Lab to Mission Hospital 177 305 434 16:45-17:45 434 Mission Zeenat Lab to Mission Hospital 200 269 251 16:00-17:00 269 7 Hospital Mission Hospital to Zeenat Lab 250 280 380 16:45-17:45 630
82 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-20: Daily Pedestrian Volume of Dubgari Garden on 17/09/2014 (Wednesday)
Sr. No. Location Direction Daily Pedestrian Volume
Dubgari Gate to Police Office 5984 Police Office to Dubgari Gate 7266 1 Dubgari Gate Dubgari Gate to Habib Medical 5468 Habib Medical to Dubgari Gate 5186 Said Anwar to Qainchi Pull 1554 Qainchi Pull to Said Anwar 1191 2 Qainchi Pull Qabristan to Qainchi Pull 2088 Qainchi Pull to Qabristan 2562 Habib Medical Complex to Police Office 1381 Police Office to Habib Medical Complex 2522 3 Habib Medical Complex Habib Medical Complex to Dubgari Gate 2205 Dubgari Gate to Habib Medical Complex 2772 Police Office to Habib Medical Complex 3274 4 Police Office Habib Medical Complex to Police Office 2369 Qainchi Pull to Said Anwar 1067 Said Anwar to Qainchi Pull 1104 5 Said Anwar Habib Medical Complex to Said Anwar 2264 Said Anwar to Habib Medical Complex 1717 Mission Hospital to Zeenat Lab 2448 6 Zeenat Lab Zeenat Lab to Mission Hospital 1128 Zeenat Lab to Mission Hospital 1848 7 Mission Hospital Mission Hospital to Zeenat Lab 2431
83 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-21: Peak Hour Pedestrian Volume of Dubgari Garden on 18/09/2014 (Thursday) Maximum Maximum Sr. Morning Peak Noon Peak Evening Peak Location Direction Peak Hour Peak Hour No. (9:00am - 1:00pm) (1:00pm - 5:00pm) (5:00pm - 9:00pm) Interval Volume Dubgari Gate to Police Office 429 816 1281 17:45-18:45 1281 Dubgari Police Office to Dubgari Gate 705 800 1261 17:30-18:30 1261 1 Gate Dubgari Gate to Habib Medical 497 595 668 16:45-17:45 668 Habib Medical to Dubgari Gate 281 552 942 17:45-18:45 942 Saeed Anwar to Qainchi Pull 87 187 217 17:00-18:00 187 Qainchi Qainchi Pull to Saeed Anwar 80 143 177 17:15-18:15 177 2 Pull Qabristan to Qainchi Pull 135 236 268 17:30-18:30 268 Qainchi Pull to Qabristan 331 448 402 14:30-15:30 448 Habib Medical Complex to Police Office 75 169 159 14:30-15:30 169 Habib Police Office to Habib Medical Complex 175 270 197 12:45-13:45 270 3 Medical Complex Habib Medical Complex to Dubgari Gate 156 247 229 13:30-14:30 247 Dubgari Gate to Habib Medical Complex 145 212 386 17:45-18:45 386 Police Police Office to Habib Medical Complex 111 357 315 15:45-16:45 357 4 Office Habib Medical Complex to Police Office 109 340 380 16:45-17:45 380 Qainchi Pull to Saeed Anwar 128 97 122 11:45-12:45 128 Saeed Saeed Anwar to Qainchi Pull 89 87 96 18:00-19:00 96 5 Anwar Habib Medical Complex to Saeed Anwar 189 204 307 19:00-20:00 307 Saeed Anwar to Habib Medical Complex 112 173 315 19:00-20:00 315 Zeenat Mission Hospital to Zeenat Lab 186 460 476 17:15-18:15 476 6 Lab Zeenat Lab to Mission Hospital 200 479 515 16:45-17:45 515 Mission Zeenat Lab to Mission Hospital 185 202 204 16:30-17:30 204 7 Hospital Mission Hospital to Zeenat Lab 227 251 205 14:30-15:30 251
84 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-22: Daily Pedestrian Volume of Dubgari Garden on 18/09/2014 (Thursday)
Sr. No. Location Direction Daily Pedestrian Volume
Dubgari Gate to Police Office 6978 Police Office to Dubgari Gate 7860 1 Dubgari Gate Dubgari Gate to Habib Medical 5170 Habib Medical to Dubgari Gate 5197 Saeed Anwar to Qainchi Pull 1272 Qainchi Pull to Saeed Anwar 989 2 Qainchi Pull Qabristan to Qainchi Pull 1728 Qainchi Pull to Qabristan 2564 Habib Medical Complex to Police Office 1206 Police Office to Habib Medical Complex 1900 3 Habib Medical Complex Habib Medical Complex to Dubgari Gate 2059 Dubgari Gate to Habib Medical Complex 2386 Police Office to Habib Medical Complex 1958 4 Police Office Habib Medical Complex to Police Office 1912 Qainchi Pull to Saeed Anwar 1123 Saeed Anwar to Qainchi Pull 900 5 Saeed Anwar Habib Medical Complex to Saeed Anwar 2139 Saeed Anwar to Habib Medical Complex 1801 Mission Hospital to Zeenat Lab 2714 6 Zeenat Lab Zeenat Lab to Mission Hospital 1726 Zeenat Lab to Mission Hospital 643 7 Mission Hospital Mission Hospital to Zeenat Lab 2239
85 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-23: Comparison of Peak Hour Pedestrian Volume of Two Days of Dubgari Garden 17/09/2014 (Wednesday) 18/09/2014 (Thursday) Sr. Location Direction No. Maximum Peak Maximum Peak Maximum Peak Maximum Peak Hour Interval Hour Volume Hour Interval Hour Volume Dubgari Gate to Police Office 16:30-17:30 880 17:45-18:45 1281 Police Office to Dubgari Gate 10:15-11:15 910 17:30-18:30 1261 1 Dubgari Gate Dubgari Gate to Habib Medical 17:00-18:00 679 16:45-17:45 668 Habib Medical to Dubgari Gate 17:15-18:15 990 17:45-18:45 942 Saeed Anwar to Qainchi Pull 16:00-17:00 339 17:00-18:00 187 Qainchi Pull to Saeed Anwar 17:45-18:45 223 17:15-18:15 177 2 Qainchi Pull Qabristan to Qainchi Pull 17:30-18:30 354 17:30-18:30 268 Qainchi Pull to Qabristan 15:15-16:15 443 14:30-15:30 448 Habib Medical Complex to Police Office 12:45-13:35 182 14:30-15:30 169 Habib Medical Police Office to Habib Medical Complex 13:15-14:15 390 12:45-13:45 270 3 Complex Habib Medical Complex to Dubgari Gate 17:15-18:15 509 13:30-14:30 247 Dubgari Gate to Habib Medical Complex 18:15-19:15 411 17:45-18:45 386 Police Office to Habib Medical Complex 16:00-17:00 715 15:45-16:45 357 4 Police Office Habib Medical Complex to Police Office 16:00-17:00 445 16:45-17:45 380 Qainchi Pull to Saeed Anwar 17:30-18:30 165 11:45-12:45 128 Saeed Anwar to Qainchi Pull 17:30-18:30 160 18:00-19:00 96 5 Saeed Anwar Habib Medical Complex to Saeed Anwar 17:30-18:30 365 19:00-20:00 307 Saeed Anwar to Habib Medical Complex 18:15-19:15 302 19:00-20:00 315 Mission Hospital to Zeenat Lab 17:15-18:15 469 17:15-18:15 476 6 Zeenat Lab Zeenat Lab to Mission Hospital 16:45-17:45 434 16:45-17:45 515 Zeenat Lab to Mission Hospital 16:00-17:00 269 16:30-17:30 204 7 Mission Hospital Mission Hospital to Zeenat Lab 16:45-17:45 630 14:30-15:30 251
86 Design of Pedestrian Precincts & Parking Plaza, Peshawar
High intensity of pedestrian volumes have been observed during afternoon hours and in particularly in evening hours from 4 pm to 8 pm in the evening. Importantly, this peak interval varies from the one observed in Saddar Bazar. High volume of pedestrians is an outcome of access to hospitals/ clinics by the patients. Table 5-24: Daily and Average Daily Pedestrian Volume of Two Days of Dubgari Garden Daily Pedestrian Volume Sr. Average Daily Location Direction No. 17/09/2014 18/09/2014 Pedestrian Volume (Wednesday) (Thursday) Dubgari Gate to Police Office 5984 6978 6481 Police Office to Dubgari Gate 7266 7860 7563 1 Dubgari Gate Dubgari Gate to Habib Medical 5468 5170 5319 Habib Medical to Dubgari Gate 5186 5197 5192 Saeed Anwar to Qainchi Pull 1554 1272 1413 Qainchi Pull to Saeed Anwar 1191 989 1090 2 Qainchi Pull Qabristan to Qainchi Pull 2088 1728 1908 Qainchi Pull to Qabristan 2562 2564 2563 Habib Medical Complex to Police Office 1381 1206 1294 Police Office to Habib Medical Complex 2522 1900 2211 3 Habib Medical Complex Habib Medical Complex to Dubgari Gate 2205 2059 2132 Dubgari Gate to Habib Medical Complex 2772 2386 2579 Police Office to Habib Medical Complex 3274 1958 2616 4 Police Office Habib Medical Complex to Police Office 2369 1912 2141 Qainchi Pull to Saeed Anwar 1067 1123 1095 Saeed Anwar to Qainchi Pull 1104 900 1002 5 Saeed Anwar Habib Medical Complex to Saeed Anwar 2264 2139 2202 Saeed Anwar to Habib Medical Complex 1717 1801 1759 Mission Hospital to Zeenat Lab 2448 2714 2581 6 Zeenat Lab Zeenat Lab to Mission Hospital 1128 1726 1427 Zeenat Lab to Mission Hospital 1848 643 1246 7 Mission Hospital Mission Hospital to Zeenat Lab 2431 2239 2335
87 Design of Pedestrian Precincts & Parking Plaza, Peshawar
8000 7000 6000 5000 4000 3000 2000 1000
0
Gate Complex
Qabrastan to Qainchi Pull Qainchi to Qabrastan toQabrastan Pull Qainchi
Saeed Anwer to Qainchi Pull Qainchi to Anwer Saeed Anwer toSaeed Pull Qainchi Anwer toSaeed Pull Qainchi Pull Qainchi to Anwer Saeed
Dabgari Gate to Polcie Office Polcie to Gate Dabgari Gate Dabgari to Office Polcie
Mission Hospital to Zeenat Lab Zeenat to Hospital Mission Hospital Mission to Lab Zeenat Hospital Mission to Lab Zeenat Lab Zeenat to Hospital Mission
Dabgari Gate to Habib Medical Habib to Gate Dabgari Gate Dabgari to Medical Habib Medical Habib to Gate Dabgari
Habib Medical Complex to Dabgari Complex Medical Habib
Police Office to HabibMedical Comple HabibMedical to Office Police
HabibMedical Complex to Police Office Police to Complex HabibMedical
Habib Medical Complex to Police Office to Police Complex Medical Habib Complex Medical Habib to Office Police
Habib Medical Complex to Saeed Anwer to Saeed Complex Medical Habib Complex Medical Habib to Anwer Saeed Dabgari Gate Qainchi Pul Habib Medical Police Saeed Anwer Zeenat Lab Mission Complex Office Hospital
Figure 5-12: Average Daily Pedestrian Volume of Dubgari Garden
88 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.2.2 Analysis of Pedestrian Traffic
Figure 5-13 shows Peak Hour Pedestrian Volume and Peak 15 Minutes Pedestrian Volume of various locations of Dubgari Garden area. Level of Service “A” has been observed for prevailing pedestrian facilities during analysis whereas those road sections where no walkways are available, LOS F is observed. This clearly indicates that prevailing infrastructure if free from infringements and developed adequately as per needs of commuters is sufficient. Likewise, Table 5-25 shows the Peak Hour Pedestrian Volume of pedestrians and Level of Service at various locations of Dubgari Garden.
89 Design of Pedestrian Precincts & Parking Plaza, Peshawar
1400 Max. Peak Hour Pedestrian Volume Peak 15 Min Pedestrian Volume 1200
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Qabristan To Qainchi Pull Qainchi To Qabristan Qabristan To Pull Qainchi
Qainchi Pull To Saed Anwar Saed To Pull Qainchi Pull Qainchi To Anwar Saed
Saeed Anwar To Qainchi Pull Qainchi To Anwar Saeed Anwar Saeed To Pull Qainchi
Dubgari Gate To Police Office Police To Gate Dubgari Gate Dubgari To Office Police
Mission Hospital To Zeenat Lab Zeenat To Hospital Mission Mission Hospital To Zeenat Lab To Hospital Mission Hospital ZeenatMission To Lab Hospital ZeenatMission To Lab
Dubgari Gate To Habib Medical Habib To Gate Dubgari Gate Dubgari To Medical Habib
Habib Medical Complex To Saed Anwar Saed To Complex Medical Habib
Habib Medical Complex To Police Office Police To Complex Medical Habib Police Office To Habib Medical Complex Medical Habib To Office Police Complex Medical Habib To Office Police Office Police To Complex Medical Habib
Saeed Anwar To Habib Medical Complex Medical Habib To Anwar Saeed
Habib Medical Complex To Dubgari Gate Dubgari To Complex Medical Habib Complex Medical Habib To Gate Dubgari Dubgari Gate Qainchi Pull Habib Medical Complex Police Saeed Anwer Zeenat Lab Mission Office Hospital Figure 5-13: Peak Hour and Peak 15 Minutes Pedestrian Volumes at Dubgari Garden
90 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-25: Pedestrian Analysis of Dubgari Garden Max. Total Peak 15 Pedestrian Peak Daily Avg. Daily Sidewal Sr. Max. Peak Min Flow Rate Per Location Direction Hour Pedestrian Pedestrian k Width LOS No. Hour Interval Pedestrian Unit Width of Pedestria Volume Volume in Ft Volume Sidewalk (V ) n Volume (W) P Dubgari Gate to Police Office 17:45-18:45 1281 402 6978 6481 10 2.72 A Dubgari Police Office to Dubgari Gate 17:30-18:30 1261 352 7860 7563 10 2.38 A 1 Gate Dubgari Gate to Habib Medical Complex 16:45-17:45 679 181 5468 5319 6 1.94 A Habib Medical Complex to Dubgari Gate 17:45-18:45 990 266 5186 5192 - - F Said Anwar Chowk to Qainchi Pull 17:00-18:00 339 135 1554 1413 - - F Qainchi Qainchi Pull to Said Anwar Chowk 17:15-18:15 223 60 1191 1090 9 0.47 A 2 Pull Qabristan to Qainchi Pull 17:30-18:30 354 100 2088 1908 8 0.85 A Qainchi Pull to Qabristan 14:30-15:30 448 128 2564 2563 7 1.30 A Habib Medical Complex to Police Office 14:30-15:30 182 83 1381 1294 - - F Habib Police Office to Habib Medical Complex 12:45-13:45 390 110 2522 2211 6 1.18 A 3 Medical Complex Habib Medical Complex to Dubgari Gate 13:30-14:30 325 90 2205 2132 - - F Dubgari Gate to Habib Medical Complex 17:45-18:45 411 130 2772 2579 6 1.44 A Police Police Office to Habib Medical Complex 15:45-16:45 740 200 3274 2616 6 2.22 A 4 Office Habib Medical Complex to Police Office 16:45-17:45 445 120 2369 2141 - - F Qainchi Pull to Said Anwar Chowk 11:45-12:45 165 50 1067 1095 9 0.37 A Said Said Anwar Chowk to Qainchi Pull 18:00-19:00 160 53 1104 1002 - - F 5 Anwar Chowk Habib Medical Complex to Said Anwar 19:00-20:00 365 100 2264 2202 7 1.02 A Said Anwar to Habib Medical Complex 19:00-20:00 315 90 1801 1759 15 0.40 A Zeenat Mission Hospital to Zeenat Lab 17:15-18:15 476 125 2714 2581 - - F 6 Lab Zeenat Lab to Mission Hospital 16:45-17:45 515 147 1726 1427 - - F Mission Zeenat Lab to Mission Hospital 16:30-17:30 269 87 1848 1246 - - F 7 Hospital Mission Hospital to Zeenat Lab 14:30-15:30 380 110 2431 2335 - - F
91 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.2.3 Traffic Count Survey Results
Table 5-26: Peak Hour Traffic Volume of Study Area-2 at 17/09/2014 (Wednesday) Maximum Maximum Sr. Morning Peak Noon Peak Evening Peak Peak Hour Location Direction Peak Hour No. (9:00am - 1:00pm) (1:00pm - 5:00pm) (5:00pm - 9:00pm) Volume Interval (PCU) Habib Medical to Saeed Anwar Chowk 441 635 749 18:15-19:15 749 Saeed Saeed Anwar Chowk to Habib Medical 536 654 649 15:00-16:00 654 1 Anwar Chowk Qainchi Pull to Saeed Anwar Chowk 470 613 695 16:15-17:15 695 Saeed Anwar Chowk to Qainchi Pull 654 670 763 20:00-21:00 763 Dubgari gate to Habib Medical Complex 920 720 733 10:15-11:15 920 Dubgari Habib Medical Complex to Dubgari Gate 897 714 1040 18:00-19:00 1040 2 Gate Dubgari Gate to Police Office 1070 1268 830 14:30-15:30 1268 Police Office to Dubgari Gate 348 928 917 16:00-17:00 928 Habib Medical to Police office 152 472 545 16:15-17:15 545 Habib Police Office to Habib Medical Complex 138 173 223 17:30-18:30 223 3 Medical Complex Habib medical to Shifa Hospital 888 843 813 12:00-13:00 888 Shifa Hospital to Habib Medical Complex 812 961 491 15:00-16:00 961 Qainchi Pull to Saeed Anwar Chowk 1506 999 564 09:15-10:15 1506 Qainchi Saeed Anwar Chowk to Qainchi Pull 644 861 1214 17:15-18:15 1214 4 Pull Qainchi Pull to Qabristan 78 520 465 16:00-17:00 520 Qabristan to Qainchi Pull 226 453 420 16:00-17:00 453 Govt. Girls school to Qabristan 286 506 71 14:00-15:00 506 5 Qabristan Qabristan to Govt. Girls School 325 467 456 16:00-17:00 467
92 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-27: Daily Traffic Volume of Dubgari Garden on 17/09/2014 (Wednesday)
Sr. No. Location Direction Daily Traffic Volume (PCU's)
Habib Medical to Saeed Anwar Chowk 5611 Saeed Anwar Chowk to Habib Medical 6002 1 Saeed Anwar Chowk Qainchi Pull to Saeed Anwar Chowk 6010 Saeed Anwar Chowk to Qainchi Pull 6511 Dubgari gate to Habib Medical Complex 6877 Habib Medical Complex to Dubgari Gate 7854 2 Dubgari Gate Dubgari Gate to Police Office 10660 Police Office to Dubgari Gate 6231 Habib Medical to Police office 2492 Police Office to Habib Medical Complex 1815 3 Habib Medical Complex Habib medical to Shifa Hospital 7377 Shifa Hospital to Habib Medical Complex 7140 Qainchi Pull to Saeed Anwar Chowk 8429 Saeed Anwar Chowk to Qainchi Pull 7015 4 Qainchi Pull Qainchi Pull to Qabristan 1667 Qabristan to Qainchi Pull 2946 Govt. Girls school to Qabristan 2413 5 Qabristan Qabristan to Govt. Girls School 3193
93 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-28: Peak Hour Traffic Volume of Dubgari Garden on 18/09/2014 (Thursday) Maximum Maximum Sr. Morning Peak Noon Peak Evening Peak Peak Hour Location Direction Peak Hour No. (9:00am - 1:00pm) (1:00pm - 5:00pm) (5:00pm - 9:00pm) Volume Interval (PCU) Habib Medical to Saeed Anwar Chowk 326 513 775 18:30-19:30 775 Saeed Saeed Anwar Chowk to Habib Medical 396 705 788 16:30-17:30 788 1 Anwar Chowk Qainchi Pull to Saeed Anwar Chowk 404 548 634 16:30-17:30 634 Saeed Anwar Chowk to Qainchi Pull 705 737 597 15:00-16:00 737 Dubgari gate to Habib Medical Complex 674 671 544 12:00-13:00 674 Dubgari Habib Medical Complex to Dubgari Gate 768 901 881 16:00-17:00 901 2 Gate Dubgari Gate to Police Office 1067 1044 748 11:30-12:30 1067 Police Office to Dubgari Gate 365 885 1053 16:30-17:30 1053 Habib Medical to Police office 173 212 239 19:45-20:45 239 Habib Police Office to Habib Medical Complex 124 212 211 16:00-17:00 212 3 Medical Complex Habib medical to Shifa Hospital 595 792 830 18:00-19:00 830 Shifa Hospital to Habib Medical Complex 919 868 474 12:00-13:00 919 Qainchi Pull to Saeed Anwar Chowk 807 571 615 9:30-10:30 807 Saeed Anwar Chowk to Qainchi Pull 307 696 774 16:45-17:45 774 4 Qainchi Pull Qainchi Pull to Qabristan 360 393 287 13:30-14:30 393 Qabristan to Qainchi Pull 346 356 0 13:45-14:45 356 Govt. Girls school to Qabristan 182 212 66 12:45-13:45 212 5 Qabristan Qabristan to Govt. Girls School 51 346 360 16:30-17:30 360
94 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-29: Daily Traffic Volume of Dubgari Garden on 18/09/2014 (Thursday)
Sr. No. Location Direction Daily Traffic Volume (PCU's)
Habib Medical to Saeed Anwar Chowk 5293 Saeed Anwar Chowk to Habib Medical 5186 1 Saeed Anwar Chowk Qainchi Pull to Saeed Anwar Chowk 5398 Saeed Anwar Chowk to Qainchi Pull 6574 Dubgari gate to Habib Medical Complex 5463 Habib Medical Complex to Dubgari Gate 7945 2 Dubgari Gate Dubgari Gate to Police Office 10156 Police Office to Dubgari Gate 6255 Habib Medical to Police office 2042 Police Office to Habib Medical Complex 1658 3 Habib Medical Complex Habib medical to Shifa Hospital 7185 Shifa Hospital to Habib Medical Complex 7080 Qainchi Pull to Saeed Anwar Chowk 6343 Saeed Anwar Chowk to Qainchi Pull 4630 4 Qainchi Pull Qainchi Pull to Qabristan 3000 Qabristan to Qainchi Pull 1933 Govt. Girls school to Qabristan 1366 5 Qabristan Qabristan to Govt. Girls School 1559
95 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-30: Comparison of Peak Hour Traffic Volume of Two Days of Dubgari Garden 17/09/2014 (Wednesday) 18/09/2014 (Thursday) Sr. No. Location Direction Maximum Maximum Maximum Maximum Peak Hour Peak Hour Peak Hour Peak Hour Interval Volume Interval Volume Habib Medical to Saeed Anwar Chowk 18:15-19:15 749 18:30-19:30 775 Saeed Saeed Anwar Chowk to Habib Medical 15:00-16:00 654 16:30-17:30 788 1 Anwar Chowk Qainchi Pull to Saeed Anwar Chowk 16:15-17:15 695 16:30-17:30 634 Saeed Anwar Chowk to Qainchi Pull 20:00-21:00 763 15:00-16:00 737 Dubgari Gate to Habib Medical Complex 10:15-11:15 920 12:00-13:00 674
Dubgari Habib Medical Complex to Dubgari Gate 18:00-19:00 1040 16:00-17:00 901 2 Gate Dubgari Gate to Police Office 14:30-15:30 1268 11:30-12:30 1067 Police Office to Dubgari Gate 16:00-17:00 928 16:30-17:30 1053 Habib Medical to Police office 16:15-17:15 545 19:45-20:45 239 Habib Police Office to Habib Medical Complex 17:30-18:30 223 16:00-17:00 212 3 Medical Complex Habib medical to Shifa Hospital 12:00-13:00 888 18:00-19:00 830 Shifa Hospital to Habib Medical Complex 15:00-16:00 961 12:00-13:00 919 Qainchi Pull to Saeed Anwar Chowk 09:15-10:15 1506 9:30-10:30 807
Qainchi Saeed Anwar Chowk to Qainchi Pull 17:15-18:15 1214 16:45-17:45 774 4 Pull Qainchi Pull to Qabristan 16:00-17:00 520 13:30-14:30 393 Qabristan to Qainchi Pull 16:00-17:00 453 13:45-14:45 356 Govt. Girls school to Qabristan 14:00-15:00 506 12:45-13:45 212 5 Qabristan Qabristan to Govt. Girls School 16:00-17:00 467 16:30-17:30 360
96 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-31: Daily and Average Daily Traffic Volume of Two Days of Dubgari Garden Daily Traffic Volume Average Daily Sr. No. Location Direction 17/09/2015 18/09/2014 Traffic Volume (Wednesday) (Thursday) (PCU's) Habib Medical to Saeed Anwar Chowk 5611 5293 5452 Saeed Saeed Anwar Chowk to Habib Medical 6002 5186 5594 1 Anwar Chowk Qainchi Pull to Saeed Anwar Chowk 6010 5398 5704 Saeed Anwar Chowk to Qainchi Pull 6511 6574 6542 Dubgari gate to Habib Medical Complex 6877 5463 6170
Dubgari Habib Medical Complex to Dubgari Gate 7854 7945 7899 2 Gate Dubgari Gate to Police Office 10660 10156 10408 Police Office to Dubgari Gate 6231 6255 6243 Habib Medical to Police office 2492 2042 2267 Habib Police Office to Habib Medical Complex 1815 1658 1736 3 Medical Complex Habib medical to Shifa Hospital 7377 7185 7281 Shifa Hospital to Habib Medical Complex 7140 7080 7110 Qainchi Pull to Saeed Anwar Chowk 8429 6343 7386 Saeed Anwar Chowk to Qainchi Pull 7015 4630 5822 4 Qainchi Pull Qainchi Pull to Qabristan 1667 3000 2333 Qabristan to Qainchi Pull 2946 1933 2439 Govt. Girls school to Qabristan 2413 1366 1890 5 Qabristan Qabristan to Govt. Girls School 3193 1559 2376
97 Design of Pedestrian Precincts & Parking Plaza, Peshawar
10000
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Qainchi Pull toQabristan Pull Qainchi
Qabristan to Qainchi Pull Qainchi to Qabristan
Dubgari Gate to Police Office Police to Gate Dubgari Gate Dubgari to Office Police
Habib Medical to Police office Police to Medical Habib
Govt. Girls school to Qabristan to school Girls Govt.
Qabristan to Govt. Girls School Girls Govt. to Qabristan
Habib medical to Shifa Hospital Shifa to medical Habib
Qainchi Pull to Saeed Anwar Chowk Anwar toSaeed Pull Qainchi Pull Qainchi to Chowk Anwar Saeed Chowk Anwar toSaeed Pull Qainchi Pull Qainchi to Chowk Anwar Saeed
Saeed Anwar Chowk to Habib Medical Habib to Chowk Anwar Saeed
Habib Madical to Saeed Anwar Chowk Anwar Saeed to Madical Habib
Dubgai gate to Habib Medical Complex Medical Habib to gate Dubgai
Habib Medical Complex to Dabgai Gate to Dabgai Complex Medical Habib
Police Office to Habib Medical Complex Medical Habib to Office Police Shifa Hospital to Habib Medical Complex Medical Habib to Hospital Shifa Saed Anwar Chowk Dubgri Gate Habib Medical Complex Qainchi Pull Qabristan
Figure 5-14: Average Daily Traffic Volume of Dubgari Garden
98 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.2.4 Analysis of Vehicular Traffic
High traffic volume is observed from Dubgari Gate to Police Office. Also, people access the area through Said Anwar Chowk which is situated near Peshawar Cantonment Railway Station. Similarly, Qainchi Pull serve as the entering point from Inner City Bazaar Area. Figure 5-15 below shows the comparison of daily traffic volume and average daily traffic volume. Table 5-32 shows that Railway Road from Said Anwar Chowk to Qainchi Pull has Level of Service “F”. Likewise, Kohat Road from Dubgari Gate to Police Office has level of service “F” whereas LOS E is observed vice versa. All other roads of Dubgari Garden have Level of Service A, B, C and D.
99 Design of Pedestrian Precincts & Parking Plaza, Peshawar
12000 Daily Traffic Volume Avg. Daily Traffic Volume 10000
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Qainchi Pull to Qabristan to Pull Qainchi
Qabristan to Qainchi Pull Qainchi to Qabristan
Dubgari Gate to Police Office Police to Gate Dubgari Police Office to Dubgari Gate Dubgari to Office Police
Habib Medical to Police office Police to Medical Habib
Govt. Girls school to Qabristan to school Girls Govt.
Habib medical to Dubgari Gate Dubgari to medical Habib
Qabristan to Govt. Girls School Girls Govt. to Qabristan
Qainchi Pull to Saeed Anwar Chowk Anwar Saeed to Pull Qainchi Pull Qainchi to Chowk Anwar Saeed Chowk Anwar Saeed to Pull Qainchi Pull Qainchi to Chowk Anwar Saeed
Saeed Anwar Chowk to Habib Medical Habib to Chowk Anwar Saeed
Habib Madical to Saeed Anwar Chowk Anwar Saeed to Madical Habib
Habib Medical Complex to Dabgai Gate Dabgai to Complex Medical Habib
Police Office to Habib Medical Complex Medical Habib to Office Police
Dubgai Gate to Habib Medical Complex Medical Habib to Gate Dubgai Dubgari Gate to Habib Medical Complex Medical Habib to Gate Dubgari Saeed Anwar Chowk Dubgri Gate Habib Madical Complex Qainchi Pull Qabristan
Figure 5-15: Comparison of Daily Traffic Volume and Average Daily Traffic Volume of Dubgari Garden
100 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-32: Traffic Analysis of Dubgari Garden Max. Avg. Degree of Max. Peak Daily Sr. Peak Daily Road Carriage No. of Saturation Location Direction Hour Traffic Capacity LOS No. Hour Traffic Class way Type Lanes (V/C Interval Volume Volume Volume Ratio) Habib Medical to Said Anwar Chowk 18:15-19:15 775 5293 5452 1 900 0.86 D Local Single Said 1 Said Anwar Chowk to Habib Medical Complex 15:00-16:00 788 5186 5594 1 900 0.88 D Anwar
Chowk Qainchi Pull to Said Anwar Chowk 16:15-17:15 695 6010 5704 1 1140 0.61 C Secondary Single Said Anwar Chowk to Qainchi Pull 20:00-21:00 763 6511 6542 1 1140 0.67 C
Dubgari Gate to Habib Medical Complex 10:15-11:15 920 6877 6170 1 1140 0.81 D Local Single 2 Dubgari Habib Medical Complex to Dubgari Gate 18:00-19:00 1040 7854 7899 1 1140 0.91 E Gate Dubgari Gate to Police Office 14:30-15:30 1268 10660 10408 1 1140 1.11 F Local Single Police Office to Dubgari Gate 16:00-17:00 1053 6255 6243 1 1140 0.92 E
Habib Medical to Police office 16:15-17:15 545 2492 2267 1 1140 0.48 B Local Single Habib 3 Police Office to Habib Medical Complex 17:30-18:30 223 1815 1736 1 1140 0.20 A Medical
Complex Habib Medical Complex to Dubgari Gate 12:00-13:00 888 7377 7281 1 1140 0.78 D Local Single Dubgari Gate to Habib Medical Complex 15:00-16:00 961 7140 7110 1 1140 0.84 D
Qainchi Pull to Said Anwar Chowk 09:15-10:15 1506 8429 7386 1 1140 1.32 F Qainchi Secondary Single 4 Pull Said Anwar Chowk to Qainchi Pull 17:15-18:15 1214 7015 5822 1 1140 1.06 F Qainchi Pull to Qabristan 16:00-17:00 520 1667 2333 2 2280 0.23 A Local Single Qabristan to Qainchi Pull 16:00-17:00 453 2946 2439 2 2280 0.20 A
Qabrista Govt. Girls School to Qabristan 14:00-15:00 506 2413 1890 1 1140 0.44 B 5 Local Single n Qabristan to Govt. Girls School 16:00-17:00 467 3193 2376 1 1140 0.41 B
101 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.2.5 Analysis of Parking Facilities
Dubgari gardens area is visited by thousands of commuters daily. Parking becomes a major issue especially in evening hours. It is because limited parking space available on-street is occupied primarily by the hospital staff and shop owners. There does not exists any parking plaza or parking lot in the area to meet the demand of parking. Consequently, people park their vehicles on in front of hospitals; thus, creating impediment in traffic flow. These impediments result in delay for other road users especially patients. Figure 5-16 and Figure 5-17 below highlights percentage of various modes parked in the study area during Survey days respectively.
0% 2%
6% 12% 21% Motorcycle Car Wagon, Suzuki, Minibus Rickshaw, Qingqi
59% Mazda, Coaster Others
Figure 5-16: Parked Vehicle Distribution in Dubgari Garden on 20/09/2014 (Saturday)
0%1% 18%
2% 20% Motorcycle Car Wagon, Suzuki, Minibus 59% Rickshaw, Qingqi Mazda, Coaster Others
Figure 5-17: Parked Vehicle Distribution in Dubgari Garden on 21/09/2014 (Sunday)
102 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Correspondingly, Figure 5-18 and Figure 5-19 below highlights the parking time during survey days. There is variation in parking hours (Figure 5-18 and Figure 5-19 below). It is because Saturday being a working day in locality has high parking volume in evening hours when people visit the medical facilities. Contrary, the volume of the parked vehicles was quite low on because of holiday. Also, a steady trend is observed on Sunday, it is because medical facilities which generate a huge parking demand was closed.
450 400 350 300 250 200 150 100 50
0
9:00-9:30
9:30-10:00
10:30-11:00 14:30-15:00 18:00-18:30 11:00-11:30 11:30-12:00 12:00-12:30 12:30-13:00 13:00-13:30 13:30-14:00 14:00-14:30 15:00-15:30 15:30-16:00 16:00-16:30 16:30-17:00 17:00-17:30 17:30-18:00 18:30-19:00 19:00-19:30 19:30-20:00 20:00-20:30 20:30-21:00 10:00-10:30 Figure 5-18: Parked Vehicle w.r.t. Time in Dubgari Garden at 20/09/2014 (Saturday)
160 140 120 100 80 60 40 20
0
9:00-9:30
9:30-10:00
10:30-11:00 11:00-11:30 11:30-12:00 12:00-12:30 12:30-13:00 13:00-13:30 13:30-14:00 14:00-14:30 14:30-15:00 15:00-15:30 15:30-16:00 10:00-10:30 Figure 5-19: Parked Vehicle w.r.t. Time in Dubgari Garden at 21/09/2014 (Sunday)
103 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Statistics (Figure 5-20) also reveal that the area is visited primarily for accessing hospitals, banks or other allied medical facilities. Most of the people i.e., 89.29% use cars to visit hospitals and clinics while 56.00% people access the area for employment purposes. Interestingly, only 24.00% people use motorcycles to access their desired activities in the area.
Figure 5-21 below shows that people opt for Off-street parking. Around 34% people who live in Dubgari Garden area park their vehicles off- street while remaining 70% parked their vehicle off-street. 75% of People visiting the area to access hospitals/clinic park their vehicle off-street along the main carriage way while remaining 25% park their vehicles on roads. Importantly, when inquired about off-street parking in the perception surveys, it was stated that off-street refers to parking on earthen/non-metalled portion of the ROW. This clearly illuminates that there is shortage of adequate parking facilities in the area and due to safety perception people tend to park their vehicles in spaces where they consider safe or convenient.
104 Design of Pedestrian Precincts & Parking Plaza, Peshawar
100%
90%
80%
70%
60%
50%
40%
30%
20%
10%
0% Walk Bicycle Car Motorcycle Rickshaw, Taxi Qingqi Public Transport Home Work, Business Education Hospital Banks Others
Figure 5-20: Modes of Travel with respect to Purpose of Trip in Dubgari Garden
105 Design of Pedestrian Precincts & Parking Plaza, Peshawar
100%
90%
80%
70%
60%
50%
PERCENTAGE 40%
30%
20%
10%
0% Home Work, Business Education Hospital Banks Others On-Street 34% 48% 44% 25% 0% 100% Off-Street 69% 52% 57% 75% 100% 0%
Figure 5-21: Parking Type with respect to Purpose of Trip in Dubgari Garden
106 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Likewise, Number Plate Survey was conducted over a period of two days. Table 5-33 shows the volumes of parked vehicle for both days. As stated earlier there exists a huge variation in the volume. It is because surveys were carried out on Saturday and Sunday. This signifies the impact of health facilities in the area on the road network and parking demand. The percentage of cars in differential volume observed is almost identical for both days i.e., Saturday (58.91%) and Sunday (59.25%) respectively. After cars, motorcycles have highest percentage in parked vehicles.
Table 5-33: Contribution and Comparison of Two Days Parked Vehicle in Dubgari Garden 20-Sep-2014 (Saturday) 21-Sep-2014 (Sunday)
Vehicle Type Parked Parked Percentage Percentage Vehicles Vehicles
Motorcycle 1300 21.11% 332 20.41%
Car 3627 58.91% 964 59.25%
Wagon, Suzuki, Minibus 336 5.46% 31 1.91%
Rickshaw, Qingqi 764 12.41% 289 17.76%
Mazda, Coaster 11 0.18% 2 0.12%
Others 119 1.93% 9 0.55%
Total 6157 100% 1621 100%
Figure 5-22 below highlights that cars are parked for longer intervals. It is because check- up at hospital often takes more time. Furthermore, hospital staff park their vehicles for longer hours i.e. for duty time lasting over 8 hours. Identical to cars, motorcycles are parked for longer duration especially for more than 7 to 8 hours as shown below in the Figure 5- 22. It is because medical and para-medical staff park their motorcycles for their duty hours which normally last for 8 to 12 hours.
107 Design of Pedestrian Precincts & Parking Plaza, Peshawar
80%
70%
60%
50%
40% PERCENTAGE 30%
20%
10%
0% More Than 8 Less than 1 Hour 1 - 2 Hours 3 - 4 Hours 5 - 6 Hours 7 - 8 Hours Hours Motor Cycle 16.48% 16.25% 22.69% 23.19% 48.00% 23.53% Car 44.32% 60.22% 66.81% 68.12% 52.00% 70.59% Wagon, Suzuki, Minibus 6.64% 6.30% 2.94% 8.70% 0.00% 5.88% Rickshaw, Qingqi 30.10% 15.13% 3.78% 0.00% 0.00% 0.00% Mazda, Coaster 0.20% 14.00% 0.42% 0.00% 0.00% 0.00% Others 2.26% 1.96% 3.36% 0.00% 0.00% 0.00%
Figure 5-22: Duration of Parking for Various Mode of Transport in Dubgari Garden
108 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.3 Malik Saad Shaheed Road
This study area lies between Chargano Chowk renamed as Bacha Khan Chowk and Firdous Cinema Stop on GT Road near Bala Hisar Fort, Shahi Bagh and Jinnah Park. The study area is located adjacent to Fruit Market, Vegetable Market and Inner city Bazaar Area. High pedestrian and vehicular movement was observed in this study area due to presence of various activity locations and proximity to CBD. Residents of Saeed Abad, Police Colony, Afghan Colony, Usmania Colony, Ashrafia Colony and Madina Colony use Malik Saad Shaheed Road as a passage to access GT Road and other key localities of Peshawar City. It connects Ring Road to GT Road through Charsada Road. Two railway crossings also exist in this study area which often results in traffic congestion during movements of trains. Surveys were carried out not only for Malik Saad Shaheed Road but also for adjacent roads. During the survey, it was observed that; . Pedestrian facilities i.e. sidewalks and road crossing are either absent or insufficient to meet people mobility needs. . Encroachments on sidewalks are common practices by the shopkeepers and vendors which results in overcrowding along the sidewalks or footpaths. . Heavy vehicular traffic on Malik Saad Shaheed road, poor signage and absence of road crossing poses a safety hazard for pedestrians especially for women, children, etc. . Vendors, hand-cart and parallel (double/ side by side) car-parking leave very little space for the pedestrians and vehicular traffic. Road Inventory Survey (Figure 5-34) was carried to examine the prevailing infrastructure. This also helped to determine LOS for pedestrian and vehicular traffic.
109 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-34: Road Inventory of Malik Saad Shaheed Road Road Road Footpath Shoulder Edge to Central Service Sr. No. of Road Name Direction Road Type Width Width Width Building Median Lane No. Lanes (m) (m) (m) Edge (m) (m) (m)
Malik Saad Firdous Cinema Stop to Bacha Khan Chowk Local/ One 2 7.6 4.3 - 4.3 0.6 - 1 Shaheed Road Bacha Khan Chowk to Firdous Cinema Stop Secondary Way 2 6 2 3.7 5.7 - - Free Left Turn Local/ One 2 to Malik Saad GT Road to Malik Saad Shaheed Road 2 7.8 3.4 - 3.4 - - Secondary Way Shaheed Road
Orakzai Plaza to Adda Two 1 3.6 - 1 7 - - Local Way Shahi Bagh Adda to Orakzai Plaza 1 3.6 - 1 1 - - 3 Road Sabzi Mandi Chowk to Adda Two 1 3.6 - - 1.5 - - Local Adda to Sabzi Mandi Chowk Way 1 3.6 - - 1.5 - -
Sabzi Mandi to Bacha Khan Chowk Two 1 4 3 1.5 4.5 - - Secondary Bacha Khan Chowk to Sabzi Mandi Way 1 4 - 3.3 12.6 - - 4 Dalazak Road Sabzi Mandi to Hashnagri Local/ Two 1 4 - 3.3 12.6 - - Hashnagri to Sabzi Mandi Secondary Way 1 4 - 3.3 12.6 - -
110 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.3.1 Pedestrian Count Survey Results
Data was recorded at 6 locations in 12 directions within the Malik Saad Shaheed Study Area.
Table 5-35: Peak Hour Pedestrian Volume of Malik Saad Shaheed Road at 12/09/2014 (Friday) Maximum Maximum Sr. Morning Peak Noon Peak Evening Peak Location Direction Peak Hour Peak Hour No. (9:00am - 1:00pm) (1:00pm - 5:00pm) (5:00pm - 9:00pm) Interval Volume Firdous Cinema to Bacha Khan Chowk 1505 1541 1140 12:15-13:15 1541 1 Phattak Bacha Khan Chowk to Firdous Cinema 1665 1077 1276 10:00-11:00 1665
Sabzi Shahi Bagh to Gur Mandi 352 161 395 17:00-18:00 395 2 Mandi Gur Mandi to Shahi Bagh 369 187 344 09:15-10:15 369
Orakzai GT Road to Sabzi Mandi 930 1115 980 15:45-16:45 1115 3 Plaza Sabzi Mandi to GT Road 385 355 570 17:00-18:00 570
Firdous Bacha Khan Chowk to Firdous Cinema 1930 1471 1290 09:00-10:00 1930 4 Cinema Firdous Cinema to Bacha Khan Chowk 2025 1087 3450 19:00-20:00 3450
Mandi Sabzi Mandi to Dalazak/Jinnah Park 516 484 886 17:00-18:00 886 5 Phattak Dalazak/Jinnah Park to Sabzi Mandi 485 272 709 17:00-18:00 709
Spair Shahi Road to Firdous Road 745 516 346 11:15-12:15 745 6 Adda Firdous Road to Shahi Road 470 525 495 16:00-17:00 525
111 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-36: Daily Pedestrian Volume of Malik Saad Shaheed Road 12/09/2014 (Friday)
Sr No. Location Direction Daily Pedestrian Volume
Firdous Cinema to Bacha Khan Chowk 12317 1 Phattak Bacha Khan Chowk to Firdous Cinema 11914 Shahi Bagh to Gur Mandi 2228 2 Sabzi Mandi Gur Mandi to Shahi Bagh 2221 GT Road to Sabzi Mandi 7656 3 Orakzai Plaza Sabzi Mandi to GT Road 4123 Bacha Khan Chowk to Firdous Cinema 14298 4 Firdous Cinema Firdous Cinema to Bacha Khan Chowk 18019 Sabzi Mandi to Dalazak/Jinnah Park 5040 5 Mandi Phattak Dalazak/Jinnah Park to Sabzi Mandi 3764 Shahi Road to Firdous Road 4597 6 Spair Adda Firdous Road to Shahi Road 3740
112 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-37: Peak Hour Pedestrian Volume of Malik Saad Shaheed Road on 13/09/2014 (Saturday)
Maximum Maximum Sr. Morning Peak Noon Peak Evening Peak Location Direction Peak Hour Peak Hour No. (9:00am - 1:00pm) (1:00pm - 5:00pm) (5:00pm - 9:00pm) Interval Volume
Firdous Cinema to Bacha Khan Chowk 592 1425 3549 18:00-19:00 3549 1 Phattak Bacha Khan Chowk to Firdous Cinema 665 1455 3333 18:15-19:15 3333
Sabzi Shahi Bagh to Gur Mandi 321 640 581 16:00-17:00 640 2 Mandi Gur Mandi to Shahi Bagh 380 429 378 16:00-17:00 429
Orakzai GT Road to Sabzi Mandi 1410 1349 972 11:00-1200 1410 3 Plaza Sabzi Mandi to GT Road 380 450 542 17:15-18:15 542
Firdous Bacha Khan Chowk to Firdous Cinema 2280 1530 2185 9:15-10:15 2280 4 Cinema Firdous Cinema to Bacha Khan Chowk 1950 1848 4540 18:00-19:00 4540
Mandi Sabzi Mandi to Dalazak/Jinnah Park 588 494 831 18:00-19:00 831 5 Phattak Dalazak/Jinnah Park to Sabzi Mandi 505 300 725 17:45-18:45 725
Spair Shahi Road to Firdous Road 580 515 409 11:30-12:30 580 6 Adda Firdous Road to Shahi Road 435 490 495 16:30-17:00 495
113 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-38: Daily Pedestrian Volume of Malik Saad Shaheed Road at 13/09/2014 (Saturday)
Sr No. Location Direction Daily Pedestrian Volume
Firdous Cinema to Bacha Khan Chowk 15341 1 Phattak Bacha Khan Chowk to Firdous Cinema 15140 Shahi Bagh to Gur Mandi 2753 2 Sabzi Mandi Gur Mandi to Shahi Bagh 2672 GT Road to Sabzi Mandi 12090 3 Orakzai Plaza Sabzi Mandi to GT Road 4533 Bacha Khan Chowk to Firdous Cinema 16998 4 Firdous Cinema Firdous Cinema to Bacha Khan Chowk 23384 Sabzi Mandi to Dalazak/Jinnah Park 5709 5 Mandi Phattak Dalazak/Jinnah Park to Sabzi Mandi 4320 Shahi Road to Firdous Road 4281 6 Spair Adda Firdous Road to Shahi Road 4120
114 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-39: Comparison of Peak Hour Pedestrian Volume of Two Days of Malik Saad Shaheed Road
12/09/2014 (Friday) 13/09/2014 (Saturday) Sr. Location Direction No. Maximum Peak Maximum Peak Maximum Peak Maximum Peak Hour Interval Hour Volume Hour Interval Hour Volume Firdous Cinema to Bacha Khan Chowk 12:15-13:15 1541 18:00-19:00 3549 1 Phattak Bacha Khan Chowk to Firdous Cinema 10:00-11:00 1665 18:15-19:15 3333 Shahi Bagh to Gur Mandi 17:00-18:00 395 16:00-17:00 640 2 Sabzi Mandi Gur Mandi to Shahi Bagh 09:15-10:15 369 16:00-17:00 429 GT Road to Sabzi Mandi 15:45-16:45 1115 11:00-1200 1410 3 Orakzai Plaza Sabzi Mandi to GT Road 17:00-18:00 570 17:15-18:15 542
Firdous Bacha Khan Chowk to Firdous Cinema 09:00-10:00 1930 9:15-10:15 2280 4 Cinema Firdous Cinema to Bacha Khan Chowk 19:00-20:00 3450 18:00-19:00 4540
Mandi Sabzi Mandi to Dalazak/Jinnah Park 17:00-18:00 886 18:00-19:00 831 5 Phattak Dalazak/Jinnah Park to Sabzi Mandi 17:00-18:00 709 17:45-18:45 725 Shahi Road to Firdous Road 11:15-12:15 745 11:30-12:30 580 6 Spair Adda Firdous Road to Shahi Road 16:00-17:00 525 16:30-17:00 495
115 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-40: Daily and Average Daily Pedestrian Volume of Two Days of Malik Saad Shaheed Road Daily Pedestrian Volume Average Daily Sr. Location Direction Pedestrian No. 12/09/2014 13/09/2014 (Friday) (Saturday) Volume Firdous Cinema to Bacha Khan Chowk 12317 15341 13829 1 Phattak Bacha Khan Chowk to Firdous Cinema 11914 15140 13527 Shahi Bagh to Gur Mandi 2228 2753 2491 2 Sabzi Mandi Gur Mandi to Shahi Bagh 2221 2672 2447 GT Road to Sabzi Mandi 7656 12090 9873 3 Orakzai Plaza Sabzi Mandi to GT Road 4123 4533 4328 Bacha Khan Chowk to Firdous Cinema 14298 16998 15648 4 Firdous Cinema Firdous Cinema to Bacha Khan Chowk 18019 23384 20702 Sabzi Mandi to Dalazak/Jinnah Park 5040 5709 5375 5 Mandi Phattak Dalazak/Jinnah Park to Sabzi Mandi 3764 4320 4042 Shahi Road to Firdous Road 4597 4281 4439 6 Spair Adda Firdous Road to Shahi Road 3740 4120 3930
116 Design of Pedestrian Precincts & Parking Plaza, Peshawar
25000
20000
15000
10000
5000
0
GT Road to Sabzi Mandi Sabzi to Road GT Road GT to Mandi Sabzi
Shahi Bagh to Gur Mandi Gur to Bagh Shahi Bagh Shahi to Mandi Gur
Shahi Road to Firdos Road Firdos to Road Shahi Road Shahi to Road Firdos
Sabzi Mandi to Dalazak/Jinnah Park Dalazak/Jinnah to Mandi Sabzi Mandi Sabzi to Park Dalazak/Jinnah
Firdos Cienma to Bacha Khan Chowk Khan Bacha to Cienma Firdos Firdos Cinema to Bacha Khan Chowk Khan Bacha to Cinema Firdos Cinema Firdos to Chowk Khan Bacha Cinema Firdos to Chowk Khan Bacha Phattak Sabzi Mandi Orakzai Plaza Firdos Cienma Mandi Phattak Spair Adda
Figure 5-23: Average Daily Pedestrian Volume of Malik Saad Shaheed Road
117 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.3.2 Analysis of Pedestrian Traffic
The peak interval having high intensity of pedestrian varies from that observed for Saddar Bazar and Dubgari Gardens. It is because this area serves as a transfer point. People commute from various parts of the city and shift from here to other modes to access their activity locations. During morning hours from 7 am to 10 am, a large number of people commute from this node to various destinations. Likewise, in evening hours from 4 pm to 9 pm, not only people commute back from their employment places to access other modes leaving towards their home but also shopkeepers and customers approach the adjacent fruit and vegetable market through this important node. Figure 7-24 shows Peak Hour Pedestrian Volume and Peak 15 Minutes Pedestrian Volume of various locations of Malik Saad Shaheed Road. Analysis reveal that the road segment having sidewalk width of 6.5 feet from Firdous Cinema to Bacha Khan Chowk towards Phattak has a Level of Service “C” and vice versa. It is because high volume of pedestrians (averaging 15000/ day) use this stretch of road. Contrary to, LOS A and B was observed for road segment from Firdous Cinema to Bacha Khan Chowk towards Firdous Cinema respectively. It is because ample width of 16 feet for pedestrian is available from Firdous Cinema to Bacha Khan Chowk towards Firdous Cinema. Rest all road segments have LOS F because of lack of footpaths. Table 7-41 shows the Peak Hour Pedestrian Volume of pedestrians and LOS at various locations of Malik Saad Shaheed Road area.
118 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5000 4500 4000 3500 3000 2500 2000 1500 1000 500
0
GT Road To Sabzi Mandi Sabzi To Road GT Road GT To Mandi Sabzi
Shahi Bagh To Gur Mandi Gur To Bagh Shahi Bagh Shahi To Mandi Gur
Shahi Road To Firdous Road Firdous To Road Shahi Road Shahi To Road Firdous
Sabzi Mandi To Dalazak/Jinnah Park Dalazak/Jinnah To Mandi Sabzi Mandi Sabzi To Park Dalazak/Jinnah
Firdous Cinema To Bacha Khan Chowk Khan Bacha To Cinema Firdous Bacha Khan Chowk To Firdous Cinema Firdous To Chowk Khan Bacha Cinema Firdous To Chowk Khan Bacha Chowk Khan Bacha To Cinema Firdous Phattak Sabzi Mandi Orakzai Plaza Firdos Cinema Mandi Phattak Spair Adda
Figure 5-24: Peak Hour and Peak 15 Minutes Pedestrian Volumes at Malik Saad Shaheed Road
119 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-41: Pedestrian Analysis of Malik Saad Shaheed Road Pedestrian Total Max. Peak Peak 15 Avg. Flow Rate Max. Peak Daily Sidewal Sr. Locatio Hour Min Daily Per Unit Direction Hour Pedestria k Width LOS No. n Pedestrian Pedestrian Pedestria Width of Interval n Volume in Ft Volume Volume n Volume Sidewalk (W) (VP) Firdous Cinema to Bacha Khan 18:00-19:00 3549 924 15341 13829 6.5 9.48 C Chowk 1 Phattak Bacha Khan Chowk to Firdous 18:15-19:15 3333 890 15140 13527 6.5 9.13 C Cinema
Sabzi Shahi Bagh to Gur Mandi 16:00-17:00 640 170 2753 2491 - - F 2 Mandi Gur Mandi to Shahi Bagh 16:00-17:00 429 125 2672 2447 - - F
Orakzai GT Road to Sabzi Mandi 11:00-1200 1410 375 12090 9873 - - F 3 Plaza Sabzi Mandi to GT Road 17:15-18:15 542 148 4533 4328 - - F Bacha Khan Chowk to Firdous 9:15-10:15 2280 600 16998 15648 6.5 6.15 B Firdous Cinema 4 Cinema Firdous Cinema to Bacha Khan 18:00-19:00 4540 965 23384 20702 16 4.02 A Chowk
Mandi Sabzi Mandi to Dalazak Road 18:00-19:00 886 235 5040 5375 - - F 5 Phattak Dalazak Road to Sabzi Mandi 17:45-18:45 725 203 4320 4042 - - F
Spair Shahi Road to Firdous Road 11:30-12:30 745 205 4597 4439 - - F 6 Adda Firdous Road to Shahi Road 16:30-17:00 525 180 3740 3930 - - F
120 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.3.3 Traffic Count Survey Results
Traffic counts were conducted for two days at 6 survey locations and data pertaining to 12 flow directions was recorded to review the vehicular traffic mobility pattern
121 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-42: Peak Hour Traffic Volume of Malik Saad Shaheed Road on 12/09/2014 (Friday)
Maximum Max. Peak Sr. Morning Peak Noon Peak Evening Peak Location Direction Peak Hour Hour Volume No. (9:00am - 1:00pm) (1:00pm - 5:00pm) (5:00pm - 9:00pm) Interval (PCU)
Orakzai Shahi Bagh to GT Road 383 198 266 10:00-11:00 383 1 Green Tower GT Road to Shahi Bagh 391 218 258 09:15-10:15 391 Assembly Assembly Chowk to Bacha Khan Chowk 795 685 642 12:00-13:00 795 2 Chowk Bacha Khan Chowk to Assembly Chowk 776 676 574 09:45-10:45 776 Bacha Khan Chowk to Hashtnagri 465 415 296 10:00-11:00 465 Sabzi Hashtnagri to Bacha Khan Chowk 406 348 639 17:00-18:00 639 3 Mandi Chowk Shahi Bagh to GT Road 900 459 340 21:00-22:00 900 GT Road to Shahi Bagh 315 352 316 14:00-15:00 352 Bacha Firdous Cinema Chowk to Bacha Khan Chowk 590 499 1487 19:00-20:00 1487 4 Khan Chowk Bacha Khan Chowk to Firdous Cinema Chowk 1157 748 542 09:45-10:45 1157 Firdous Firdous Cinema Chowk to Bacha Khan Chowk 664 591 937 19:00-20:00 937 5 Cinema Chowk Bacha Khan Chowk to Firdous Cinema Chowk 1482 1616 909 15:30-16:30 1616
122 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-43: Daily Traffic Volume of Malik Saad Shaheed Road on 12/09/2014 (Friday)
Sr. No. Location Direction Daily Traffic Volume (PCU's)
Shahi Bagh to GT Road 2313 1 Orakzai Green Tower GT Road to Shahi Bagh 2480 Assembly Chowk to Bacha Khan Chowk 5952 2 Assembly Chowk Bacha Khan Chowk to Assembly Chowk 6403 Bacha Khan Chowk to Hashtnagri 3004 Hashtnagri to Bacha Khan Chowk 4332 3 Sabzi Mandi Chowk Shahi Bagh to GT Road 3881 GT Road to Shahi Bagh 2817 Firdous Cinema Chowk to Bacha Khan Chowk 7174 4 Bacha Khan Chowk Bacha Khan Chowk to Firdous Cinema Chowk 7766 Firdous Cinema Chowk to Bacha Khan Chowk 6800 5 Firdous Cinema Chowk Bacha Khan Chowk to Firdous Cinema Chowk 12619
123 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-44: Peak Hour Traffic Volume of Malik Saad Shaheed Road on 13/09/2014 (Saturday) Maximum Max. Peak Sr. Morning Peak Noon Peak Evening Peak Location Direction Peak Hour Hour Volume No. (9:00am - 1:00pm) (1:00pm - 5:00pm) (5:00pm - 9:00pm) Interval (PCU) Orakzai Shahi Bagh to GT Road 328 285 308 10:45-11:45 328 1 Green Tower GT Road to Shahi Bagh 558 297 272 9:45-10:45 558 Assembly Assembly Chowk to Bacha Khan Chowk 575 743 956 17:45-18:45 956 2 Chowk Bacha Khan Chowk to Assembly Chowk 988 734 744 9:30-10:30 988 Bacha Khan Chowk to Hashtnagri 404 336 362 10:00-11:00 404
Sabzi Mandi Hashtnagri to Bacha Khan Chowk 432 414 553 17:00-18:00 553 3 Chowk Shahi Bagh to GT Road 738 424 236 9:00-10:00 738 GT Road to Shahi Bagh 352 363 300 13:00-14:00 363 Firdous Cinema Chowk to Bacha Khan Bacha Khan 576 650 1891 19:00-20:00 1891 4 Chowk Chowk Bacha Khan Chowk to Firdous Cinema 1252 801 800 10:00-11:00 1252 Firdous Cinema Chowk to Bacha Khan Firdous 556 619 854 18:15-19:15 854 Chowk 5 Cinema Bacha Khan Chowk to Firdous Cinema Chowk 2176 1853 945 11:45-12:45 2176 Chowk
124 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-45: Daily Traffic Volume of Malik Saad Shaheed Road on 13/09/2014 (Saturday)
Sr. No. Location Direction Daily Traffic Volume (PCU's)
Shahi Bagh to GT Road 2810 1 Orakzai Green Tower GT Road to Shahi Bagh 3405 Assembly Chowk to Bacha Khan Chowk 6974 2 Assembly Chowk Bacha Khan Chowk to Assembly Chowk 6912 Bacha Khan Chowk to Hashtnagri 3152 Hashtnagri to Bacha Khan Chowk 4193 3 Sabzi Mandi Chowk Shahi Bagh to GT Road 2949 GT Road to Shahi Bagh 3043 Firdous Cinema Chowk to Bacha Khan Chowk 9401 4 Bacha Khan Chowk Bacha Khan Chowk to Firdous Cinema Chowk 8961 Firdous Cinema Chowk to Bacha Khan Chowk 6993 5 Firdous Cinema Chowk Bacha Khan Chowk to Firdous Cinema Chowk 13688
125 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-46: Comparison of Peak Hour Traffic Volume of Two Days of Malik Saad Shaheed Road 12/9/2014 (Friday) 13/9/2014 (Saturday)
Sr. Maximum Peak Maximum Peak Location Direction Maximum Peak Maximum Peak No. Hour Volume Hour Volume Hour Interval Hour Interval (PCU) (PCU)
Orakzai Green Shahi Bagh to GT Road 10:00-11:00 383 10:45-11:45 328 1 Tower GT Road to Shahi Bagh 09:15-10:15 391 9:45-10:45 558
Assembly Assembly Chowk to Bacha Khan 12:00-13:00 795 17:45-18:45 956 2 Chowk Bacha Khan to Assembly Chowk 09:45-10:45 776 9:30-10:30 988
Bacha Khan to Hashtnagri 10:00-11:00 465 10:00-11:00 404
Sabzi Mandi Hashtnagri to Bacha Khan 17:00-18:00 639 17:00-18:00 553 3 Chowk Shahi Bagh to GT Road 21:00-22:00 900 9:00-10:00 738
GT Road to Shahi Bagh 14:00-15:00 352 13:00-14:00 363
Bacha Khan Firdous Cinema to Bacha Khan 19:00-20:00 1487 19:00-20:00 1891 4 Chowk Bacha Khan to Firdous Cinema 09:45-10:45 1157 10:00-11:00 1252
Firdous Firdous Cinema to Bacha Khan 19:00-20:00 937 18:15-19:15 854 5 Cinema Chowk Bacha Khan to Firdous Cinema 15:30-16:30 1616 11:45-12:45 2176
126 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-47: Daily and Average Daily Traffic Volume of Two Days of Malik Saad Shaheed Road Daily Traffic Volume Average Daily Traffic Sr. No. Location Direction 12/09/2014 13/09/2014 Volume (PCU's) (Friday) (Saturday)
Shahi Bagh to GT Road 2313 2810 2561 1 Orakzai Green Tower GT Road to Shahi Bagh 2480 3405 2943 Assembly Chowk to Bacha Khan Chowk 5952 6974 6463 2 Assembly Chowk Bacha Khan Chowk to Assembly Chowk 6403 6912 6658 Bacha Khan Chowk to Hashtnagri 3004 3152 3078 Hashtnagri to Bacha Khan Chowk 4332 4193 4262 3 Sabzi Mandi Chowk Shahi Bagh to GT Road 3881 2949 3415 GT Road to Shahi Bagh 2817 3043 2930 Firdous Cinema Chowk to Bacha Khan Chowk 7174 9401 8288 4 Bacha Khan Chowk Bacha Khan Chowk to Firdous Cinema Chowk 7766 8961 8363 Firdous Cinema Chowk to Bacha Khan Chowk 6800 6993 6896 5 Firdous Cinema Chowk Bacha Khan Chowk to Firdous Cinema Chowk 12619 13688 13154
127 Design of Pedestrian Precincts & Parking Plaza, Peshawar
14000
12000
10000
8000
6000
4000
2000
0
GT Road to Shahi Bagh Shahi to Road GT Shahi Bagh to GT Road GT to Bagh Shahi Bagh Shahi to Road GT Road GT to Bagh Shahi
Hashnagri to Bacha Khan Chowk Khan Bacha to Hashnagri Bacha Khan Chowk to Hashnagri to Chowk Khan Bacha
Assembly Chowk to Bacha Khan Chowk Khan Bacha to Chowk Assembly Chowk Assembly to Chowk Khan Bacha
Firdos Cinema Chowk to Bacha Khan Chowk Khan Bacha to Chowk Cinema Firdos Chowk Cinema Firdos to Chowk Khan Bacha Chowk Khan Bacha to Chowk Cinema Firdos Chowk Cinema Firdos to Chowk Khan Bacha Orakzai Green Assembly Chowk Sabzi Mandi Chowk Bacha Khan Chowk Firdos Cinema Tower Chowk
Figure 5-25: Average Daily Traffic Volume of Malik Saad Shaheed Road
128 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.3.4 Analysis of Vehicular Traffic
Due to its geographical importance, Malik Saad Shaheed Road is approached by thousands of commuters daily. Traffic flow in the area is hampered by slowing moving non-motorized vehicles i.e. animal driven carts, hand trolleys especially near Firdous Cinema, Railway Track, Chargano Chowk (renamed as Bacha Khan Chowk), Shama Cinema, Pajjagi Road and Charsada Road. Pedestrians, hawkers, pushcart-owners and ramblers, who profess to be literally devoid of road sense, hamper the smooth flow of traffic. Figure 5-26 shows the comparison of Daily Traffic Volume and Average Daily Traffic Volume. Table 5-48 shows that all the roads have level of service of A, B, C and D however all the analysis is carried out on the assumption that roads are neither encroached by shopkeepers nor hawkers.
129 Design of Pedestrian Precincts & Parking Plaza, Peshawar
16000 Daily Traffic Volume Avg. Daily Traffic Volume 14000 12000 10000 8000 6000 4000 2000
0
Chowk Chowk Chowk
Shahi Bagh to GT Road GT to Bagh Shahi Bagh Shahi to Road GT Road GT to Bagh Shahi Bagh Shahi to Road GT
Bacha Khan Chowk to Hasgnagri to Chowk Khan Bacha Chowk Khan Bacha to Hasgnagri
Firdous Cinema Chowk to Bacha Khan Bacha to Chowk Cinema Firdous Cinema Firdous to Chowk Khan Bacha Khan Bacha to Chowk Cinema Firdous Cinema Firdous to Chowk Khan Bacha
Bacha Khan Chowk to Assembly Chowk Assembly to Chowk Khan Bacha Assembly Chowk to Bacha Khan Chowk Khan Bacha to Chowk Assembly Orakzai Green Tower Assembly Chowk Sabzi Mandi Chowk Bacha Khan Chowk Firdous Cinema Chowk
Figure 5-26: Comparison of Daily Traffic Volume and Average Daily Traffic Volume of Malik Saad Shaheed Road
130 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-48: Traffic Analysis of Malik Saad Shaheed Road Degree of Max. Avg. Max. Peak Daily Saturatio Sr. Peak Daily Road No. of Location Direction Hour Traffic Road Class Capacity n LOS No. Hour Traffic Type Lanes Interval Volume (V/C Volume Volume Ratio)
Orakzai Shahi Bagh to GT Road 10:00-11:00 383 2313 2561 1 1140 0.34 A 1 Green Local Single Tower GT Road to Shahi Bagh 9:45-10:45 558 3405 2943 1 1140 0.49 B
Assembly Chowk to Bacha Khan Chowk 17:45-18:45 956 6974 6463 2 2600 0.37 B Assembly 2 Secondary Dual Chowk Bacha Khan Chowk to Assembly Chowk 9:30-10:30 988 6912 6658 2 2600 0.38 B
Bacha Khan Chowk to Hashtnagri 10:00-11:00 465 3004 3078 1 1140 0.41 B Local Single Sabzi Hashtnagri to Bacha Khan Chowk 17:00-18:00 639 4332 4262 1 1140 0.56 C 3 Mandi
Chowk Shahi Bagh to GT Road 21:00-22:00 900 3881 3415 1 1140 0.79 D Local Single GT Road to Shahi Bagh 13:00-14:00 363 3043 2930 1 1140 0.32 A
Firdous Cinema Chowk to Bacha Khan 19:00-20:00 1891 9401 8288 2 2600 0.73 C Bacha Chowk 4 Khan Secondary Dual Chowk Bacha Khan Chowk to Firdous Cinema 10:00-11:00 1252 8961 8363 2 2600 0.48 B
Firdous Cinema Chowk to Bacha Khan 19:00-20:00 937 6800 6896 2 2600 0.36 B Firdous Chowk 5 Cinema Secondary Dual Bacha Khan Chowk to Firdous Cinema Chowk 11:45-12:45 2176 13688 13154 2 2600 0.84 D Chowk
131 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.3.5 Analysis of Parking Facilities
Identical to other case study areas, there exists parking issues at Malik Saad Shaheed Road too. Presence of vegetable and fruit market (Sabzi Mandi) in the locality twofold the issue. Shop owners park their vehicle along main carriage way. Likewise, freight vehicles are parked on road to complete loading and unloading of goods. Statistics (Figure 5-27) collected through survey reveals very interesting facts. 44% of people use cars to access their desired work or business locations and while 21.95% people use motorcycles for the same purpose. It is evident that people mostly use cars and motorcycles as mode of travel on Malik Saad Shaheed Road.
50% Home Work, Business Education Hospital Banks Others 45%
40%
35%
30%
25%
20%
15%
10%
5%
0% Walk Bicycle Car Motorcycle Rickshaw, Qingqi Public Taxi Transport
Figure 5-27: Modes of Travel with respect to Purpose of Trip in Malik Saad Shaheed Road
Figure 5-28 shows that people living in the area park their vehicle off-street. Likewise, people (50%) who visit Study Area-3 to access Schools and Colleges park their vehicle off-street i.e. outside metal portion of the roads while remaining 50% park their vehicles on roads.
132 Design of Pedestrian Precincts & Parking Plaza, Peshawar
100% 90% 80% 70% 60% 50% 40%
PERCENTAGE 30% 20% 10% 0% Work, Home Education Hospital Banks Others Business On-Street 0.00% 26.83% 50.00% 66.67% 60.00% 0.00% Off-Street 100.00% 73.17% 50.00% 33.33% 40.00% 100.00%
Figure 5-28: Parking Type with respect to Purpose of Trip in Malik Saad Shaheed Road
Figure 5-29 shows that 34.62% car users parked their cars on roads while 65.38% owners parked their vehicles off-street. Similarly, in the case of motorcycles 42.11% parked on roads while 57.89% parked their bikes off-street.
70% On-Street Off-Street 60%
50%
40%
30%
20%
10%
0% Car Motorcycle
Figure 5-29: Type of Parking with respect to Mode of Travel in Malik Saad Shaheed Road
133 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Importantly, the afore-mentioned results are of perception survey carried out in the area. Parking duration could not be estimated because Number Plate Survey was not executed in the area. It is because vehicle was not allowed to park by Traffic Police or Shop owners. The minimum time of parking observed was 10 minutes.
5.4 Bazaar Area
The fourth study area is Bazaar Area, it consists of Khyber Bazaar, Qissa Khawani Bazaar, Pepal Mandi, Meena Bazaar, Chowk Yadgaar, Ghanta Ghar, Shaheen Bazaar and adjacent localities. Furthermore, Masjid Mahabat Khan, Masjid Qasim Ali Khan and Lady Reading Hospital are the other prominent land uses. Identical to urban development patterns of other cities of Pakistan, since it is located in the old quarters of the city, the study area is dominantly occupied by retail shop owners i.e., retail activities. Every day thousands of commuter access various bazaars located in this area. Surveys were conducted in all afore-mentioned bazaars and it was noticed that; . Traffic jams in Bazaar Area have become a daily nuisance for motorists and pedestrians due to weak enforcement . Traffic clog for several hours due to parking issues, thus causing severe hardships for commuters. . The Bazaar Area have narrow roads which are either encroached by hawkers or shopkeepers. . Traffic is allowed in both directions (Two way) on these narrow roads; however, encroachment and illegal parking results in unidirectional movement of vehicles; in case a vehicle approaches from opposite direction, it becomes a traffic chaos. . Since the whole area has transformed into a major retail centre, loading and unloading of goods in Bazaar Area also creates congestion especially during day. . Street Hawkers, hand-carts also jeopardize the flow of traffic. It is because these vendor entails pedestrian and vehicle owners in transaction on road; thus, creating blockades in traffic. . Safety is another major issue. Pedestrians are forced to walk on main carriage way due to encroachments; thus, poses a serious threat. Road Inventory Survey like for all other three case study areas was conducted for the inner- city bazaar area to record the available ROW, shoulder width, foot path width etc. Table 5-49 below highlights the statistics of Road Inventory Survey. .
134 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-49: Road Inventory of Bazaar Area Road Road Footpath Shoulder Central Service Sr. No. of Edge to Road Name Direction Road Type Width Width Width Median Lane No. Lanes Building (m) (m) (m) (m) (m) Edge
Namak Mandi Do Darwaza Chowk to Charsi Tikka Shop Local / One 2 7.5 1.5 0 1.5 - 1 0.5 Road Charsi Tikka Shop to Do Darwaza Chowk Secondary Way 2 7.5 1.5 0 1.5 -
Namak Mandi Do Darwaza Chowk to Shoba Chowk Local/ One 2 7 1.5 0 1.5 - 2 0.5 Road Shoba Chowk to Do Darwaza Chowk Secondary Way 2 7.5 1.5 1.5 3 - Local/ Two Artificial 3 Cinema Road Do Darwaza Chowk to Kabli Chowk 4 11 2 0 2 - Secondary Way Barries Local/ Two 4 Kohat Road Do Darwaza Chowk to Dubgari Gardens 4 11 2 0 2 0.5 - Secondary Way Local/ Two 5 Cinema Road Kabli Chowk to Do Darwaza Chowk 2 4.3 2.4 0 2.4 1.4 - Secondary Way One Kabli Chowk to Suikar Nau 2 7.5 2.5 0 2.5 - Way 0.3 6 Khyber Bazaar One Suikar Nau To Kabli Chowk 2 7.5 2.5 0 2.5 - Way Qissa Khawani Two 7 Kabli Chowk to Khatam e Nabuwat Chowk 9 2 2 4 - Road Way Two 8 Cinema Road Kabli Chowk to LRH 8.4 1.6 1.6 Way Masjid Qasim Two 9 Ali Khan Khatam e Nabuwat Chowk to Masjid Qasim Local 4 11.5 2.5 2.5 Way Road_1 Masjid Qasim Two 10 Ali Khan Masjid Qasim to Khatam e Nabuwat Chowk Local 2 7 2 2 Way Road_2
135 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Masjid Qasim Two 11 Ali Khan Masjid Qasim To Pepal Mandi Local 2 7 2 2 Way Road_3 Masjid Qasim Two 12 Ali Khan Pepal Mandi To Masjid Qasim Local 2 9.9 0 Way Road_4 Khatam e Nabuwat Chowk to Chowk Two 13 Church Road Local 2 6.3 0 Shahbaz Way Two 14 Dalgran Bazaar Masjid Qasim To Pepal Mandi Local 2 7.5 0 Way Pepal Mandi Two 15 Pepal Mandi To Meena Bazaar Local 2 10.5 0 Road Way Pepal Mandi Two 16 Pepal Mandi to Chowk Yadgaar Local 2 11 0 Road Way Pepal Mandi Two 17 Road Opposite to Chowk Yadgaar Local 2 9 0 Road Way Shaheen Bazaar One 18 Road Towards Ghanta Ghar Local 2 8 0 Road Way
Pepal Mandi Chowk Yadgaar to Chungi Plaza Chowk One 1 4.5 1.5 1.5 19 Local 0.3 Road Chungi Plaza to Chowk Yadgaar Way 1 5 2 2 Pepal Mandi Two 20 Chungi Plaza to Kachehri Gate Chowk Local 4 11 2 2 Road Way Pepal Mandi Two 21 Kachehri Gate to GT Road Local 4 11 2 2 Road Way Two 22 Ashraf Road Kachehri Gate to Milad Chowk Local 4 11.2 2 2 Way
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5.4.1 Pedestrian Count Survey Results
Pedestrian Count Survey was carried out to determine the demand and timings when high number of people commute within the area by foot. It was important because the area serve as CBD and as stated earlier has narrow roads. Allowance of vehicular traffic and illegal parking often results in conflicts for pedestrians. Therefore prior to making any recommendations, number of people opting walking as their mode of travel to be determined was utmost important.
137 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-50: Peak Hour Pedestrian Volume of Bazaar Area on 25/09/2014 (Thursday) Maximum Maximum Sr. Morning Peak Noon Peak Evening Peak Location Direction Peak Hour Peak Hour No. (9:00am-1:00pm) (1:00pm-5:00pm) (5:00pm-9:00pm) Interval Volume Shoba Chowk to Do Darwaza 478 1328 1529 17:30-18:30 1529 DO Darwaza to Shoba Chowk 375 1235 1295 17:00-18:00 1295 1 Shoba Chowk Shoba Chowk to Suikar Nau Chowk 1023 1010 1226 17:15-18:15 1226 Suikar Nau-Shoba Chowk 490 982 1468 17:15-18:15 1468
Suikar Nau Suikar Nau Chowk to LRH 219 651 656 16:15-17:15 656 2 Chowk LRH to Suikar Nau Chowk 465 451 404 10:30-11:30 465 Kabli Chowk to Do Darwaza 500 460 410 10:00-11:00 500 Do Darwaza to Kabli Chowk 415 435 580 17:15-18:15 580 Suikar Nau Chowk to Kabli Chowk 1580 1580 458 12:15-13:15 1580 Kabli Chowk to Suikar Nau Chowk 1010 1010 494 12:15-13:15 1010 3 Kabli Chowk Kabli Chowk to Naz Cinema 599 697 938 17:00-18:00 938 Naz Cinema to Kabli Chowk 876 717 650 10:15-11:15 876 Qissa Khawani to Kabli Chowk 1465 1600 1465 12:45-13:45 1600 Kabli Chowk to Qissa Khawani 970 1088 1353 17:30-18:30 1353 Kabli Chowk to Naz Cinema 1353 1294 385 12:00-13:00 1353 Naz Cinema to Kabli Chowk 795 580 448 11:15-12:15 795 4 Naz Cinema Naz Cinema to Chungi Chowk 484 392 172 9:45-10:45 484 Chungi Chowk to Naz Cinema 560 415 173 11:30-12:30 560 5 Chungi Chowk to Naz Cinema 615 521 647 17:30-18:30 647
138 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Naz Cinema to Chungi Chowk 405 545 745 16:15-17:15 745 Chungi Chungi Chowk to Chowk Yadgaar 600 1210 1095 16:00-17:00 1210 Chowk Chowk Yadgaar to chowk Chungi 678 1520 1605 16:15-17:15 1605 Kacheri Chowk to Chungi Chowk 1174 1076 962 10:15-11:15 1174
Kacheri Chungi Chowk to Kacheri Chowk 1393 2121 765 11:00-12:00 2121 6 Chowk Milad Chowk to Kacheri Chowk 370 339 448 17:00-18:00 448 Kacheri Chowk to Milad Chowk 285 449 433 16:00-17:00 449 Kacheri Chowk to Milad Chowk 540 875 331 12:45-13:45 875 7 Milad Chowk Milad Chowk to Kacheri Chowk 432 640 219 13:15-14:15 640
Chowk Chowk Yadgaar to Ghanta Ghar 930 1210 1455 18:45-19:45 1455 8 Yadgaar Ghanta Ghar to Chowk Yadgaar 975 1129 822 14:00-15:15 1129 Shaheen Bazar to Ghanta Ghar 1033 1095 1144 17:15-18:15 1144 9 Ghanta Ghar Ghanta Ghar to Shaheen Bazar 815 1175 1361 18:00-19:00 1361 People Mandi to Yadgaar 755 891 990 16:15-17:15 990 10 People Mandi Chowk Yadgaar to People Mandi 925 1114 1355 17:00-18:00 1355 People Mandi to Masjid Qasim Ali 163 558 794 17:15-18:15 794
Masjid Qasim Masjid Qasim Ali to People Mandi 313 855 1427 17:30-18:30 1427 11 Ali Khan Dalgran to Masjid Qasim Ali Khan 506 547 611 16:45-17:45 611 Masjid Qasim Ali to Dalgran 333 519 706 17:30-18:30 706 Masjid Qasim Ali to Shahbaz chowk 2700 2400 563 11:45-12:45 2700 Shahbaz 12 Shahbaz Chowk to Masjid Qasim Ali 1145 1380 526 14:00-15:00 1380 Chowk Shahbaz Chowk to Nasir Khan Chowk 1107 980 1039 11:15-12:15 1107
139 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Nasir Khan Chowk to Shahbaz Chowk 1135 1010 1205 17:00-18:00 1205 Munda Beri to Nasir Khan Chowk 280 238 154 10:15-11:15 280
Munda Beri Nasir Khan Chowk to Munda Beri 283 238 330 19:00-20:00 330 13 Chowk Munda Beri to People Mandi 645 442 340 9:30-10:30 645 People Mandi to Munda Beri Chowk 567 858 444 12:45-13:45 858 Munda Beri to Yakatoot Chowk 445 435 552 17:15-18:15 552
Yakatoot Yakatoot Chowk to Munda Beri 314 396 480 17:30-18:30 480 14 Chowk Yakatoot Chowk to Jattan 179 345 395 18:30-19:30 395 Jattan to Yakatoot Chowk 238 350 431 17:45-18:45 431
140 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-51: Daily Pedestrian Volume of Bazaar Area on 25/09/2014 (Thursday)
Sr. No. Location Direction Daily Pedestrian Volume
Shoba Chowk to Do Darwaza 9031 DO Darwaza to Shoba Chowk 7637 1 Shoba Chowk Shoba Chowk to Suikar Nau Chowk 9666 Suikar Nau Chowk to Shoba Chowk 7722 Suikar Nau Chowk to LRH 3812 2 Suikar Nau Chowk LRH To Suikar Nau Chowk 4637 Kabli Chowk to Do Darwaza 4183 Do Darwaza to Kabli Chowk 4281 Suikar Nau Chowk to Kabli Chowk 10580 Kabli Chowk to Suikar Nau 7010 3 Kabli Chowk Kabli Chowk to Naz Cinema 6784 Naz Cinema to Kabli Chowk 6478 Qissa Khawani to Kabli Chowk 15302 Kabli Chowk to Qissa Khawani 10524 Kabli Chowk to Naz Cinema 8169 Naz Cinema to Kabli Chowk 5563 4 Naz Cinema Naz Cinema to Chungi Chowk 3493 Chungi Chowk to Naz Cinema 3572 5 Chungi Chowk Chungi Chowk to Naz Cinema 5021
141 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Naz Cinema to Chungi Chowk 4222 Chungi Chowk to Chowk Yadgaar 6256 Chowk Yadgaar to chowk Chungi 8098 Kacheri Chowk to Chungi Chowk 8851 Chungi Chowk to Kacheri Chowk 11227 6 Kacheri Chowk Milad Chowk to Kacheri Chowk 3534 Kacheri Chowk to Milad Chowk 2634 Kacheri Chowk to Milad Chowk 3462 7 Milad Chowk Milad Chowk to Kacheri Chowk 2922 Chowk Yadgaar to Ghanta Ghar 10139 8 Chowk Yadgaar Ghanta Ghar to Chowk Yadgaar 9178 Shaheen Bazar to Ghanta Ghr 9516 9 Ghanta Ghar Ghanta Ghar to Shaheen Bazar 9168 People Mandi to Yadgaar 7123 10 People Mandi Chowk Yadgaar to People Mandi 9457 People Mandi to Masjid Qasim Ali 3324 Masjid Qasim Ali to People Mandi 6356 11 Masjid Qasim Ali Khan Dalgran to Masjid Qasim Ali Khan 4471 Masjid Qasim Ali to Dalgran 6356 Masjid Qasim Ali to Shahbaz chowk 12202 12 Shahbaz Chowk Shahbaz Chowk to Masjid Qasim Ali 7330 Shahbaz Chowk to Nasir Khan Chowk 9114
142 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Nasir Khan Chowk to Shahbaz Chowk 8714 Munda Beri to Nasir Khan Chowk 1868 Nasir Khan Chowk to Munda Beri 2381 13 Munda Beri Chowk Munda Beri to People Mandi 4017 People Mandi to Munda Beri Chowk 4751 Munda Beri to Yakatoot Chowk 4743 Yakatoot Chowk to Munda Beri 3966 14 Yakatoot Chowk Yakatoot Chowk to Jattan 2969 Jattan to Yakatoot Chowk 3192
143 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-52: Peak Hour Pedestrian Volume of Bazaar Area on 26/09/2014 (Friday) Maximum Maximum Sr Morning Peak Noon Peak Evening Peak Location Direction Peak Hour Peak Hour No. (9:00am-1:00pm) (1:00pm-5:00pm) (5:00pm-9:00pm) Interval Volume Shoba Chowk to Do Darwaza 508 1014 983 16:00-17:00 1014
Shoba Do Darwaza to Shoba Chowk 420 820 796 16:00-17:00 820 1 Chowk Shoba Chowk to Suikar Nau Chowk 818 1064 1507 17:30-18:30 1507 Suikar Nau Chowk-Shoba Chowk 825 1369 1530 17:15-18:15 1530 Suikar Suikar Nau Chowk to LRH 419 422 543 18:00-19:00 543 2 Nau Chowk LRH TO Suikar Nau Chowk 430 506 398 13:00-14:00 506 Kabli Chowk to Do Darwaza 560 495 490 11:00-12:00 560 Do Darwaza to Kabli Chowk 495 442 627 17:15-18:15 627 Suikar Nau Chowk to Kabli Chowk 2165 1265 374 10:45-11:45 2165
Kabli Kabli Chowk to Suikar Nau Chowk 835 855 583 13:30-14:40 855 3 Chowk Kabli Chowk to Naz Cinema 583 705 710 16:15-17:15 710 Naz Cinema to Kabli Chowk 467 525 415 13:00-14:00 525 Qissa Khawani to Kabli Chowk 854 1545 1530 16:00-17:00 1545 Kabli Chowk to Qissa Khawani 926 1300 1475 16:30-17:30 1475 Kabli Chowk to Naz Cinema 1490 1174 407 10:45-11:45 1490
Naz Naz Cinema to Kabli Chowk 650 595 338 10:30-11:30 650 4 Cinema Naz Cinema to Chungi Chowk 414 388 375 10:15-11:15 414 Chungi Chowk to Naz Cinema 715 655 392 10:00-11:00 715 5 Chungi Chowk to Naz Cinema 585 510 594 17:45-18:45 594
144 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Naz Cinema to Chungi Chowk 371 616 583 16:00-17:00 616 Chungi Chungi Chowk to Chowk Yadgaar 534 1540 1425 16:00-17:00 1540 Chowk Chowk Yadgaar to chowk Chungi 448 1457 1575 17:15-18:15 1575 Kacheri Chowk to Chungi Chowk 1180 817 620 10:15-11:15 1180
Kacheri Chungi Chowk to Kacheri Chowk 2530 1919 510 11:00-12:00 2530 6 Chowk Milad Chowk to Kacheri Chowk 355 342 341 11:00-12:00 355 Kacheri Chowk to Milad Chowk 327 321 302 11:15-12:15 327
Milad Kacheri Chowk to Milad Chowk 385 445 309 14:15-15:15 445 7 Chowk Milad Chowk to Kacheri Chowk 351 341 219 10:00-11:00 351
Chowk Chowk Yadgaar to Ghanta Ghar 1881 1515 1755 11:45-12:45 1881 8 Yadgaar Ghanta Ghar to Chowk Yadgaar 1090 1165 1015 15:00-16:00 1165
Ghanta Shaheen Bazar to Ghanta Ghar 871 1181 1297 17:15-18:15 1297 9 Ghar Ghanta Ghar to Shaheen Bazar 820 1262 1435 17:15-18:15 1435
People People Mandi to Yadgaar 657 1027 1252 17:15-18:15 1252 10 Mandi Chowk Yadgaar to People Mandi 648 1080 1483 17:00-18:00 1483 People Mandi to Masjid Qasim Ali 244 596 691 17:15-18:15 691 Masjid Masjid Qasim Ali to People Mandi 398 870 1065 16:45-17:45 1065 11 Qasim Ali Khan Dalgran to Masjid Qasim Ali Khan 215 781 815 17:15-18:15 815 Masjid Qasim Ali to Dalgran 360 645 1051 17:00-18:00 1051 Masjid Qasim Ali to Shahbaz chowk 1409 1715 793 15:00-16:00 1715 Shahbaz 12 Shahbaz Chowk to Masjid Qasim Ali 953 1482 555 15:00-16:00 1482 Chowk Shahbaz Chowk to Nasir Khan Chowk 1159 997 1064 11:30-12:30 1159
145 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Nasir Khan Chowk to Shahbaz Chowk 1125 915 1035 11:00-12:00 1125 Munda Beri to Nasir Khan Chowk 497 284 150 11:30-12:30 497 Munda Nasir Khan Chowk to Munda Beri 373 318 316 11:15-12:15 373 13 Beri Chowk Munda Beri to People Mandi 460 430 372 11:15-12:15 460 People Mandi to Munda Beri Chowk 865 590 458 11:30-12:30 865 Munda Beri to Yakatoot Chowk 515 455 414 11:45-12:45 515
Yakatoot Yakatoot Chowk to Munda Beri 445 410 458 17:30-18:30 458 14 Chowk Yakatoot Chowk to Jattan 619 800 431 12:30-13:30 800 Jattan to Yakatoot Chowk 518 664 439 12:30-13:30 664
146 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-53: Daily Pedestrian Volume of Bazaar Area on 26/09/2014 (Friday)
Sr. No. Location Direction Daily Pedestrian Volume
Shoba Chowk to Do Darwaza 5490 DO Darwaza to Shoba Chowk 5772 1 Shoba Chowk Shoba Chowk to Suikar Nau 10542 Suikar Nau Chowk to Shoba Chowk 9210 Suikar Nau Chowk to LRH 4351 2 Suikar Nau Chowk LRH TO Suikar Nau Chowk 4093 Kabli Chowk to Do Darwaza 4333 Do Darwaza to Kabli Chowk 4175 Suikar Nau Chowk to Kabli Chowk 10325 Kabli Chowk to Suikar Nau Chowk 6979 3 Kabli Chowk Kabli Chowk to Naz Cinema 5909 Naz Cinema to Kabli Chowk 4445 Qissa Khawani to Kabli Chowk 11513 Kabli Chowk to Qissa Khawani 10727 Kabli Chowk to Naz Cinema 9172 Naz Cinema to Kabli Chowk 5411 4 Naz Cinema Naz Cinema to Chungi Chowk 3805 Chungi Chowk to Naz Cinema 5225
147 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Chungi Chowk to Naz Cinema 4850 Naz Cinema to Chungi Chowk 3919 5 Chungi Chowk Chungi Chowk to Chowk Yadgaar 7092 Chowk Yadgaar to chowk Chungi 7888 Kacheri Chowk to Chungi Chowk 7636 Chungi Chowk to Kacheri Chowk 13002 6 Kacheri Chowk Milad Chowk to Kacheri Chowk 2872 Kacheri Chowk to Milad Chowk 2759 Kacheri Chowk to Milad Chowk 3467 7 Milad Chowk Milad Chowk to Kacheri Chowk 2795 Chowk Yadgaar to Ghanta Ghar 13432 8 Chowk Yadgaar Ghanta Ghar to Chowk Yadgaar 9630 Shaheen Bazar to Ghanta Ghar 8754 9 Ghanta Ghar Ghanta Ghar to Shaheen Bazar 9105 People Mandi to Yadgaar 8653 10 People Mandi Chowk Yadgaar to People Mandi 7490 People Mandi to Masjid Qasim Ali 3934 Masjid Qasim Ali to People Mandi 6422 11 Masjid Qasim Ali Khan Dalgran to Masjid Qasim Ali Khan 4781 Masjid Qasim Ali to Dalgran 5439 Masjid Qasim Ali to Shahbaz chowk 9368 12 Shahbaz Chowk Shahbaz Chowk to Masjid Qasim Ali 7687
148 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Shahbaz Chowk to Nasir Khan Chowk 9128 Nasir Khan Chowk to Shahbaz Chowk 8411 Munda Beri To Nasir Khan Chowk 2215 Nasir Khan Chowk to Munda Beri 2688 13 Munda Beri Chowk Munda Beri To People Mandi 3941 People Mandi to Munda Beri Chowk 4997 Munda Beri To Yakatoot Chowk 4539 Yakatoot Chowk to Munda Beri 4635 14 Yakatoot Chowk Yakatoot chowk to Jattan 4182 Jattan To Yakatoot Chowk 3883
149 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-54: Comparison of Peak Hour Pedestrian Volume of Two Days of Bazaar Area 25-09-2014 (Thursday) 26-09-2014 (Friday) Sr. Location Direction Maximum Maximum Maximum Maximum No. Peak Hour Peak Hour Peak Hour Peak Hour Interval Volume Interval Volume Shoba Chowk to Do Darwaza 17:30-18:30 1529 16:00-17:00 1014 DO Darwaza to Shoba Chowk 17:00-18:00 1295 16:00-17:00 820 1 Shoba Chowk Shoba Chowk to Suikar Nau Chowk 17:15-18:15 1226 17:30-18:30 1507 Suikar Nau Chowk to Shoba Chowk 17:15-18:15 1468 17:15-18:15 1530 Suikar Nau Chowk to LRH 16:15-17:15 656 18:00-19:00 543 2 Suikar Nau LRH TO Suikar Nau Chowk 10:30-11:30 465 13:00-14:00 506 Kabli Chowk to Do Darwaza 10:00-11:00 500 11:00-12:00 560 Do Darwaza to Kabli Chowk 17:15-18:15 580 17:15-18:15 627 Suikar Nau Chowk to Kabli Chowk 12:15-13:15 1580 10:45-11:45 2165 Kabli Chowk to Suikar Nau Chowk 12:15-13:15 1010 13:30-14:40 855 3 Kabli Chowk Kabli Chowk to Naz Cinema 17:00-18:00 938 16:15-17:15 710 Naz Cinema to Kabli Chowk 10:15-11:15 876 13:00-14:00 525 Qissa Khawani to Kabli Chowk 12:45-13:45 1600 16:00-17:00 1545 Kabli Chowk to Qissa Khawani 17:30-18:30 1353 16:30-17:30 1475 Kabli Chowk to Naz Cinema 12:00-13:00 1353 10:45-11:45 1490 Naz Cinema to Kabli Chowk 11:15-12:15 795 10:30-11:30 650 4 Naz Cinema Naz Cinema to Chungi Chowk 09:45-10:45 484 10:15-11:15 414 Chungi Chowk to Naz Cinema 11:30-12:30 560 10:00-11:00 715
150 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Chungi Chowk to Naz Cinema 17:30-18:30 647 17:45-18:45 594 Naz Cinema to Chungi Chowk 16:15-17:15 745 16:00-17:00 616 5 Chungi Chowk Chungi Chowk to Chowk Yadgaar 16:00-17:00 1210 16:00-17:00 1540 Chowk Yadgaar to chowk Chungi 16:15-17:15 1605 17:15-18:15 1575 Kacheri Chowk to Chungi Chowk 10:15-11:15 1174 10:15-11:15 1180 Chungi Chowk to Kacheri Chowk 11:00-12:00 2121 11:00-12:00 2530 6 Kacheri Chowk Milad Chowk to Kacheri Chowk 17:00-18:00 448 11:00-12:00 355 Kacheri Chowk to Milad Chowk 16:00-17:00 449 11:15-12:15 327 Kacheri Chowk to Milad Chowk 12:45-13:45 875 14:15-15:15 445 7 Milad Chowk Milad Chowk to Kacheri Chowk 13:15-14:15 640 10:00-11:00 351 Chowk Yadgaar to Ghanta Ghar 18:45-19:45 1455 11:45-12:45 1881 8 Chowk Yadgaar Ghanta Ghar to Chowk Yadgaar 14:00-15:15 1129 15:00-16:00 1165 Shaheen Bazar to Ghanta Ghar 17:15-18:15 1144 17:15-18:15 1297 9 Ghanta Ghar Ghanta Ghar to Shaheen Bazar 18:00-19:00 1361 17:15-18:15 1435 People Mandi to Yadgaar 16:15-17:15 990 17:15-18:15 1252 10 People Mandi Chowk Yadgaar to People Mandi 17:00-18:00 1355 17:00-18:00 1483 People Mandi to Masjid Qasim Ali 17:15-18:15 794 17:15-18:15 691
Masjid Qasim Ali Masjid Qasim Ali to People Mandi 17:30-18:30 1427 16:45-17:45 1065 11 Khan Dalgran to Masjid Qasim Ali Khan 16:45-17:45 611 17:15-18:15 815 Masjid Qasim Ali to Dalgran 17:30-18:30 706 17:00-18:00 1051 Masjid Qasim Ali to Shahbaz chowk 11:45-12:45 2700 15:00-16:00 1715 12 Shahbaz Chowk Shahbaz Chowk to Masjid Qasim Ali 14:00-15:00 1380 15:00-16:00 1482
151 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Shahbaz Chowk to Nasir Khan Chowk 11:15-12:15 1107 11:30-12:30 1159 Nasir Khan Chowk to Shahbaz Chowk 17:00-18:00 1205 11:00-12:00 1125 Munda Beri to Nasir Khan Chowk 10:15-11:15 280 11:30-12:30 497
Munda Beri Nasir Khan Chowk to Munda Beri 19:00-20:00 330 11:15-12:15 373 13 Chowk Munda Beri to People Mandi 9:30-10:30 645 11:15-12:15 460 People Mandi to Munda Beri Chowk 12:45-13:45 858 11:30-12:30 865 Munda Beri to Yakatoot Chowk 17:15-18:15 552 11:45-12:45 515 Yakatoot Chowk to Munda Beri 17:30-18:30 480 17:30-18:30 458 14 Yakatoot Chowk Yakatoot Chowk to Jattan 18:30-19:30 395 12:30-13:30 800 Jattan to Yakatoot Chowk 17:45-18:45 431 12:30-13:30 664
152 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-55: Daily and Average Daily Pedestrian Volume of Two Days of Bazaar Area
Daily Pedestrian Volume Average Daily Sr. No. Location Direction 25/09/2014 26/09/2014 Pedestrian (Thursday) (Friday) Volume Shoba Chowk to Do Darwaza 9031 5490 7261 DO Darwaza to Shoba Chowk 7637 5772 6705 1 Shoba Chowk Shoba Chowk to Suikar Nau Chowk 9666 10542 10104 Suikar Nau chowk to Shoba Chowk 7722 9210 8466 Suikar Nau Chowk to LRH 3812 4351 4082 2 Suikar Nau LRH TO Suikar Nau Chowk 4637 4093 4365 Kabli Chowk to Do Darwaza 4183 4333 4258 Do Darwaza to Kabli Chowk 4281 4175 4228 Suikar Nau Chowk to Kabli Chowk 10580 10325 10453 Kabli Chowk to Suikar Nau Chowk 7010 6979 6995 3 Kabli Chowk Kabli Chowk to Naz Cinema 6784 5909 6347 Naz Cinema to Kabli Chowk 6478 4445 5462 Qissa Khawani to Kabli Chowk 15302 11513 13408 Kabli Chowk to Qissa Khawani 10524 10727 10626 Kabli Chowk to Naz Cinema 8169 9172 8671 Naz Cinema to Kabli Chowk 5563 5411 5487 4 Naz Cinema Naz Cinema to Chungi Chowk 3493 3805 3649 Chungi Chowk to Naz Cinema 3572 5225 4399
153 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Chungi Chowk to Naz Cinema 5021 4850 4936 Naz Cinema to Chungi Chowk 4222 3919 4071 5 Chungi Chowk Chungi Chowk to Chowk Yadgaar 6256 7092 6674 Chowk Yadgaar to chowk Chungi 8098 7888 7993 Kacheri Chowk to Chungi Chowk 8851 7636 8244 Chungi Chowk to Kacheri Chowk 11227 13002 12115 6 Kacheri Chowk Milad Chowk to Kacheri Chowk 3534 2872 3203 Kacheri Chowk to Milad Chowk 2634 2759 2697 Kacheri Chowk to Milad Chowk 3462 3467 3465 7 Milad Chowk Milad Chowk to Kacheri Chowk 2922 2795 2859 Chowk Yadgaar to Ghanta Ghar 10139 13432 11786 8 Chowk Yadgaar Ghanta Ghar to Chowk Yadgaar 9178 9630 9404 Shaheen Bazar to Ghanta Ghar 9516 8754 9135 9 Ghanta Ghar Ghanta Ghar to Shaheen Bazar 9168 9105 9137 People Mandi to Yadgaar 7123 8653 7888 10 People Mandi Chowk Yadgaar to People Mandi 9457 7490 8474 People Mandi to Masjid Qasim Ali 3324 3934 3629 Masjid Qasim Ali to People Mandi 6356 6422 6389 11 Masjid Qasim Ali Khan Dalgran to Masjid Qasim Ali Khan 4471 4781 4626 Masjid Qasim Ali to Dalgran 6356 5439 5898 Masjid Qasim Ali to Shahbaz chowk 12202 9368 10785 12 Shahbaz Chowk Shahbaz Chowk to Masjid Qasim Ali 7330 7687 7509
154 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Shahbaz Chowk to Nasir Khan Chowk 9114 9128 9121 Nasir Khan Chowk to Shahbaz Chowk 8714 8411 8563 Munda Beri to Nasir Khan Chowk 1868 2215 2042 Nasir Khan Chowk to Munda Beri 2381 2688 2535 13 Munda Beri Chowk Munda Beri to People Mandi 4017 3941 3979 People Mandi to Munda Beri Chowk 4751 4997 4874 Munda Beri to Yakatoot Chowk 4743 4539 4641 Yakatoot Chowk to Munda Beri 3966 4635 4301 14 Yakatoot Chowk Yakatoot chowk to Jattan 2969 4182 3576 Jattan to Yakatoot Chowk 3192 3883 3538
155 Design of Pedestrian Precincts & Parking Plaza, Peshawar
16000
14000
12000
10000
8000
6000
4000
2000
0
Suikarno to LRH to Suikarno
Suikarno-Shoba Chowk Suikarno-Shoba
Suikarno to Kabli Chowk Kabli to Suikarno
Kabli Chowk To Suikarno To Chowk Kabli
Shuba Chowk to Suikarno to Chowk Shuba
LRH TO Suikarno Chowk Suikarno TO LRH
Kabli Chowk to Naz Cinema Naz to Chowk Kabli
Kabli Chowk to Do Darwaza Do to Chowk Kabli Chowk Kabli to Darwaza Do
Kabli Chowk To Naz Cinema Naz To Chowk Kabli Chowk Kabli To Cinema Naz Chowk Kabli To Cinema Naz
Shuba Chowk to Do Darwaza Do to Chowk Shuba
DO Darwaza to Shuba Chowk Shuba to Darwaza DO
Naz Cinema to Chungi Chowk Chungi to Cinema Naz Cinema Naz to Chowk Chungi Cinema Naz to Chowk Chungi Chowk Chungi to Cinema Naz
Kabli Chowk to Qissa Khawani Qissa to Chowk Kabli Qissa Khawani to Kabli Chowk Kabli to Khawani Qissa
Milad Chowk to Kacheri Chowk Kacheri to Chowk Milad Chowk Milad to Chowk Kacheri
Chowk Yadgar to chowk Chungi chowk to Yadgar Chowk
Chungi Chowk to Chowk yadgar Chowk to Chowk Chungi
Kacheri Chowk to Chungi Chowk Chungi to Chowk Kacheri Chowk Kacheri to Chowk Chungi Shuba Chowk Suikarno Kabli Chowk Naz Cinema Chungi Chowk Kacheri Chowk
Figure 5-30: Average Daily Pedestrian Volume of Bazaar Area (a)
156 Design of Pedestrian Precincts & Parking Plaza, Peshawar
14000
12000
10000
8000
6000
4000
2000
0
People Mandi to Yadgar to Mandi People
Yakatoot chowk to Jattan to chowk Yakatoot
Jattan To Yakatoot Chowk Yakatoot To Jattan
Masjid Qasim Ali to Dalgran to Ali Qasim Masjid
Munda Beri To People Mandi People To Beri Munda
Shaheen Bazar to Ghanta Ghr Ghanta to Bazar Shaheen
Ghanta Ghar to Shaheen Bazar Shaheen to Ghar Ghanta
Chowk Yadgar to Ghanta Ghar Ghanta to Yadgar Chowk Yadgar Chowk to Ghar Ghanta
Chowk Yadgar to People Mandi People to Yadgar Chowk Beri Munda to Chowk Yakatoot
Kacheri Chowk to Milad Chowk Milad to Chowk Kacheri Chowk Kacheri to Chowk Milad
Munda Beri To Yakatoot Chowk Yakatoot To Beri Munda
People Mandi to Masjid Qasim Ali Qasim Masjid to Mandi People Mandi People to Ali Qasim Masjid
Nasir Khan Chowk to Munda Beri Munda to Chowk Khan Nasir
Dalgran to Masjid Qasim Ali Khan Ali Qasim Masjid to Dalgran
Munda Beri To Nasir Khan Chowk Khan Nasir To Beri Munda
Masjid Qasim Ali to Shahbaz chowk Shahbaz to Ali Qasim Masjid
People Mandi to Munda Beri Chowk Beri Munda to Mandi People
Shahbaz Chowk to Masjod Qasim Ali Qasim Masjod to Chowk Shahbaz
Nasir Khan Chowk to Shahbaz Chowk Shahbaz to Chowk Khan Nasir Shahabaz Chowk to Nasir Khan Chowk Khan Nasir to Chowk Shahabaz Milad Chowk Ghanta People Masjid Qasim Ali Shahbaz Chowk Munda Beri Chowk Yakatoot Chowk Chowk Yadgar Ghar Mandi Khan Figure 5-31: Average Daily Pedestrian Volume of Bazaar Area (b)
157 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.4.2 Analysis of Pedestrian Traffic
Bazar Area is distinct from the other three case study areas. Being the CBD of the city it is visited by a large number of people daily. However, presence of narrow streets restricts pedestrian mobility and often results in conflicts with vehicular traffic. In Qissa Khawani Bazaar, illegal parking and encroachments on footpaths have left no room for the pedestrians to walk while the area from Pepal Mandi to Kachehri Gate witness’s congestion almost throughout the day. Likewise, Khyber Bazaar Street is dominated by hawkers and hand carts. One of the common phenomena observed in all streets especially in Khyber Bazaar is illegal extension of shops i.e. shop owners have encroached footpaths with their merchandise. Ironically, most of the shopkeepers have allotted public space in front of their shops to push- cart vendors. Likewise, adjoining Cinema Road has been occupied by the merchandisers of vehicle spare parts, animal hides, and everyday items. These merchandisers being the illegal occupants of the public space have turned sidewalks or footpaths in mini shops. Importantly, the study area is composed of various markets which have different business hours though shops remained open all day. It is because of this reason that there is variance in Peak Hour Passenger flow throughout the bazars. Figure 5-32 shows Peak Hour Pedestrian Volume and Peak 15 Minutes Pedestrian Volume of various locations of Bazaar Area. Correspondingly, Table 5-56 below shows the Peak Hour Pedestrian Volume of pedestrians and LOS against pedestrian flow at various locations of Bazaar Area. Evidently locations having pedestrian facilities e.g. sidewalks or footpaths have better level of service A or B than those locations having none.
158 Design of Pedestrian Precincts & Parking Plaza, Peshawar
3000 Max. Peak Hour Pedestrian Volume Peak 15 Min Pedestrian Volume 2500
2000
1500
1000
500
0
PeopleMandi To Yadgaar
Suikar ChowkNo To LRH
Yakatoot ChowkTo Jattan JattanTo Yakatoot Chowk
LRHTO SuikarNo Chowk
KabliChowk To Naz Cinema Naz Cinema ToKabli Chowk KabliChowk To Naz Cinema Naz Cinema ToKabli Chowk
MasjidQasim Ali To Dalgran
Munda BeriTo People Mandi
ShaheenBazar Ghar Ghanta To GhantaGhar To Shaheen Bazar
QissaKhawani ToKabli Chowk Kabli Chowk To Qissa Khawani
Munda BeriTo YakatootChowk Yakatoot ChowkTo Munda Beri
Chowk Yadgaar To Ghanta Ghar GhantaGhar To ChowkYadgaar
Chowk Yadgaar To People Mandi
MiladChowk ToKachehri Chowk Kachehri ChowkTo Milad Chowk Kachehri ChowkTo Milad Chowk MiladChowk ToKachehri Chowk
Suikar ChowkNo To KabliChowk Kabli Chowk To Suikar No Chowk
PeopleMandi To MasjidQasim Ali MasjidQasim Ali To People Mandi Munda BeriTo Nasir KhanChowk Nasir KhanChowk To Munda Beri
Shoba ChowkTo SuikarNo Chowk Suikar ChowkNo To Shoba Chowk
Dalgran To QasimMasjid Ali Khan
Kabli Chowk DarwazaTo Do Chowk Do Darwaza ChowkToKabli Chowk Naz Cinema ToChungi Plaza Chowk ChungiPlaza Chowk To CinemaNaz ChungiPlaza Chowk To CinemaNaz Naz Cinema ToChungi Plaza Chowk
PeopleMandi To Munda BeriChowk
MasjidQasim Ali To Shahbaz Chowk Shahbaz ChowkTo MasjidQasim Ali
Shoba ChowkTo Darwaza Do Chowk Do Darwaza ChowkToShoba Chowk
Shahbaz ChowkTo NasirKhanChowk Nasir KhanChowk To ShahbazChowk
ChowkPlazaYadgaar Chungi To Chowk ChungiPlaza Chowk To ChowkYadgaar
Kachehri ChowkTo ChungiPlaza Chowk ChungiPlaza Chowk To Kachehri Chowk Shoba ChowkSuikar No Chowk Kabli Chowk Naz Cinema ChungiChowk Plaza ChowkKachehri ChowkMiladChowk Chowk YadgaarGhantaPeople GharMasjid Mandi Qasim AliShahbaz Khan ChowkMunda Beri ChowkYakatoot Chowk
Figure 5-32: Peak Hour and Peak 15 Minutes Pedestrian Volumes at Bazaar Area
159 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-56: Pedestrian Analysis of Bazaar Area Avg. 15 Max. Peak Total Pedestrian Flow Max. Peak Min Daily Avg. Daily Sr. Hour Sidewalk Rate Per Unit Location Direction Hour Pedestr Pedestrian Pedestrian LOS No. Pedestrian Width in Width of Interval ian Volume Volume Volume Ft. (W) Sidewalk (V ) Volume P Shoba Chowk to Do Darwaza Chowk 17:30-18:30 1529 400 9031 7261 5 5.42 B
Shoba Do Darwaza Chowk to Shoba Chowk 17:00-18:00 1295 347 7637 6705 5 4.70 A 1 Chowk Shoba Chowk to Suikar Nau Chowk 17:30-18:30 1507 383 10542 10104 8 3.11 A Suikar Nau Chowk to Shoba Chowk 17:15-18:15 1530 465 9210 8466 8 3.78 A Suikar Suikar Nau Chowk To LRH 16:15-17:15 656 204 3812 4082 8 1.70 A 2 Nau Chowk LRH TO Suikar Nau Chowk 13:00-14:00 506 148 4093 4365 8 1.23 A Kabli Chowk to Do Darwaza Chowk 11:00-12:00 560 155 4333 4258 - - F Do Darwaza Chowk to Kabli Chowk 17:15-18:15 627 171 4175 4228 - - F Suikar Nau Chowk to Kabli Chowk 10:45-11:45 2165 635 10325 10453 8 5.29 B
Kabli Kabli Chowk to Suikar Nau Chowk 12:15-13:15 1010 270 7010 6995 8 2.25 A 3 Chowk Kabli Chowk to Naz Cinema 17:00-18:00 938 277 6784 6347 5 3.69 A Naz Cinema to Kabli Chowk 10:15-11:15 876 248 6478 5462 5 3.15 A Qissa Khawani to Kabli Chowk 12:45-13:45 1600 420 15302 13408 7 4.27 A Kabli Chowk to Qissa Khawani 16:30-17:30 1475 405 10727 10626 7 3.86 A Kabli Chowk to Naz Cinema 10:45-11:45 1490 408 9172 8671 5 5.44 B Naz Naz Cinema to Kabli Chowk 11:15-12:15 795 260 5563 5487 5 3.47 A 4 Cinema Chowk Naz Cinema to Chungi Plaza Chowk 9:45-10:45 484 128 3493 3649 - - F Chungi Plaza Chowk to Naz Cinema 10:00-11:00 715 200 5225 4399 - - F
160 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Chungi Plaza Chowk to Naz Cinema 17:30-18:30 647 212 5021 4936 - - F
Chungi Naz Cinema to Chungi Plaza Chowk 16:15-17:15 745 210 4222 4071 - - F 5 Plaza Chungi Plaza Chowk to Chowk 16:00-17:00 1540 420 7092 6674 7 4.27 A Chowk Yadgaar Chowk Yadgaar to Chungi Plaza 16:15-17:15 1605 455 8098 7993 5 6.17 B Chowk Kachehri Chowk to Chungi Plaza 10:15-11:15 1174 367 8851 8244 7 3.73 A Chowk Chungi Plaza Chowk to Kachehri Kachehri 11:00-12:00 2530 656 13002 12115 7 6.25 B 6 Chowk Chowk Milad Chowk to Kachehri Chowk 17:00-18:00 448 141 3534 3203 7 1.34 A Kachehri Chowk to Milad Chowk 16:00-17:00 449 125 2634 2697 7 1.19 A
Milad Kachehri Chowk to Milad Chowk 12:45-13:45 875 265 3462 3465 7 2.52 A 7 Chowk Milad Chowk to Kachehri Chowk 13:15-14:15 640 195 2922 2859 7 1.86 A
Chowk Chowk Yadgaar to Ghanta Ghar 11:45-12:45 1881 577 13432 11786 - - F 8 Yadgaar Ghanta Ghar to Chowk Yadgaar 15:00-16:00 1165 350 9630 9404 - - F
Ghanta Shaheen Bazar to Ghanta Ghar 17:15-18:15 1297 340 8754 9135 - - F 9 Ghar Ghanta Ghar to Shaheen Bazar 17:15-18:15 1435 376 9105 9137 - - F
People People Mandi to Yadgaar 17:15-18:15 1252 383 8653 7888 - - F 10 Mandi Chowk Yadgaar to People Mandi 17:00-18:00 1483 415 7490 8474 - - F People Mandi to Masjid Qasim Ali 17:15-18:15 794 245 3324 3629 - - F Masjid Masjid Qasim Ali to People Mandi 17:30-18:30 1427 380 6356 6389 - - F 11 Qasim Ali Khan Dalgran to Masjid Qasim Ali Khan 17:15-18:15 815 223 4781 4626 - - F Masjid Qasim Ali to Dalgran 17:00-18:00 1051 329 5439 5898 - - F 12 Masjid Qasim Ali to Shahbaz Chowk 11:45-12:45 2700 855 12202 10785 - - F
161 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Shahbaz Chowk to Masjid Qasim Ali 15:00-16:00 1482 438 7687 7509 - - F Shahbaz Chowk to Nasir Khan Shahbaz 11:30-12:30 1159 323 9128 9121 - - F Chowk Chowk Nasir Khan Chowk to Shahbaz 17:00-18:00 1205 345 8714 8563 - - F Chowk Munda Beri to Nasir Khan Chowk 11:30-12:30 497 165 2215 2042 - - F Munda Nasir Khan Chowk to Munda Beri 11:15-12:15 373 110 2688 2535 - - F 13 Beri Chowk Munda Beri to People Mandi 9:30-10:30 645 190 4017 3979 - - F People Mandi to Munda Beri Chowk 11:30-12:30 865 270 4997 4874 0 - F Munda Beri to Yakatoot Chowk 17:15-18:15 552 144 4743 4641 0 - F
Yakatoot Yakatoot Chowk to Munda Beri 17:30-18:30 480 107 3966 4301 0 - F 14 Chowk Yakatoot Chowk to Jattan 12:30-13:30 800 218 4182 3576 0 - F Jattan to Yakatoot Chowk 12:30-13:30 664 205 3883 3538 0 - F
162 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.4.3 Traffic Count Survey Results
Table 5-57: Peak Hour Traffic Volume of Bazaar Area on 23/09/2014 (Tuesday) Maximum Maximum Sr. Morning Peak Noon Peak Evening Peak Peak Hour Location Direction Peak Hour No. (9:00 am -1:00pm) (1:00pm - 5:00pm) (5:00pm - 9:00pm) Volume Interval (PCU) Do Darwaza Chowk to Shoba Chowk 894 1258 1204 16:00-17:00 1258
Shoba Shoba Chowk to Do Darwaza Chowk 856 1016 1004 16:00-17:00 1016 1 Chowk Suikar Nau Chowk to Shoba Chowk 1787 2157 2474 18:00-19:00 2474 Shoba Chowk to Suikar Nau Chowk 1576 1909 2069 19:00-20:00 2069 Suikar Suikar Nau Chowk to Lady Reading Hospital 1254 1850 2367 18:00-19:00 2367 2 Nau Chowk Lady Reading to Hospital Suikar Nau Chowk 1449 1308 1634 18:30-19:30 1634 Kabli Gate Chowk to Naz Cinema Chowk 1046 983 938 09:30-10:30 1046 Naz Cinema Chowk to Kabli Gate Chowk 1090 822 925 10:30-11:30 1090
Kabli Suikar Nau Chowk to Kabli Gate Chowk 1357 1265 1601 17:30-18:30 1601 3 Chowk Kabli Gate Chowk to Suikar Nau Chowk 682 675 547 09:00-10:00 682 Kabli Gate Chowk to Do Darwaza Chowk 361 599 638 16:15-17:15 638 Kabli Gate Chowk to Qissa Khawani Bazaar 378 925 876 16:00-17:00 925 Kabli Gate Chowk to Naz Cinema Chowk 933 819 827 11:15-12:15 933 Naz Naz Cinema Chowk to Kabli Gate Chowk 559 514 1002 19:30-20:30 1002 4 Cinema Chowk Naz Cinema Chowk to Chungi Plaza Chowk 457 394 275 11:15-12:15 457 Chungi Plaza Chowk to Naz Cinema Chowk 679 867 241 13:30-14:30 867 5 Chungi Plaza Chowk to Naz Cinema Chowk 996 506 524 10:45-11:45 996
163 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Naz Cinema Chowk to Chungi Plaza Chowk 187 263 275 16:15-17:15 275 Chungi Plaza Chungi Plaza Chowk to Chowk Yadgaar 695 989 894 16:00-17:00 989 Chowk Chowk Yadgaar to Chungi Plaza Chowk 632 953 889 16:00-17:00 953 Kachehri Gate Chowk to Chungi Plaza Chowk 1564 1054 885 10:00-11:00 1564
Kachehri Chungi Plaza Chowk to Kachehri Gate Chowk 2183 2224 861 14:30-15:30 2224 6 Gate Milad Chowk to Kachehri Gate Chowk 785 541 445 09:00-10:00 785 Kachehri Gate Chowk to Milad Chowk 149 798 867 16:45-17:45 867
Milad Kachehri Gate Chowk to Milad Chowk 765 963 1066 17:00-18:00 1066 7 Chowk Milad Chowk to Kachehri Gate Chowk 732 1124 1130 16:15-17:15 1130 Chowk 8 Chowk Yadgaar to Ghanta Ghar 198 428 436 17:00-18:00 436 Yadgaar Ghanta Ghanta Ghar to Shaheen Bazaar 775 782 279 12:30-13:30 782 9 Ghar Shaheen Bazaar to Ghanta Ghar 698 641 259 09:00-10:00 698
Pepal Pepal Mandi to Chowk Yadgaar 518 770 749 16:00-17:00 770 10 Mandi Chowk Yadgaar to Pepal Mandi 456 664 708 16:15-17:15 708 Masjid Masjid Qasim Ali Khan to Pepal Mandi 637 766 934 17:00-18:00 934 11 Qasim Ali Khan Dalgran Bazaar to Masjid Qasim Ali Khan 592 476 437 10:00-11:00 592
Chowk Chowk Shahbaz to Masjid Qasim Ali Khan 85 95 114 19:00-20:00 114 12 Shahbaz Masjid Qasim Ali Khan to Chowk Shahbaz 1152 1230 438 12:15-13:15 1230 Munda Beri to Pepal Mandi 450 370 292 11:00-12:00 450 Munda 13 Pepal Mandi to Munda Beri 511 440 331 09:45-10:45 511 Beri Munda Beri to Chowk Nasir Ali Khan 358 309 246 10:45-11:45 358
164 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Munda Beri to Chowk Yakatoot 612 667 599 15:00-16:00 667 Chowk 14 Chowk Yakatoot to Munda Beri 918 893 605 11:45-12:45 918 Yakatoot Chowk Yakatoot to Jattan 145 146 40 13:45-14:45 146
165 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-58: Daily Traffic Volume of Bazaar Area on 23/09/2014 (Tuesday)
Sr. Location Direction Daily Traffic Volume (PCU) No.
Do Darwaza Chowk to Shoba Chowk 10090 Shoba Chowk to Do Darwaza Chowk 7882 1 Shoba Chowk Suikar Nau Chowk to Shoba Chowk 18787 Shoba Chowk to Suikar Nau Chowk 18214 Suikar Nau Chowk to Lady Reading Hospital 17009 2 Suikar Nau Chowk Lady Reading to Hospital Suikar Nau Chowk 15292 Kabli Gate Chowk to Naz Cinema Chowk 7149 Naz Cinema Chowk to Kabli Gate Chowk 8396 Suikar Nau Chowk to Kabli Gate Chowk 12798 3 Kabli Chowk Kabli Gate Chowk to Suikar Nau Chowk 6351 Kabli Gate Chowk to Do Darwaza Chowk 4026 Kabli Gate Chowk to Qissa Khawani Bazaar 5745 Kabli Gate Chowk to Naz Cinema Chowk 7888 Naz Cinema Chowk to Kabli Gate Chowk 6606 4 Naz Cinema Chowk Naz Cinema Chowk to Chungi Plaza Chowk 3471 Chungi Plaza Chowk to Naz Cinema Chowk 5172 Chungi Plaza Chowk to Naz Cinema Chowk 5645 Naz Cinema Chowk to Chungi Plaza Chowk 2125 5 Chungi Plaza Chowk Chungi Plaza Chowk to Chowk Yadgaar 7123 Chowk Yadgaar to Chungi Plaza Chowk 6891 6 Kachehri Gate Kachehri Gate Chowk to Chungi Plaza Chowk 11042
166 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Chungi Plaza Chowk to Kachehri Gate Chowk 15605 Milad Chowk to Kachehri Gate Chowk 4969 Kachehri Gate Chowk to Milad Chowk 3773 Kachehri Gate Chowk to Milad Chowk 6861 7 Milad Chowk Milad Chowk to Kachehri Gate Chowk 6080 8 Chowk Yadgaar Chowk Yadgaar to Ghanta Ghar 2711 Ghanta Ghar to Shaheen Bazaar 5315 9 Ghanta Ghar Shaheen Bazaar to Ghanta Ghar 4632 Pepal Mandi to Chowk Yadgaar 5697 10 Pepal Mandi Chowk Yadgaar to Pepal Mandi 4985 Masjid Qasim Ali Khan to Pepal Mandi 6648 11 Masjid Qasim Ali Khan Dalgran Bazaar to Masjid Qasim Ali Khan 4999 Chowk Shahbaz to Masjid Qasim Ali Khan 838 12 Chowk Shahbaz Masjid Qasim Ali Khan to Chowk Shahbaz 6573 Munda Beri to Pepal Mandi 3667 13 Munda Beri Pepal Mandi to Munda Beri 4114 Munda Beri to Chowk Nasir Ali Khan 2514 Munda Beri to Chowk Yakatoot 5886 14 Chowk Yakatoot Chowk Yakatoot to Munda Beri 8133 Chowk Yakatoot to Jattan 966
167 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-59: Peak Hour Traffic Volume of Bazaar Area on 24/09/2014 (Wednesday) Maximum Maximum Sr. Morning Peak Noon Peak Evening Peak Peak Hour Location Direction Peak Hour No. (9:00 am -1:00pm) (1:00pm - 5:00pm) (5:00pm - 9:00pm) Volume Interval (PCU) Do Darwaza Chowk to Shoba Chowk 1023 1204 1152 16:00-17:00 1204 Shoba Chowk to Do Darwaza Chowk 787 1174 776 15:00-16:00 1174 1 Shoba Chowk Suikar Nau Chowk to Shoba Chowk 1805 2884 2576 16:00-17:00 2884 Shoba Chowk to Suikar Nau Chowk 1907 2080 1651 12:45-13:45 2080 Suikar Nau Suikar Nau Chowk to Lady Reading Hospital 1339 2427 2367 16:00-17:00 2427 2 Chowk Lady Reading to Hospital Suikar Nau Chowk 1479 1773 2035 18:00-19:00 2035 Kabli Gate Chowk to Naz Cinema Chowk 927 889 411 11:45-12:45 927 Naz Cinema Chowk to Kabli Gate Chowk 775 694 716 09:45-10:45 775 Suikar Nau Chowk to Kabli Gate Chowk 1284 1415 1450 16:15-17:15 1450 3 Kabli Chowk Kabli Gate Chowk to Suikar Nau Chowk 542 527 560 16:15-17:15 560 Kabli Gate Chowk to Do Darwaza Chowk 246 517 446 16:00-17:00 517 Kabli Gate Chowk to Qissa Khawani Bazaar 401 805 1011 16:45-17:45 1011 Kabli Gate Chowk to Naz Cinema Chowk 988 932 678 12:00-13:00 988 Naz Cinema Naz Cinema Chowk to Kabli Gate Chowk 593 1260 759 13:15-14:15 1260 4 Chowk Naz Cinema Chowk to Chungi Plaza Chowk 457 441 306 11:15-12:15 457 Chungi Plaza Chowk to Naz Cinema Chowk 846 1139 292 14:00-15:00 1139 Chungi Plaza Chowk to Naz Cinema Chowk 708 452 378 11:00-12:00 708 Chungi Plaza Naz Cinema Chowk to Chungi Plaza Chowk 245 231 276 18:15-19:15 276 5 Chowk Chungi Plaza Chowk to Chowk Yadgaar 756 1191 1062 16:00-17:00 1191 Chowk Yadgaar to Chungi Plaza Chowk 737 897 828 16:00-17:00 897 6 Kachehri Gate Kachehri Gate Chowk to Chungi Plaza Chowk 1249 2046 3021 18:00-19:00 3021
168 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Chungi Plaza Chowk to Kachehri Gate Chowk 2761 2588 4147 18:00-19:00 4147 Milad Chowk to Kachehri Gate Chowk 466 931 967 16:15-17:15 967 Kachehri Gate Chowk to Milad Chowk 218 1139 929 16:00-17:00 1139 Kachehri Gate Chowk to Milad Chowk 1235 1300 1294 16:00-17:00 1300 7 Milad Chowk Milad Chowk to Kachehri Gate Chowk 974 1028 974 16:00-17:00 1028 Chowk 8 Chowk Yadgaar to Ghanta Ghar 359 403 379 16:00-17:00 403 Yadgaar Ghanta Ghar to Shaheen Bazaar 710 657 343 11:00-12:00 710 9 Ghanta Ghar Shaheen Bazaar to Ghanta Ghar 568 500 246 09:00-10:00 568 Pepal Mandi to Chowk Yadgaar 489 563 547 15:45-16:45 563 10 Pepal Mandi Chowk Yadgaar to Pepal Mandi 457 540 572 17:30-18:30 572 Masjid Qasim Masjid Qasim Ali Khan to Pepal Mandi 624 612 562 09:30-10:30 624 11 Ali Khan Dalgran Bazaar to Masjid Qasim Ali Khan 554 517 447 09:15-10:15 554 Chowk Chowk Shahbaz to Masjid Qasim Ali Khan 109 96 105 10:30-11:30 109 12 Shahbaz Masjid Qasim Ali Khan to Chowk Shahbaz 1342 1127 366 11:30-12:30 1342 Munda Beri to Pepal Mandi 401 397 276 11:30-12:30 401 13 Munda Beri Pepal Mandi to Munda Beri 648 380 272 11:15-12:15 648 Munda Beri to Chowk Nasir Ali Khan 329 316 267 10:15-11:15 329 Munda Beri to Chowk Yakatoot 766 792 416 14:45-15:45 792 Chowk 14 Chowk Yakatoot to Munda Beri 1120 1035 463 09:00-10:00 1120 Yakatoot Chowk Yakatoot to Jattan 159 155 25 10:30-11:30 159
169 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-60: Daily Traffic Volume Bazaar Area on 24/09/2014 (Wednesday)
Sr. No. Location Direction Daily Traffic Volume (PCU)
Do Darwaza Chowk to Shoba Chowk 10861 Shoba Chowk to Do Darwaza Chowk 8000 1 Shuba Chowk Suikar Nau Chowk to Shoba Chowk 21371 Shoba Chowk to Suikar Nau Chowk 19286 Suikar Nau Chowk to Lady Reading Hospital 17348 2 Suikar Nau Chowk Lady Reading to Hospital Suikar Nau Chowk 16559 Kabli Gate Chowk to Naz Cinema Chowk 6153 Naz Cinema Chowk to Kabli Gate Chowk 6614 Suikar Nau Chowk to Kabli Gate Chowk 11266 3 Kabli Chowk Kabli Gate Chowk to Suikar Nau Chowk 4931 Kabli Gate Chowk to Do Darwaza Chowk 3250 Kabli Gate Chowk to Qissa Khawani Bazaar 6120 Kabli Gate Chowk to Naz Cinema Chowk 7708 Naz Cinema Chowk to Kabli Gate Chowk 7510 4 Naz Cinema Chowk Naz Cinema Chowk to Chungi Plaza Chowk 4073 Chungi Plaza Chowk to Naz Cinema Chowk 6396 Chungi Plaza Chowk to Naz Cinema Chowk 4468 5 Chungi Plaza Chowk Naz Cinema Chowk to Chungi Plaza Chowk 2322 Chungi Plaza Chowk to Chowk Yadgaar 7633
170 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Chowk Yadgaar to Chungi Plaza Chowk 7236 Kachehri Gate Chowk to Chungi Plaza Chowk 13920 Chungi Plaza Chowk to Kachehri Gate Chowk 26036 6 Kachehri Gate Milad Chowk to Kachehri Gate Chowk 5096 Kachehri Gate Chowk to Milad Chowk 4414 Kachehri Gate Chowk to Milad Chowk 9829 7 Milad Chowk Milad Chowk to Kachehri Gate Chowk 7348 8 Chowk Yadgaar Chowk Yadgaar to Ghanta Ghar 3033 Ghanta Ghar to Shaheen Bazaar 5059 9 Ghanta Ghar Shaheen Bazaar to Ghanta Ghar 4455 Pepal Mandi to Chowk Yadgaar 4997 10 Pepal Mandi Chowk Yadgaar to Pepal Mandi 5010 Masjid Qasim Ali Khan to Pepal Mandi 5552 11 Masjid Qasim Ali Khan Dalgran Bazaar to Masjid Qasim Ali Khan 5157 Chowk Shahbaz to Masjid Qasim Ali Khan 976 12 Chowk Shahbaz Masjid Qasim Ali Khan to Chowk Shahbaz 7594 Munda Beri to Pepal Mandi 3487 13 Munda Beri Pepal Mandi to Munda Beri 3807 Munda Beri to Chowk Nasir Ali Khan 2888 Munda Beri to Chowk Yakatoot 6231 14 Chowk Yakatoot Chowk Yakatoot to Munda Beri 8003 Chowk Yakatoot to Jattan 1017
171 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-61: Comparison of Peak Hour Traffic Volume of Two Days of Bazaar Area 23/09/2014 (Tuesday) 24/09/2014 (Wednesday) Maximum Maximum Sr. Maximum Maximum Location Direction Peak Hour Peak Hour No. Peak Hour Peak Hour Volume Volume Interval Interval (PCU) (PCU) Do Darwaza Chowk to Shoba Chowk 16:00-17:00 1258 16:00-17:00 1204 Shoba Chowk to Do Darwaza Chowk 16:00-17:00 1016 15:00-16:00 1174 1 Shoba Chowk Suikar Nau Chowk to Shoba Chowk 18:00-19:00 2474 16:00-17:00 2884 Shoba Chowk to Suikar Nau Chowk 19:00-20:00 2069 12:45-13:45 2080 Suikar Nau Chowk to Lady Reading Hospital 18:00-19:00 2367 16:00-17:00 2427 2 Suikar Nau Chowk Lady Reading to Hospital Suikar Nau Chowk 18:30-19:30 1634 18:00-19:00 2035 Kabli Gate Chowk to Naz Cinema Chowk 09:30-10:30 1046 11:45-12:45 927 Naz Cinema Chowk to Kabli Gate Chowk 10:30-11:30 1090 09:45-10:45 775 Suikar Nau Chowk to Kabli Gate Chowk 17:30-18:30 1601 16:15-17:15 1450 3 Kabli Chowk Kabli Gate Chowk to Suikar Nau Chowk 09:00-10:00 682 16:15-17:15 560 Kabli Gate Chowk to Do Darwaza Chowk 16:15-17:15 638 16:00-17:00 517 Kabli Gate Chowk to Qissa Khawani Bazaar 16:00-17:00 925 16:45-17:45 1011 Kabli Gate Chowk to Naz Cinema Chowk 11:15-12:15 933 12:00-13:00 988 Naz Cinema Chowk to Kabli Gate Chowk 19:30-20:30 1002 13:15-14:15 1260 4 Naz Cinema Chowk Naz Cinema Chowk to Chungi Plaza Chowk 11:15-12:15 457 11:15-12:15 457 Chungi Plaza Chowk to Naz Cinema Chowk 13:30-14:30 867 14:00-15:00 1139 Chungi Plaza Chowk to Naz Cinema Chowk 10:45-11:45 996 11:00-12:00 708 5 Chungi Plaza Chowk Naz Cinema Chowk to Chungi Plaza Chowk 16:15-17:15 275 18:15-19:15 276 Chungi Plaza Chowk to Chowk Yadgaar 16:00-17:00 989 16:00-17:00 1191
172 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Chowk Yadgaar to Chungi Plaza Chowk 16:00-17:00 953 16:00-17:00 897 Kachehri Gate Chowk to Chungi Plaza Chowk 10:00-11:00 1564 18:00-19:00 3021 Chungi Plaza Chowk to Kachehri Gate Chowk 14:30-15:30 2224 18:00-19:00 4147 6 Kachehri Gate Milad Chowk to Kachehri Gate Chowk 09:00-10:00 785 16:15-17:15 967 Kachehri Gate Chowk to Milad Chowk 16:45-17:45 867 16:00-17:00 1139 Kachehri Gate Chowk to Milad Chowk 17:00-18:00 1066 16:00-17:00 1300 7 Milad Chowk Milad Chowk to Kachehri Gate Chowk 16:15-17:15 1130 16:00-17:00 1028 8 Chowk Yadgaar Chowk Yadgaar to Ghanta Ghar 17:00-18:00 436 16:00-17:00 403 Ghanta Ghar to Shaheen Bazaar 12:30-13:30 782 11:00-12:00 710 9 Ghanta Ghar Shaheen Bazaar to Ghanta Ghar 09:00-10:00 698 09:00-10:00 568 Pepal Mandi to Chowk Yadgaar 16:00-17:00 770 15:45-16:45 563 10 Pepal Mandi Chowk Yadgaar to Pepal Mandi 16:15-17:15 708 17:30-18:30 572
Masjid Qasim Ali Masjid Qasim Ali Khan to Pepal Mandi 17:00-18:00 934 09:30-10:30 624 11 Khan Dalgran Bazaar to Masjid Qasim Ali Khan 10:00-11:00 592 09:15-10:15 554 Chowk Shahbaz to Masjid Qasim Ali Khan 19:00-20:00 114 10:30-11:30 109 12 Chowk Shahbaz Masjid Qasim Ali Khan to Chowk Shahbaz 12:15-13:15 1230 11:30-12:30 1342 Munda Beri to Pepal Mandi 11:00-12:00 450 11:30-12:30 401 13 Munda Beri Pepal Mandi to Munda Beri 09:45-10:45 511 11:15-12:15 648 Munda Beri to Chowk Nasir Ali Khan 10:45-11:45 358 10:15-11:15 329 Munda Beri to Chowk Yakatoot 15:00-16:00 667 14:45-15:45 792 14 Chowk Yakatoot Chowk Yakatoot to Munda Beri 11:45-12:45 918 09:00-10:00 1120 Chowk Yakatoot to Jattan 13:45-14:45 146 10:30-11:30 159
173 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-62: Daily and Average Daily Traffic Volume of Two Days of Bazaar Area Daily Traffic Volume Average Daily Sr. No. Location Direction 23/09/2014 24/09/2014 Traffic Volume (Tuesday) (Wednesday) Do Darwaza Chowk to Shoba Chowk 10090 10861 10476 Shoba Chowk to Do Darwaza Chowk 7882 8000 7941 1 Shoba Chowk Suikar Nau Chowk to Shoba Chowk 18787 21371 20079 Shoba Chowk to Suikar Nau Chowk 18214 19286 18750 Suikar Nau Chowk to Lady Reading Hospital 17009 17348 17178 2 Suikar Nau Chowk Lady Reading to Hospital Suikar Nau Chowk 15292 16559 15926 Kabli Gate Chowk to Naz Cinema Chowk 7149 6153 6651 Naz Cinema Chowk to Kabli Gate Chowk 8396 6614 7505 Suikar Nau Chowk to Kabli Gate Chowk 12798 11266 12032 3 Kabli Chowk Kabli Gate Chowk to Suikar Nau Chowk 6351 4931 5641 Kabli Gate Chowk to Do Darwaza Chowk 4026 3250 3638 Kabli Gate Chowk to Qissa Khawani Bazaar 5745 6120 5932 Kabli Gate Chowk to Naz Cinema Chowk 7888 7708 7798 Naz Cinema Chowk to Kabli Gate Chowk 6606 7510 7058 4 Naz Cinema Chowk Naz Cinema Chowk to Chungi Plaza Chowk 3471 4073 3772 Chungi Plaza Chowk to Naz Cinema Chowk 5172 6396 5784 Chungi Plaza Chowk to Naz Cinema Chowk 5645 4468 5057 Naz Cinema Chowk to Chungi Plaza Chowk 2125 2322 2223 5 Chungi Plaza Chowk Chungi Plaza Chowk to Chowk Yadgaar 7123 7633 7378 Chowk Yadgaar to Chungi Plaza Chowk 6891 7236 7063
174 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Kachehri Gate Chowk to Chungi Plaza Chowk 11042 13920 12481 Chungi Plaza Chowk to Kachehri Gate Chowk 15605 26036 20821 6 Kachehri Gate Milad Chowk to Kachehri Gate Chowk 4969 5096 5032 Kachehri Gate Chowk to Milad Chowk 3773 4414 4094 Kachehri Gate Chowk to Milad Chowk 6861 9829 8345 7 Milad Chowk Milad Chowk to Kachehri Gate Chowk 6080 7348 6714 8 Chowk Yadgaar Chowk Yadgaar to Ghanta Ghar 2711 3033 2872 Ghanta Ghar to Shaheen Bazaar 5315 5059 5187 9 Ghanta Ghar Shaheen Bazaar to Ghanta Ghar 4632 4455 4543 Pepal Mandi to Chowk Yadgaar 5697 4997 5347 10 Pepal Mandi Chowk Yadgaar to Pepal Mandi 4985 5010 4998 Masjid Qasim Ali Khan to Pepal Mandi 6648 5552 6100 11 Masjid Qasim Ali Khan Dalgran Bazaar to Masjid Qasim Ali Khan 4999 5157 5078 Chowk Shahbaz to Masjid Qasim Ali Khan 838 976 907 12 Chowk Shahbaz Masjid Qasim Ali Khan to Chowk Shahbaz 6573 7594 7084 Munda Beri to Pepal Mandi 3667 3487 3577 13 Munda Beri Pepal Mandi to Munda Beri 4114 3807 3960 Munda Beri to Chowk Nasir Ali Khan 2514 2888 2701 Munda Beri to Chowk Yakatoot 5886 6231 6059 14 Chowk Yakatoot Chowk Yakatoot to Munda Beri 8133 8003 8068 Chowk Yakatoot to Jattan 966 1017 991
175 Design of Pedestrian Precincts & Parking Plaza, Peshawar
25000
20000
15000
10000
5000
0
Suikar No Chowk to Shuba Chowk Shuba to Chowk No Suikar Chowk No Suikar to Chowk Shuba
Do Darwaza Chowk to Shuba Chowk Shuba to Chowk Darwaza Do Chowk Darwaza Do to Chowk Shuba
Chungi Plaza Chowk to Chowk Yadgar Chowk to Chowk Plaza Chungi Chowk Plaza Chungi to Yadgar Chowk
Suikar No Chowk to Kabli Gate Chowk Gate Kabli to Chowk No Suikar Chowk No Suikar to Chowk Gate Kabli
Kabli Gate Chowk to Naz Cinema Chowk Cinema Naz to Chowk Gate Kabli Naz Cinema Chowk to Kabli Gate Chowk Gate Kabli to Chowk Cinema Naz Chowk Cinema Naz to Chowk Gate Kabli Chowk Gate Kabli to Chowk Cinema Naz
Kabli Gate Chowk to Do Darwaza Chowk Darwaza Do to Chowk Gate Kabli
Suikar No Chowk to Lady Reading Hospital Reading Lady to Chowk No Suikar Chowk No Suikar Hospital to Reading Lady
Chungi Plaza Chowk to Naz Cinema Chowk Cinema Naz to Chowk Plaza Chungi Naz Cinema Chowk to Chungi Plaza Chowk Plaza Chungi to Chowk Cinema Naz Chowk Cinema Naz to Chowk Plaza Chungi Chowk Plaza Chungi to Chowk Cinema Naz Kabli Gate Chowk to Qissa Khawani Bazaar Khawani Qissa to Chowk Gate Kabli Shoba Chowk Suikar No Kabli Chowk Naz Cinema Chowk Chungi Plaza Chowk Chowk
Figure 5-33: Average Daily Traffic Volume of Bazaar Area (a)
176 Design of Pedestrian Precincts & Parking Plaza, Peshawar
25000
20000
15000
10000
5000
0
Chowk Yakatoot to Jattan Yakatoot Chowk to
Munda Beri to BeriMandi Pepal Munda Munda to Beri Mandi Pepal
Pepal Mandi to Chowk YadgarChowk to Mandi Pepal to Mandi Pepal Yadgar Chowk
Chowk Yadgar to Ghanta Gharto Ghanta Yadgar Chowk
Munda Beri to Beri Yakatoot Chowk Munda Beri Munda Yakatoot Chowk to
Ghanta Ghar to Shaheen Bazaar Shaheen Ghar to Ghanta Ghar Ghanta to Bazaar Shaheen
Munda Beri to Chowk Nasir Ali Ali Khan to Beri Nasir Chowk Munda
Milad Chowk to Kachehri Gate ChowkGate toChowk Kachehri Milad Chowk Milad to Chowk Gate Kachehri Chowk Milad to Chowk Gate Kachehri ChowkGate toChowk Kachehri Milad
Masjid Qasim Ali Khan to Pepal Mandi to Khan Pepal Ali Masjid Qasim
Dalgran Bazaar to Masjid Qasim Ali Masjid Khan Qasim toBazaar Dalgran
Chowk Shahbaz to Masjid Qasim Ali Khan Ali Qasim Masjid to Shahbaz Chowk toKhan Shahbaz Chowk Ali Masjid Qasim
Kachehri Gate Chowk to Chungi Plaza Chowk Plaza Chungi to Chowk Gate Kachehri Chowk Gate Kachehri to Chowk Plaza Chungi Kachehri Gate Milad Chowk Chowk Ghanta Ghar Pepal Mandi Masjid Qasim Chowk Munda Beri Chowk Yakatoot Yadgar Ali Khan Shahbaz Figure 5-34: Average Daily Traffic Volume of Bazaar Area (b)
177 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.4.4 Analysis of Vehicular Traffic
Traffic Congestion especially during day hours has become a daily nuisance for motorists and pedestrians in the study area. As stated earlier, the area has narrow roads which are either encroached by illegal parking and hawkers/ shop owners. People from parts of the city travel to Bazaar Area due to variety of shops and economical rates available to the consumers however, lack of enforcement, encroachments and poor traffic management results in traffic congestion. Most of the narrow roads are open for two-way traffic; but illegal parking on these roads reduces the available ROW and no space is left for vehicular movement. Furthermore, unloading and loading of goods in Bazaar Area also cause problems. Figure 5-35 shows the comparison of daily traffic volume and average daily traffic volume. Correspondingly, Table 5-63 reveals that Khyber Bazaar Road from Shoba Chowk to Suikar Nau Chowk and Suikar Nau Chowk to Shoba Chowk has Level of Service “D” and “F” respectively. Similarly, Cinema Road between Kabli Chowk and Naz Cinema Chowk has level of service “E”. The Ashraf Road from Kachehri Gate to Chowk Yadgaar has level of service “F” while from Chowk Yadgaar to Pepal Mandi it has level of Service “C”. Most of roads of Bazaar Area has LOS D, E and F. This clearly depicts traffic improvements measures to ease congestion is need of the hour for the study area.
178 Design of Pedestrian Precincts & Parking Plaza, Peshawar
30000 Daily Traffic Volume Avg. Daily Traffic Volume
25000
20000
15000
10000
5000
0
Chowk Yakatoot to Jattan Yakatoot Chowk to
Munda Beri to Pepal Mandi toPepal Beri Munda Pepal Mandi to Munda to Beri Mandi Pepal
Munda Beri to Beri Yakatoot Chowk Munda Beri Munda Yakatoot Chowk to
Pepal Mandi ChowktoYadgaar Chowk YadgaarPepal to Mandi
Ghanta Ghar to Shaheen Bazaar Shaheen Ghar to Ghanta Ghar Ghanta to Bazaar Shaheen
Chowk Yadgaar to Ghanta Ghar to Yadgaar Chowk
Suikar No Chowk to Shoba Chowk Shoba to Chowk Suikar No Chowk Suikar No to Chowk Shoba
Do Darwaza Chowk to Shoba Chowk DarwazaShoba to Chowk Do Chowk Do to Chowk Darwaza Shoba
Munda Beri to Chowk Nasir Ali Ali Khan to Beri Nasir Chowk Munda
Milad Chowk to Kachehri Gate Chowk Gate toKachehri Chowk Milad Milad Chowk to Kachehri Gate ChowkGate toChowk Kachehri Milad Chowk Milad to Chowk Gate Kachehri Chowk Milad to Chowk Gate Kachehri
Chungi Plaza Chowk to Chowk YadgarChowk to Chowk Plaza Chungi
Masjid Qasim Ali Khan to Pepal Mandi to Khan Pepal Ali Masjid Qasim
Suikar No Chowk to Kabli Gate Chowk Gate Kabli to Chowk Suikar No Chowk Suikar No to Chowk Gate Kabli
Chowk Yadgaar to Chungi Plaza Chowk Chungi to Plaza Yadgaar Chowk
Kabli Gate Chowk to Naz Cinema Chowk Naz Cinema to Chowk Gate Kabli Chowk to Chowk Gate Kabli Naz Cinema Chowk Naz Cinema to Chowk Gate Kabli Chowk to Chowk Gate Kabli Naz Cinema
Kabli Gate Chowk to Do Darwaza Chowk Do to Chowk Gate Kabli
DalgranBazaar to Masjid Qasim Ali Khan
Chowk Shahbaz to Masjid Qasim Ali Khan Ali Qasim Masjid to Shahbaz Chowk toKhan Shahbaz Chowk Ali Masjid Qasim
Suikar No Chowk to Lady Reading Hospital Lady Reading to Chowk Suikar No No Chowk Hospital Suikar to Lady Reading
Naz Cinema Chowk to Chungi toChowk Plaza Chowk Chungi Naz Cinema Naz Cinema Chowk to Chowk Plaza Chungi Naz Cinema Chowk to Chowk Plaza Chungi toChowk Plaza Chowk Chungi Naz Cinema
Kabli Gate Chowk to Qissa Khawani Bazaar Khawani Qissa to Chowk Gate Kabli
Kachehri GateChowk Chungi to Plaza Chowk ChungiPlaza Chowk Kachehrito GateChowk Shoba ChowkSuikar No Chowk Kabli Chowk Naz Cinema ChowkChungi Plaza Chowk Kachehri GateMiladChowk Chowk YadgaarGhanta GharPepalMasjid Mandi QasimChowk Ali Khan ShahbazMunda BeriChowk Yakatoot
Figure 5-35: Comparison of Daily Traffic Volume and Average Daily Traffic Volume of Bazaar Area
179 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Table 5-63: Traffic Analysis of Bazaar Area
Max. Avg. Degree of Max. Peak Daily Sr. Peak Daily Road Carriage No. of Saturation Location Direction Hour Traffic Capacity LOS No. Hour Traffic Class way Type Lanes (V/C Interval Volume Volume Volume Ratio)
Do Darwaza Chowk to Shoba 16:00-17:00 1258 10090 10476 2 2600 0.48 B Chowk Secondary Dual Shoba Chowk to Do Darwaza 15:00-16:00 1174 8000 7941 2 2600 0.45 B Shoba Chowk 1 Chowk Suikar Nau Chowk to Shoba 16:00-17:00 2884 21371 20079 2 2600 1.11 F Chowk Secondary Dual Shoba Chowk to Suikar Nau 12:45-13:45 2080 19286 18750 2 2600 0.80 D Chowk Suikar Nau Chowk to Lady 16:00-17:00 2427 17348 17178 2 2600 0.93 E Suikar Reading Hospital 2 Nau Secondary Dual Lady Reading to Hospital Suikar Chowk 18:00-19:00 2035 16559 15926 2 2600 0.78 D Nau Chowk Kabli Gate Chowk to Naz Cinema 09:30-10:30 1046 7149 6651 1 1140 0.92 E Chowk Local Single Naz Cinema Chowk to Kabli Gate 10:30-11:30 1090 8396 7505 1 1140 0.96 E Chowk Kabli Suikar Nau Chowk to Kabli Gate 3 17:30-18:30 1601 12798 12032 2 2600 0.62 C Chowk Chowk Secondary Dual Kabli Gate Chowk to Suikar Nau 09:00-10:00 682 6351 5641 2 2600 0.26 A Chowk Kabli Gate Chowk to Do Darwaza 16:15-17:15 638 4026 3638 Local Single 1 1140 0.56 C Chowk
180 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Kabli Gate Chowk to Qissa 16:45-17:45 1011 6120 5932 1 1140 0.89 D Khawani Bazaar Kabli Gate Chowk to Naz Cinema 12:00-13:00 988 7708 7798 1 1140 0.87 D Chowk Local Single Naz Cinema Chowk to Kabli Gate 13:15-14:15 1260 7510 7058 1 1140 1.11 F Naz Chowk 4 Cinema Naz Cinema Chowk to Chungi Chowk 11:15-12:15 457 3471 3772 1 1140 0.40 B Plaza Chowk Local Single Chungi Plaza Chowk to Naz 14:00-15:00 1139 6396 5784 1 1140 1.00 E Cinema Chowk Chungi Plaza Chowk to Naz 10:45-11:45 996 5645 5057 1 1140 0.87 D Cinema Chowk Local Single Naz Cinema Chowk to Chungi 18:15-19:15 276 2322 2223 1 1140 0.24 A Chungi Plaza Chowk 5 Plaza Chungi Plaza Chowk to Chowk Chowk 16:00-17:00 1191 7633 7378 1 1140 1.04 F Yadgaar Local Single Chowk Yadgaar to Chungi Plaza 16:00-17:00 953 6891 7063 1 1140 0.84 D Chowk Kachehri Gate Chowk to Chungi 18:00-19:00 3021 13920 12481 1 1140 2.65 F Plaza Chowk Local Single Chungi Plaza Chowk to Kachehri 18:00-19:00 4147 26036 20821 1 1140 3.64 F Kachehri Gate Chowk 6 Gate Milad Chowk to Kachehri Gate 16:15-17:15 967 5096 5032 1 1140 0.85 D Chowk Local Single Kachehri Gate Chowk to Milad 16:00-17:00 1139 4414 4094 1 1140 1.00 E Chowk Kachehri Gate Chowk to Milad 16:00-17:00 1300 9829 8345 1 1140 1.14 F Milad Chowk 7 Local Single Chowk Milad Chowk to Kachehri Gate 16:15-17:15 1130 6080 6714 1 1140 0.99 E Chowk
181 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Chowk 8 Chowk Yadgaar to Ghanta Ghar 17:00-18:00 436 2711 2872 Local Single 1 1140 0.38 B Yadgaar
Ghanta Ghar to Shaheen Bazaar 12:30-13:30 782 5315 5187 1 1140 0.69 C Ghanta 9 Local Single Ghar Shaheen Bazaar to Ghanta Ghar 09:00-10:00 698 4632 4543 1 1140 0.61 C
Pepal Mandi to Chowk Yadgaar 16:00-17:00 770 5697 5347 1 1140 0.68 C Pepal 10 Local Single Mandi Chowk Yadgaar to Pepal Mandi 16:15-17:15 708 4985 4998 1 1140 0.62 C
Masjid Qasim Ali Khan to Pepal 17:00-18:00 934 6648 6100 1 1140 0.82 D Masjid Mandi 11 Qasim Local Single Dalgran Bazaar to Masjid Qasim Ali Khan 10:00-11:00 592 4999 5078 1 1140 0.52 C Ali Khan Chowk Shahbaz to Masjid Qasim 10:30-11:30 109 976 907 1 1140 0.10 A Chowk Ali Khan 12 Local Single Shahbaz Masjid Qasim Ali Khan to Chowk 11:30-12:30 1342 7594 7084 1 1140 1.18 F Shahbaz
Munda Beri to Pepal Mandi 11:00-12:00 450 3667 3577 1 1140 0.39 B Local Single Munda 13 Pepal Mandi to Munda Beri 11:15-12:15 648 3807 3960 1 1140 0.57 C Beri Munda Beri to Chowk Nasir Ali 10:45-11:45 358 2514 2701 Local Single 1 1140 0.31 A Khan
Munda Beri to Chowk Yakatoot 14:45-15:45 792 6231 6059 1 1140 0.69 C Local Single Chowk 14 Chowk Yakatoot to Munda Beri 09:00-10:00 1120 8003 8068 1 1140 0.98 E Yakatoot
Chowk Yakatoot to Jattan 10:30-11:30 159 1017 991 Local Single 1 1140 0.14 A
182 Design of Pedestrian Precincts & Parking Plaza, Peshawar
5.4.5 Analysis of Parking Facilities
There does not exist ample parking spaces in the study area. People are forced to park their vehicles on roads, which hinders traffic flow and results in hardships for pedestrians. It was observed that only one underground parking facility is present at Chowk Yadgaar while the rest of the Bazaars have no such facility. Residents have also established illegal motorcycle parking areas which further deteriorate the situation. In addition, parallel parking during business hours is another issue which leads to traffic chaos. Contrary to other case study areas, percentage of motorcycles is high than car/ private vehicles among the total number of parked vehicles in the area (see Figure 5-36 and Figure 5-37 respectively). It is because people prefer to travel on motorcycle in the inner city area having narrow streets and traffic congestion.
0% 16% 0% Motorcycle 12% 37% Car 35% Wagon, Suzuki, Minibus Rickshaw, Qingqi Mazda, Coaster Others
Figure 5-36: Parked Vehicle Distribution in Bazaar Area on 28/09/2014 (Sunday)
9% 0%1% 12% Motorcycle 41% Car 37% Wagon, Suzuki, Minibus Rickshaw, Qingqi Mazda, Coaster Others
Figure 5-37: Parked Vehicle Distribution in Bazaar Area on 29/09/2014 (Monday) Parking hours of the vehicles in the case study area are also different from that those observed for other three case study areas (Figure 5-38 and Figure 5-39). It is because limited parking
183 Design of Pedestrian Precincts & Parking Plaza, Peshawar spaces are available. Furthermore, available parking spaces are occupied by the shop owners. They park their vehicles for whole day i.e., business hours. The above mentioned finding is augmented by the statistics of modal split for parked vehicles. Lack of parking spaces results in preference for motorcycles i.e. two wheelers which are easy to manoeuvre in the area.
900 800 700 600 500 400 300 200 100
0
9:00-9:30
9:30-10:00
10:30-11:00 11:00-11:30 11:30-12:00 12:00-12:30 12:30-13:00 13:00-13:30 13:30-14:00 14:00-14:30 14:30-15:00 15:00-15:30 15:30-16:00 16:00-16:30 16:30-17:00 17:00-17:30 17:30-18:00 18:00-18:30 18:30-19:00 19:00-19:30 19:30-20:00 20:00-20:30 20:30-21:00 10:00-10:30 Figure 5-38: Parked Vehicle w.r.t. Time in Bazaar Area on 28/09/2014 (Sunday)
1600 1400 1200 1000 800 600 400 200
0
9:00-9:30
9:30-10:00
13:00-13:30 20:30-21:00 10:30-11:00 11:00-11:30 11:30-12:00 12:00-12:30 12:30-13:00 13:30-14:00 14:00-14:30 14:30-15:00 15:00-15:30 15:30-16:00 16:00-16:30 16:30-17:00 17:00-17:30 17:30-18:00 18:00-18:30 18:30-19:00 19:00-19:30 19:30-20:00 20:00-20:30 10:00-10:30 Figure 5-39: Parked Vehicle w.r.t. Time in Bazaar Area on 29/09/2014 (Monday)
184 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Perception Survey results reveal people purpose of trip with respect to various mode choices. Figure 5-40 shows that most of the people use motorcycles as primary choice of mode in the study area. For access to education centres, people tend to prefer car as mode of travel.
45% 40% 35% 30% 25% 20%
Percentage 15% 10% 5% 0%
Walk Bicycle Car Motorcycle Rickshaw, Taxi Qingqi Public Transport
Figure 5-40: Modes of Travel with respect to Purpose of Trip in Bazaar Area Figure 5-41 shows that 50% people who live in Saddar Bazaar parked their vehicles outside of their houses on roads similar in the case of category of others i.e. 75% people those come to meet their friends and relative also park their vehicles on roads. Evidently, there is huge trend for on-street parking in the area. The reason is lack of ample parking spaces.
100% 90% 80% 70% 60% 50%
40% Percentage 30% 20% 10% 0% Work, Educatio Recreati Home Hospital Banks Others Business n onal On-Street 50% 53% 75% 100% 88% 69% 75% Off-Street 50% 47% 25% 0% 13% 31% 25%
Figure 5-41: Parking Type with respect to Purpose of Trip in Bazaar Area
185 Design of Pedestrian Precincts & Parking Plaza, Peshawar
When car and motorcycles owners/ drivers were inquired about availability of type of parking, most of them replied that they park off street. Table 5-64 shows that 56.60% car users parked their cars alongside road while 43.40% owners parked their vehicles in parking lots. Similarly in the case of motorcycles 57.14% parked alongside the road and other 42.86% parked in Parking lots. Table 5-64: Type of Parking with respect to Mode of Travel in Bazaar Area
Mode of Travel Parking Type Car Motorcycle
On-Street 56.60% 57.14%
Off-Street 43.40% 42.86%
Total 100% 100%
Number Plate Survey conducted for two days in the Bazaar Area. Table 5-65 shows the distribution and comparison of volume of parked vehicle for two different days. The volumes and percentages of parked vehicles almost remain same for two different days of the week. The contribution of car in parked vehicles on Sunday and Monday are 34.84% and 36.52% respectively.
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Table 5-65: Distribution and Comparison of Volume of Parked Vehicles in Bazaar Area. 28-Sep-2014 (Sunday) 29-Sep-2014 (Monday) Vehicle Type Parked Parked Percentage Percentage Vehicles Vehicles Motorcycle 5771 36.65% 9727 40.99%
Car 5486 34.84% 8666 36.52%
Wagon, Suzuki, Minibus 1827 11.60% 2932 12.36%
Rickshaw, Qingqi 2523 16.01% 2198 9.26%
Mazda, Coaster 55 0.35% 49 0.21%
Others 86 0.55% 158 0.66%
Total 15748 100% 23730 100%
Figure 5-42 highlights the duration of parking with respect to various modes i.e. 39% of Motorcycles and 36% of cars are parked for an interval of less than 1 hour. The percentage of motorcycles remained high in every time interval except interval of more than 8 hours. This is affirmed by the fact that people tend to make local trips during working hours by motorized two wheelers.
60%
50%
40%
30% Percentage 20%
10%
0% Less More 1 - 2 3 - 4 5 - 6 7 - 8 than 1 Than 8 Hours Hours Hours Hours Hour Hours Motor Cycle 39% 42% 42% 49% 52% 35% Car 36% 39% 42% 35% 35% 49% Wagon, Suzuki, Minibus 12% 11% 15% 15% 13% 15% Rickshaw, Qingqi 12% 8% 2% 0% 0% 0% Mazda, Coaster 0% 0% 0% 0% 0% 0% Others 0% 0% 0% 0% 0% 0%
Figure 5-42: Duration of Parking for Various Mode of Transport in Bazaar Area
187 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Furthermore, Figure 5-42 shows the percentage of each vehicle type for different time intervals i.e. 39% Motorcycles were parked for less than 1 hour, 42% Motorcycles were parked for 1-2 hours. It further shows that most vehicle were parked for intervals of less than one hour and one to two hours.
188 Design of Pedestrian Precincts & Parking Plaza, Peshawar
6. PERCEPTION, VIEWS AND OPINION - FOCUS GROUP DISCUSSION
6.1 Walking
In the context of problems faced during walking in the city, the participants of all focus group discussion stated that walking is opted only for short trips i.e. between home to local amenities i.e. shops, clinic present in the neighbourhood. Furthermore, they agreed to the fact that pedestrian infrastructure exists in the city however, various associated problems make hard for them to fully utilize the isolated walkways present in the commercial areas. “Footpaths exist in Saddar Bazaar area; however, these are encroached by the shopkeeper and one cannot use them (male, age group 18 to 65 years)”. Likewise, participants were of the opinion that illegal parked vehicles in particularly of the shop keepers also creates barriers for pedestrians. In fact, people are forced to walk on main road. “Footpaths are encroached by vehicles parked illegally. Encroachers or street lingos are also creating problems in safe mobility of pedestrian (male, age group 18 to 65 years)”. In Saddar Bazaar, “there is no infrastructure for pedestrians except a little which is either encroached by shopkeepers or covered by parked vehicles. There is lack of planning for pedestrian infrastructure e.g. footpaths etc. (male, age group 18 to 65 years)”. Affirming the male respondent opinions, perceptions and views, women stated that walking opportunities for male in the city are comparatively more than females. Females face multiple problems while opting walking as mode of transport or physically walking in the city. It is because the culture of city is sterner for the females; consequently, walking is not considered as a suitable option for the females. In case they have to make trips on foot, they are either accompanied by their family members or they travel in groups. “We usually go in a group of 3 to 4 female students to Saddar bazar or Qissa Khawani Bazaar on Saturday in morning hours. Travelling in a group provides us a sense of security and safety. Further, we walk in the afore- mentioned commercial/retail centres in day light. Travelling in evening or late hours is impossible and socially unaccepted (female, age group 16 to 65 years)”. With respect to prevailing pedestrian infrastructure, both male and female focus groups have the identical opinion that existing pedestrian infrastructure is deficient in terms of inter- connectivity and linkages with activity locations. Furthermore, there is no information available regarding existing pedestrian infrastructure. “The existing footpaths have no uniform width and they vary in both width and height; thus, making waking difficult for people especially elderly women and children (female, age group 16 to 65 years)”. “Existing pedestrian infrastructure in Peshawar city does not justify the requirement of the pedestrian. Almost 10,000 people travel through Bacha Khan Chowk to different cities and roads reaches to their full capacity. Infrastructure for the persons with disabilities i.e. blind men should be introduced on main arterial roads of Peshawar city (male, age group 18 to 65 years). Moreover, “There is a need of provision of adequate footpaths at road links and zebra crossing at intersections (Male, age group 18 to 65)”.
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The respondents of all the focus group discussion were adamant that prevailing infrastructure does not promote walking as mode of travel in the city; however, if improvements are made, then they are willing to adopt walking as their mode of travel (as identified in Table 6-1). Likewise, the participants were of the unanimous opinion that provision of pedestrian precincts is of utmost important to reduce the congestion experienced in the city especially in retail and commercial centres. There is a dire need of zoning of Peshawar city to isolate the pedestrian zones from motorised vehicular zone. Sitting facility, pedestrian walkways and green belts alongside the road should be provided in Peshawar city to make it a walkable city (male, age group 18 to 65 years). Moreover, while discussing underlying study and identified study areas i.e., Saddar Bazaar, Dubgari Garden, Malik Saad Shaheed Road and Inner City Bazaar area, the participants emphasised that these areas must be converted into non-vehicular zones with proper parking facilities. Table 6-1 highlights the views, opinions and perceptions of the participants below. Furthermore, it depicts that all participants were obdurate that provision of pedestrian facilities and precincts in the city will reduce the inconvenience caused by the bulging number of vehicles, lack of parking places and safety concerns. Table 6-1: Constraints, Opportunities and Experience of Walking Walking Focus Group Gender Probes/ Criteria Connected Convivial Conspicuous Comfortable Convenient Safe As Mode of Transport ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ Willingness to Adopt if Improved † † † † † † † † † † † † † † 1 & 3 Women As part of a Transit Journey † † † † † † † † † † † † † Existing Infrastructure ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ Provision of Padestrian Precints † † † † † † † † † † † † † † † As Mode of Transport ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ Willingness to Adopt if Improved † † † † † † † † † † † † † † 2, 4, 5, 6, 7 Men As part of a Transit Journey † † † † † † † † † † † † † & 8 Existing Infrastructure ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ Provision of Padestrian Precints † † † † † † † † † † † † † †† 0 represents factors that have no importance i.e. merely mentioned in the discussion, − or + highlights the factor has minor importance and was discussed more than twice in discussion in positive or negative manner −− or + + sign indicates that factor was of importance for social groups and repeated more than 3 times in positive or negative manner −−− or + + + sign indicates that the factor is of prime importance and discussed repeatedly in positive or negative manner
6.2 Cycling
With respect to cycling, all focus group discussion participants had an unyielding opinion that cycling is the least preferred mode of transportation in the city. “The only cyclist you see in the city traveling along the main artery from Karkhano Market to Lorry Adda are professional hawkers who transport various items. They make 2 to 3 trips per day to earn their living (male, age group 18 to 65 years)”. Furthermore, the participants were of the opinion that there does not exists any infrastructure for the cyclists in the city. “There are no cycle stands, lanes or signals for the cyclists; thus,
190 Design of Pedestrian Precincts & Parking Plaza, Peshawar
they are forced to share the same road with the vehicular traffic. This pose a serious safety concern (male, age group 18 to 65 years)”. Likewise, one of the male participant (age 18 to 65 years) stated that “There are no more cyclist in Peshawar city now. People are not willing to cycle in huge traffic because no cyclist infrastructure is available in Peshawar. Likewise, “In reality, cycle is not used even as part of transit journey because there does not exists any infrastructure for cyclists.” Identical to men, participants of the female groups strictly negated cycling as their mode of travel. “It is considered odd for women to cycle in the city (female, age group 16 to 65 years)”. In fact, women stated that neither they have used cycle as mode of travel nor they have any information about cycling in the city. The same is affirmed by their opinions incorporated in the Table 6-2 below. However, interestingly, they were of the opinion that cycling can be adopted as mode of travel for short distance trip provided safe, integrated and adequate infrastructure is provided. Correspondingly, men participants had negative view about cycling as mode of travel but they were willing to adopt it as part of transit journey if safe adequate infrastructure is provided. The male participants emphasized that cycle stands should be provided in the city for promoting cycling in the city. Table 6-2 illustrates constraints, opportunities and experience of the people with respect to cycling. Table 6-2: Constraints, Opportunities and Experience of Cycling Cycling Focus Group Gender Probes/ Criteria Connectivity Comfortable Convenient Safe As Mode of Transport 0 0 0 0 Willingness to Adopt if Improved † † † † † † 1 & 3 Women As part of a Transit Journey 0 0 0 0 Existing Infrastructure 0 0 0 0 Provision of Cycle Stands † † † † † † † † † † As Mode of Transport ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ Willingness to Adopt if Improved † † † † † † † † † † † 2, 4, 5, 6, 7 Men As part of a Transit Journey † † † † † † † † † † † & 8 Existing Infrastructure ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ Provision of Cycle Stands † † † † † † † † † †† 0 represents factors that have no importance i.e. merely mentioned in the discussion. − or + highlights the factor has minor importance and was discussed more than twice in discussion. −− or + + sign indicates that factor was of importance for social groups and repeated more than 3 times. −−− or + + + sign indicates that the factor is of prime importance and discussed repeatedly.
6.3 Parking
The participants of the male focus groups stated that parking has become a major issue in the city especially in the identified case study areas. “Ironically, the number of vehicles in the city are increasing day by day whereas there does not exists ample parking spaces in the city. Lack of parking spaces results in illegal parking on or along the road side; thus, causing congestion and inconvenience for all road users (male, age group 18 to 65 years). The participants accentuated that the inadequate and illegal parking on roads especially in the identified case study areas are the main reason of traffic congestion and limited pedestrian activities. In Bazar Area, the width of footpath has reduced; consequently, encroachments should be removed from these bazaars (Female, Age group 16 to 65 years).
191 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Correspondingly, the participants of the women focus group augmented the views of the male participants regarding availability of on-street or off-street parking spaces; however, regarding parking fee, it was quoted that usually male members of the family pay the fee so therefore their knowledge is limited. With respect to parking infrastructure, participants of the male focus groups stated that limited on and off-street parking spaces available in the case study areas are regulated by contractors/ private entrepreneurs who charge high fee. In addition, there is no notified rates therefore, the contractor contractors/ private entrepreneurs over-charge and people are constrained to pay their desired rates. Another concern raised by the participants was safety. Participants of the various group discussions in particularly male partakers stated that no surveillance system is available within both on-street and off-street parking lots. “It is not safe to leave your car for a whole day in the parking place. These parking places are neither fitted with surveillance cameras nor adequately manned (male, age group 18 to 65 years)”. Participants of the female focus groups had similar views; however, they also lightened the fact that they are accompanied by the male member of the family who drove them to their desired location; consequently, parking of the vehicle is not of their concern as such. The male family member who accompany them usually sort out these issues. The participants were inquired whether they are willing to pay more if state of the art, integrated and regulated parking facilities is provided to them. The male participants showed their willingness to pay more for efficient parking facilities in the city. Women participants also showed willingness to pay high fee and of the view that high fee may be resulted in better parking facilities resulting in less congestion in the city. In addition, participants of both focus groups particularly, men asserted that conventional parking planning approach should be abounded and new technology and planning dogmas adopted globally shall be adopted. “Intelligent Transport system should be introduced in parking facilities (male, age group 18 to 65 years)”. The participants avowed that the potential of the existing parking spaces available in the city shall be explored through development of multi-storey parking plazas. “Multi-storey parking plaza adjacent to major retail centres including Saddar Bazaar and Bazaar Area, etc. should be built to transfer the parked vehicular load from roads. Likewise, Park & Ride or Kiss & Ride system should be introduced (male, age group 18 to 65 years)”. With respect to parking provisions in the identified case study areas, it was stated by the male focus group participants that “Saddar Bazaar is the hub of economic activities and parking plaza must be constructed on adjacent open spaces and vacant government land (male, age group 18 to 65 years)”. Likewise, with respect to Bazaar Areas it was stated that “Non- availability of parking facilities has become a major issue of Inner-city Bazaar area beside the pedestrian mobility and traffic congestion. The Shopkeepers and customers of other markets and nearby localities e.g. Jahangirpura, Takki Hameed, Kabari Market and Japan market etc. parked their vehicle in Qissa Khawani Bazaar which reduced the parking options for people who do shopping from the Qissa Khawani Bazar (male, age group 18 to 65 years)”. Other options regarding provision of parking facilities in the city include: -
192 Design of Pedestrian Precincts & Parking Plaza, Peshawar
a. Drain adjacent to Qissa Khawani Bazaar can be also be used for parking purposes after covering. b. Parking stickers should be only allotted to shopkeepers for parking in front of their shops. c. Hourly parking fee system must be introduced to discourage the usage of motorised vehicles. d. Loading and unloading of goods timing should be fixed and it should be in morning. e. On-street parking should be discouraged near Hospitals and Emergency Services. Table 6-3 below highlights the views, opinions and perceptions of the participants regarding parking facilities in the city. Table 6-3: Constraints, Opportunities and Experience of Parking Parking Focus Group Gender Probes/ Criteria Affordable Safe Available Convenience Off-Street Parking † † † † † † † On-street Parking † † † † † † † † 1 & 3 Women Parking Fee ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ Willingness to Pay More † † † † † † † † † † † Off-Street Parking ─ ─ ─ ─ ─ ─ ─ ─ ─ 2, 4, 5, 6, 7 On-street Parking ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ Men & 8 Parking Fee † † † † † † † † † Willingness to Pay More † † † † † † † † † † 0 represents factors that have no importance i.e. merely mentioned in the discussion, − or + highlights the factor has minor importance and was discussed more than twice in discussion −− or + + sign indicates that factor was of importance for social groups and repeated more than 3 times −−− or + + + sign indicates that the factor is of prime importance and discussed repeatedly
6.4 Public Transport
Public transport operates only on a few routes in the city. The prime route being served by wagons and buses in the city is From Karkhano to Saddar and from Khyber Bazaar to Lahore Adda. A clear consensus was noticed among all the focus group participants regarding public transport that the existing service provided in the city is in chaos. The response of the participants highlight that all the groups had almost similar experiences of service quality, whereas limitations and constraints varied from one social group to another. An important finding was that all the participants of focus group prefer alternate mode of transport primarily private means instead of public modes e.g. buses, and wagons. Depleting condition of buses, deficient public transport infrastructure, delays / increased travel time, reliability, no priority for public transport, no clear fare determination and regulation mechanism, integration and safety are among the various negativities associated with the prevailing system. One of the male participants of the focus group (age 18 to 65 years) stated “we use public transport for accessing our desired activity locations; however, lack of sufficient number of buses leading to increased frequency and journey time results in disadvantage for us”. Moreover, Public Transport Scheduling restricts use of bus as mode of travel; thus, resulting in high-car dependency rate. “Para-transit and Private Vehicles are much better than Public Transport (female, age group 16 to 65 years)”.
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Another factor that restricts social groups from travelling by Public Transport is variation in the service frequency, especially between weekdays and at weekends. Huge headway differences exist between weekday and weekend services. Moreover, not only does the service frequency on weekdays differ from that of the Saturday and Sunday services, but variations also exist in peak hour and off-peak hour frequency within the same day as well. Likewise, participants were not satisfied with the service frequency during peak hours on weekdays. “The bus usually comes every 25 to 30 minutes during office hours. I cannot pick my kids from the school, therefore, I use my car (male, age group 18 to 65 years)”. Participants were also unsatisfied with the difference (variation) in service frequency during evenings as well as weekends. Furthermore, it was stressed that repeated delays in the bus services on GT Road, Sir Syed Road and Railway Road on weekdays, particularly during peak hours, results in piling of buses following one and other, thus prolonging the waiting time and resulting in non-utilization of the service. “Quite often I have to wait longer for the bus during week days because it does not come on its planned time. In contrast, often it has happened that after some time, two or more buses approach the stop at the same time (female, age group 16 to 65 years)”. When asked why two or more buses approach the bus stop at the same time, it was stated that there is no priority for public transport in the city. The buses and wagons operate on the service lanes which is usually occupied by the parked vehicles; thus, creating delays in the service frequency. Furthermore, it was stated that available Right of Way (ROW) of service lane is not sufficient for two-way traffic and often vehicles approaching from opposite directions restricts buses movements. “There is no designated bus lane. Buses and cars share the same lanes on the roads in highly congested area. Consequently, journeys by bus involves more time than by car, if I use a car I do not need to stop so often (male, age group 18 to 65 years)”. The participants were of the opinion that there should be a clear policy for public transport promotion in the city. An important aspect with respect to mode choice noticed during focus group discussions was social groups reliance on alternate modes of transport i.e. people were highly dependent on cars. In addition, in the case of non-availability of private means of travel, they preferred Taxi services, Qingqi and Rickshaws whichever is available to them. Public Transport was the last choice of travel. “There does not exist any reliable public transport service in the city and often we have to wait for more than an hour for a bus. Evidently, it is not feasible and as result we prefer to use alternate means preferably private cars (male, age group 18 to 65 years).” Likewise, travel time by public transport is very high as compared to the private vehicles. “Almost three and half hour of time is wasted while travelling in public transport whereas in para-transit it takes only 45 minutes to reach Saddar Bazaar (Male, age group 18 to 65 years)”. Correspondingly, participants of the focus group discussion held in Bazaar Area focus group stated that they have an alternative option of shared taxi service which they prefer to use. The presence of this shared taxi service provides them easy access to their desired services and facilities. “I hail the next available shared taxi instead of waiting for the bus because I can save time in this way (male, age group 18 to 25 years)”. Likewise, participants of the focus group discussion, especially from University of Peshawar, Dubgari Gardens and Saddar Bazaar, were of the opinion that these issues make travelling difficult by bus, and force them to use
194 Design of Pedestrian Precincts & Parking Plaza, Peshawar other modes to access facilities and goods. They had a similar opinion to other case study area participants that the service provided is “more concentrated on the main roads than connecting the residential area with the Major Land use (male, Dubgari Gardens, age group 18 to 65 years)”. Participants argued that the service operates only on primary roads instead of collecting users from their housing areas therefore transit trips are difficult to be made. “I live at Warsak Road and if I have to go to Qissa Khawani Bazar then I have to make transit trip which results in time loss for me. This time loss is due to poor public transport service and long waiting hours at transit points. It is because of these reasons I prefer to use my car (male, age group 18 to 65 years)”. With respect to Hours of Utilization, it was stated by both female and male group participants that they use public transport only in day light. In the evening and at night times; they prefer to use private taxis and rickshaws due to safety concerns. Bus service is generally available in the morning during the weekdays, but in late hours or during evening; there is usually no bus service; thus, imposing social exclusion. Safety is the other factor that restricts participants from utilization of public transport services. According to the social groups, buses are not safe to use during off-peak hours, especially in the evening and at night, because walking to and from the bus stop or waiting at a bus stop is often dangerous. Therefore, they tend to utilize other modes or transport. An elderly participant (male, age group 60 years and above) quoted “it is best to stay home after daylight as you never know what will happen to you”. Likewise, women, particularly those who have small children were of the opinion that “they prefer to complete their tasks in daylight”. In the event that “they have to go out in the evening; they use a car or private taxi, which drops them at their home”. Correspondingly, young adults prefer to use taxi service where available in the evening, but at night time, they also opt for a private mode. In fact, safety is the most discussed factor by the participants, especially in the Bazaar Area, choosing the car as the main mode of transport. Most of the participants in all of the Study Areas, specifically elderly people and women, mentioned that it was unsafe to walk in the night or even in the evening, and to wait at the bus stops. In participants’ view, Bazaar Area has been subjected to ethnic violence and terrorist attacks in previous decades, and it is not safe to use the bus service because it requires walking along deserted streets to the bus stops and then waiting for the bus. Elderly people, especially those living along the Saddar and Dubgari Garden prefer to use a car because if they have to walk on the streets, they have severe reservations regarding their safety. “I use my own car or my son drives me to necessary places because I do not want to walk or wait alone in the streets (male, age group 60 and above)”. Female participants during the discussions pointed out regarding the issues faced during travelling that “gender mix-up (male and female) makes traveling uncomfortable. There should be separate compartments for both genders (female, age group 16 to 65 years)”. It was further stated that “While Boarding & Alighting buses, raised platforms and annoying behaviour of conductor and driver creates problems for the women; this needs to be curtailed (female, age group 16 to 65 years)”. Participants also stated that “inadequate timetables, poor route network and road infrastructure leads to non-utilization of service (female, age group 16 to 65 years)”. Safety was other important issue pointed out by the both male and female participants of the
195 Design of Pedestrian Precincts & Parking Plaza, Peshawar
group discussion. Nonetheless, female participants had severe safety concerns. “Passengers especially women have to often wait for the bus for at least half an hour to one hour; which results in severe safety concerns (female, age group 16 to 65 years)”. All the participants of Focus Group Discussion affirmed that they preferred to use the car as a mode of transport because “it provides flexibility in terms of time and cost (male, age group 18 to 65 years)”. When inquired how cost of travel by bus is more flexible in comparison to private modes; it was stated that the opportunity cost of traveling by public transport is very high. “We can use the time consumed in traveling by bus for other useful purposes (female, age group 16 to 65 years).” With respect to public transport infrastructure, the participants of all the focus group discussions had identical opinion that the existing public transport infrastructure is deficient and does not meet their travel requirements. “There are very limited number of designated bus stops in the city. Bus operate stop the buses where ever they see passengers or hailed down (male, age group 18 to 65 years)”. In addition, “the existing bus stops neither have information posts or flags nor any shelter, sitting and lighting arrangement; which barricades mobility through public transport modes (female, age group 16 to 65 years)”. Participants in all Study Areas highlighted the absence of public transport infrastructure and vowed that provision of efficient public transport infrastructure such as dedicated bus lanes, well-lit bus stops with information/ flag posts shall promote public transport transportation in the city and they will prefer to use public transport instead of their private vehicles. Table 6-4 summarizes the observations, views, and perceptions of the focus group participants below; Table 6-4: Constraints, Opportunities and Experience of Public Transport Public Transport Focus Group Gender Probes/ Criteria Connectivity Affordability Reliability Comfortable Convenient Safe As Mode of Transport ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ Willingness to Adopt if Improved † † † † † † † † † † † † † † 1 & 3 Women As part of a Transit Journey † † † † † † † † † † † † † † † Existing Infrastructure ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ As Mode of Transport ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ Willingness to Adopt if Improved † † † † † † † † † † † † † † 2, 4, 5, 6, 7 & 8 Men As part of a Transit Journey ─ ─ † † † ─ ─ ─ ─ ─ ─ ─ ─ Existing Infrastructure ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ ─ 0 represents factors that have no importance i.e. merely mentioned in the discussion, − or + highlights the factor has minor importance and was discussed more than twice in discussion −− or ++ sign indicates that factor was of importance for social groups and repeated more than 3 times −−− or +++ sign indicates that the factor is of prime importance and discussed repeatedly
6.5 Consultation with Regulatory Authorities
6.5.1 Public Transport Operations
In the perspective of provision and regulation of public transport in Peshawar city, consultative meetings were held with the regulatory authorities to note down their views, perceptions and experiences. The Deputy Commissioner Office was of the opinion that “Although there is an increased emphasis on public transport around the globe however in Peshawar city, public transport infrastructure has been neglected over the years and failed to meet the needs of the commuters. People use their own private vehicles and para-transit vehicles to travel within the
196 Design of Pedestrian Precincts & Parking Plaza, Peshawar city as well as in inter-city travelling. Countries like Spain, Italy and France have very small number of private vehicles but have an integrated public transport system for travelling inter- city or intra-city. In past years. GTS and Double decker buses operated in Peshawar city. With the passage of time, public transport was dominated by private transport due to various reasons; thus, creating traffic chaos and congestion in the city. Traffic congestion can only be resolved by promotion of public transport.” Likewise, the representative of Traffic Police while discussing the factors of failure of public transport, stated that “main reasons of public transport failures include undefined routes, outdated buses, illegal bus stands, unidentified stops, unavailability of route permits and people’s multifaceted behaviour.” Evidently public transport in Peshawar city is in very worst condition as comparing to Lahore and other cities of Punjab. Buses are outnumbers as compared to the demand of people. No public transport facility is available after 08:30 pm. Several feasibility studies were carried out however no mega project of public transport is implemented yet. Lack of co-ordination and internal conflicts between departments is also among the major reasons of failure of public transport in Peshawar city”. A consultative session was also held with the public transport operators and Secretary RTA regarding the operations of public transport buses in the city. The President of Local Transport Union stated that “After the failure of Government Transport Service (GTS), Public transport in Peshawar lost its liability and reliability. Now a day, Public transport operates on service lane which is unacceptable for passengers and public transport operators. Passengers have to suffer in terms of delay and anxiety, even operators have to suffer in terms of increase in fuel consumption, cost and delay in journey time.” Regarding the discussion about the behaviour of traffic police towards public transport operators, President of Local Transport Union stated that “there needs to be a clear coordination mechanism between transporters and operators.” Likewise, President of Local Wagons also added that “Fines should not be the source of income for the Government.” While discussing about provision of subsidy to the transport operators by the Khyber Pakhtunkhwa Government, he specified that “Transport operators are not compensated by the Government through any type of subsidy related to operations of public transport buses. Transport operators are operating and maintaining the buses at their own. Transport Operators can operate buses without subsidy however they cannot introduce new buses.” The Secretary RTA added that “Transport Department introduced new AC Hi-roof buses in Peshawar city without providing any type of subsidy.” The President of Local Transport Union further stated during the discussion regarding improvements in the existing rolling fleet that “Operators have reconditioned their vehicles e.g. mini buses and buses, according to the instructions of Secretary RTA Peshawar and Director Transport. The cost of reconditioning was endured by the operators.” Furthermore, the President of Local Transport Union stated while discussing the operational expense and revenue generation opportunities that “Profits generated by the operators from a minibus and bus route from General Bus Stand to Karkhano Market are Rs.1000 and Rs.1500 - 1800 per day respectively. A bus makes only 2 round trip while a wagon or minibus makes 4 round trips in a day. Almost 300 wagons or minibuses are operating on three routes in
197 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Peshawar city.” While discussing the fare system of public transport, the Secretary RTA said that “RTA is controlling the fare system in Peshawar city while PTA controls the inter-city fare system. The stop to stop fare in Peshawar city is Rs.10. The fare system of public transport is linked with per passenger per kilometre cost parameter and enforcement could easily be done with the help of operators.” During the discussion about emission and fitness certification of the vehicles, the Representative of Business Development Unit (BDU) stated that “Motor Vehicle fitness certification is only for commercial vehicle according to the Motor Vehicle Rules. Vehicle Emission Certification is mandatory for every vehicle which is certified by the Environmental Protection Agency (EPA) technical team. EPA is empowered to inspect the emission of the vehicles according to the EPA Laws. Presently, Vehicle Fitness Certificate is not affiliated with the vehicle emission certificate. However, vehicle fitness certificate should be affiliated with it. This needs to be amended”. The President of Local Transport Union further added that “Transport Operators have to pay Rs. 100 and Rs. 200 for vehicle fitness certification and vehicle emission certification respectively and usually two days are required to obtain these certificates”. The Representative of BDU further added that “Vehicle Examination and fitness certification centres have been established in all regions. Likewise, one Motor Vehicle Examiner is posted in each region”. While discussing the conditions of bus stops and bus bays in Peshawar city, The President of Local Transport Union stated that “Bus Bays and bus stops are present at various locations of Peshawar city however they neither fulfil the demand of passenger nor match the international standards”. Furthermore, when inquired about scheduling of the transport operators about the time schedule and routes, the President of Local Transport Union stated that “Transport Operators follow the policy of First Come and First Go during operation hours; however, during morning hours, they follow the minimum headway of 3 to 10 minutes for buses and minimum headway of 2 min for wagons/minibuses. The operational hours are almost 12 hours per day. The average time taken by bus for a trip General Bus Stand to Karkhano Bazaar is almost 2 hours. Transport operators can save one round trip for a day if Government allow to ply the buses on main roads”. The President of Local Transport Union further added that “routes alignment of public transport needs to be revised and updated”. 6.5.2 Prevailing Regulatory & Institutional Mechanism
Various transport regulatory authorities and infrastructure related public entities were consulted to seek their expert opinion regarding infrastructure provision and maintenance in the city. The starting point in the focus group discussions was about the number of departments involved in transport infrastructure provision and traffic management in Peshawar city either at Provincial Level or District Level. Participants responded that “Identical to other cities of Pakistan wherein jurisdiction of departments/authorities are not well defined for the transport related developments projects, the city of Peshawar too have multiple institutions in city performing similar roles and having no coordination. Isolated work of department and absence of standard manuals and guides of transport related facilities/infrastructures results in wastage of resources”. Furthermore, representative of UPU added that “Existing co-ordination system has turned into fiasco as a result of old policies, regulations, duplications of resources,
198 Design of Pedestrian Precincts & Parking Plaza, Peshawar and lack of due diligence. There is an immediate need of actions to be taken to overcome these adversities from institutions. Proper co-ordination cannot be done until institutions are strengthened enough with integrated and centralised database system”. The representative of PDA further presented an example in this regard that “approval of building plan is the domain of PDA now. Now days, municipal corporation has started to approve building plan by their own. In last 8 years, not a single building plan was approved by Municipal Corporation. Municipal Corporation is not established as a development authority. Likewise, PDA is not structured for municipal works however Municipal Corporation had lack of staff in past. So, Municipal Corporation functions were transferred to the authority”. Contrary to other participants, representative of Traffic Police was of the view that “presence of various public/private entities is a blessing as well as major strength of Peshawar city. These entities are very much capable of achieving their full potential in terms of their respective jurisdictions thus, contributing in the development of the city”. In the context of co-ordination Committee for the new initiatives for transport, representative of Urban Policy Unit said “Deputy Commissioner of Peshawar always head the co-ordination Committee which is mandated for overseeing the new transport initiatives in the city”. Regarding coordination among various departments, it was highlighted by the representative of Traffic Police that “there exists very bleak coordination mechanism among the departments”. The same was affirmed by other departments except PDA. The representative of the PDA was of the opinion that “We are involve Traffic Police in every initiative undertaken by PDA since 2013. We solve every issue by mutual co-ordination”. However, when inquired regarding complexities associated with dedicated U-turns provided in the city, the response was very weak. Importantly to examine the level of coordination among various departments, the case study of dedicated U-turns provided in the city was placed before the group members. The participants were inquired regarding any reference document or any other study conducted to measure the impact of traffic on the nearby junctions prior to provision of U-turns, it was stated that “there exists no study but impact is evaluated in co-ordination with traffic police and a technical presentation is made before and after the provision of dedicated U-turn. We identify the locations of dedicated U-turn and use our technical expertise to verify the identified locations”. Likewise, when inquired about availability of development plans/master plan for the Peshawar city, representative of PKHA informed that “No development plans/master plan is available. Traffic count have been executed on individual transport related projects by the consultants”. With respect to planning process, the participants prior to inquiry about policy devising mechanism were briefed about various approaches adopted during policy formation which included “Bottom Up” and “Top Down” approach. “Top Down” can be describe that a proposal float from upper entity to lower entity and “Bottom Up” is via versa. Representative of Transport Department replied that “We receive different project proposal for review however we cannot evaluate them due to lack of technical expertise. Transport Department does not deal with planning of projects, it focuses only regulatory part”. Representative of UPU added “There is no cross assessment of any project”. The statements of the various entities clearly
199 Design of Pedestrian Precincts & Parking Plaza, Peshawar affirm the results of the previously completed Task under this study wherein detail policy review was carried out. With respect to rehabilitation and maintenance of roads, representative of Peshawar Development Authority (PDA) stated that “PDA mostly concerns with development of the Hayatabad as well as the rehabilitation and maintenance of major roads e.g. N-5 (within the Peshawar District Boundary except Cantonment) and Ring Road”. Representative of PDA also stated that “the maintenance of Ring road is the domain of PDA”. Likewise, Representative of PKHA stated that “all major roads of province came under the authority of PKHA”. He also stated that “C&W owns the Minor city link roads and village roads”. While discussion of maintenance of roads Representative of Cantonment Board said “Approximately 20-25% of the budget is allocated by the Cantonment Board for the Maintenance of the Roads, street lights and road signage every year. Cantonment board has its own funds for the construction of new roads”. Importantly all the participants except cantonment board had a common opinion that “the road maintenance budget is not fully used for the said purposes and often it is not determined in an adequate manner.” Regarding availability of design standards and guidelines, representative of PDA stated that “there does not exists any parking by-laws nor signage design standards”. Representative of PKHA augmenting the statement of PDA representative added that AASHTO Guideline for geometric design are usually used which does not comply with local conditions. While discussing the technical expertise of the departments relating to transport planning and traffic engineering, representative of Cantonment Board quoted “We don’t have any expert and expertise available”. Likewise, PKHA representative affirmed the same response. PDA representative responded to the query of available expertise that “PDA has the capacity of transport planning and traffic engineering in form a directorate but it is not fully functional”. The PDA representative was adamant that prior to construction of any new structure in the city, Traffic Impact Assessment Study is carried out. The same is for any new road structure development. However, it was acknowledged that the expertise available at PDA needs to be strengthened. While discussing the gaps and imperfections pertaining to enforcement and driver’s training (parking and driving test) in Peshawar city, representative of UPU quoted that “Design standards for parking and traffic signage are not available. Regulatory and warning signs should be the part of Highway Code and it should be taught to drivers. 90% of the drivers are either uneducated or have no license. Lack of enforcement and low rate of penalties urge the drivers to violate the traffic rules. Heavy Penalty should be introduced in the city. Drivers should be tested in live traffic conditions prior to issuance of licence”. Representative of Traffic Police stated that “In traffic police driving school facility, different theoretical course includes warning signs and special signs etc. have been taught to the learners. We have limited resources and capacity however we do our best effort to get the results. We also take the test of parking at specific angle”. An anomaly was highlighted by the participants that two authorities Transport Department and Traffic Police are issuing driving licence in the city while having no coordination which needs to be removed.
200 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Representative of PDA stated that “Lack of enforcement is major issue of Peshawar city”. Representative of Transport Department further added that “lack of enforcement and knowledge about traffic rules and regulations further worsen the situation”. Correspondingly most of the participants highlighted that poor law enforcement results in congestion in the city. Representative of PDA and Traffic Police stated that “The blockage due to barriers set-up by law enforcement agencies including armed forces on various road network links is one of the major reasons of congestion in the city and it is a major weakness in fluency/connectivity. For example, if someone is going home through GT road, it shall not take more than half an hour to reach home normally, but the situation keeps changing every 2nd day because of blockage due to placement of physical barriers without any prior information and the travel time may peak up to one and half hour”. The Deputy Commissioner while concluding the discussion stated that “Studies should be done on the results of actual data collected from the field to earmark their authenticity”. He further added that “the city has enough right of way for roads in comparison to other cities in Pakistan. Enforcement of law contribute almost 80% in betterment of mobility patterns in the city. While out of remaining 20%, traffic engineering contributes 10% and the other 10% is shared by awareness of road furniture and traffic education for betterment of flow patterns in the city. There is a need of robust transport study in the city for both vehicular and pedestrian mobility assessment”. Regarding coordination among departments it was added by the Deputy Commissioner that “an appropriate co-ordinated mechanism and knowledge sharing procedure should be introduced within different entities to reduce the time and cost”. Likewise, while discussing transport infrastructure related to public transport and goods transport, Deputy Commissioner stated that “Terrorism caused a lot of damage to existing transport infrastructure. Now a day, Peshawar is portraying very ugliest condition in terms of traffic and public transport. Truck and illegal bus terminals should be shifted from premises of the city. Almost 270 good terminals are illegally operating in Peshawar city. Adequate connectivity network between bus terminals and residential area should be established through public transport system. Non-costumed vehicles should be banned in the city to decrease the traffic load on roads”. While speaking about standards, acts and laws he stated that “building by-laws and parking by-laws should be amended with new acts and laws related to provision of parking facilities within the multi-storey commercial and residential plazas. Standards of constructions does not meet the needs of current Peshawar city”. Adding to the views of the Deputy Commissioner Peshawar, the representative of Transport Department stated about the construction of bus stops and Bus terminals that “Local Government collects all the revenue of bus terminals. Over charging and increase in fares in bus terminals should be avoided to facilitate public”. Secretary RTA Peshawar further stated that “there is no clear policy/ strategy regarding construction of bus stops in the city. Location of bus stops shall need to be determined in co-ordination with all stake holders and after review of adjacent land use”. The Representative of BDU stated that “Transport Department deals with the fare management. Local Government deals with Managerial and administration issues of bus terminal like passenger enmities and tenders etc.” The Representative of PDA stated that “a development control body should be established in Peshawar city to control/ monitor the developments and to coordinate within affiliated entities”.
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During the discussion about functions of Mass Transit Cell and Mass Transit Act, the Representative of BDU added that “Mass Transit Act prepared by Transport Department with assistance of UPU is sent to Law Department for their verification before presentation to the Cabinet of KPK Government. Mass Transit Cell will be an independent entity however it will be subsidiary of Transport Department. Minister Transport as chairman will lead the board of directors which includes Secretary Transport, Secretary P&D, and Secretary Finance etc.” A separate consultative meeting was held with Director Transport & Mass Transit, Transport department wherein it was highlighted that “The department has launched new AC coasters in phases. Initially 50 coaches are being launched where as 200 more are in pipeline”. Regarding concerns about the livelihood of existing Wagons and Mazda owners it was coined that “Owners of existing transport facility can refurbish their vehicles. The department will pay the price of this task”. Regarding apprehensions about the refurbished vehicle, it was stated that these vehicles have to meet a certain criterion and these are inspected prior to operation on road. It was further informed that “currently 12 vehicles have been refurbished and they are in operations. The cost of refurbishment is around 0.3 million”. Further, these new coasters will be given to all the transport facility owners so that they can sustain themselves in the society.” On the question about the response of people about this new transport initiative, the Director Transport & Mass Transit mentioned “Although fare of theses busses is more than existing transport facility but it is welcomed by the public because these coasters are air Conditioned and provides more comfortable ride”. About the congestion on roads the Director Transport & Mass Transit was of the opinion that “There is a flood of private vehicles on road. This can be minimized with public transport inclusion. Furthermore, the public transport service to be provided should be economical, reliable, comfortable and accessible so that people opt it in comparison to private modes”. In the context of congestion reducing strategies like, to discourage the use of private vehicles by imposing high parking fees, congestion charges and strict driving license issuance process; the Director Transport & Mass Transit argued that “For these restrictions to be implemented, there are a bulk of hurdles which are in the form of administrative failure. Particularly in Peshawar the situation of administration and legally registered vehicles is worse than any other city in Pakistan, without the data of registered vehicles it is almost impossible to adopt these strategies”. On the issue of pedestrian precincts, it was affirmed that “here is an utmost need of pedestrian precincts in the city and it should be given high priority. But policy implementation is a huge dilemma. The rules should be equal for all classes of society, there should no discrimination. Proper enforcement method should be adopted prior to implementation of pedestrian precincts”. Regarding the parking problem in the city, the Director Transport & Mass Transit stated that “the places reserved for parking operations in the commercial centres are used for some other purposes. Owner of the buildings does not want to keep their precious space vacant for parking only. Furthermore, often these parking spaces are not properly designed especially with respect to floor/ visitor ratio”.
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Regarding the strengthening of transport related departments with respect to staff, especially about technical staff, the Director Transport & Mass Transit mentioned that “This matter is in progress and will be resolved very soon. But this strengthening is in terms of general cadre only, not for technical staff”. For the mass transit facility initiation, in the city of Peshawar on 5 proposed corridors, the Director Transport & Mass Transit stated that “Mass transit is need of the hour, out of 5 identified routes the government is currently focusing on alignment no. 2”.
6.6 Seminar/Workshop for Stakeholder Consultation on Public Transport
As a Part of Task 4 i.e. “Stakeholder’s Consultation on Public Transport and Business causing Traffic Congestion” it was important to engage stakeholders and decision makers so that they may have a better understanding of study and to address any queries and concerns related to the study. A seminar/workshop for stakeholders and decision makers on Public transport and business causing traffic congestions in Peshawar was organized on August 26, 2015 at 0900 hours in the Khushal Hall-C of Pearl Continental, Peshawar wherein results of the survey and focus group discussions carried out under this study were presented (Agenda Attached as Appendix C3). The seminar/workshop was aimed to effectively engaging decision makers and stakeholders to share their valuable views and suggestions. It was attended by prominent representatives of various entities involved in transport policy, planning and infrastructure provision in the city (List of Participants attached as Appendix C4). 6.6.1 Presentations
Transport Initiatives by GoKP – Mr. Zubair Asghar Qureshi The event included presentations that begun with Transport Initiatives of Government of Khyber Pakhtunkhwa by Mr. Zubair Asghar Qureshi, Secretary Transport, KPK. He highlighted the importance of the study. Further, he gave a brief overview of the current state of the transport sector in Peshawar and the need of pedestrian and cycling infrastructure in the city. In addition, he also mentioned various transport initiatives i.e. Traffic Management Plan for four cities of Khyber Pakhtunkhwa etc. undertaken by GoKP. Introduction of Study – Mr. Sajjad Khan Mr. Sajjad Khan, Senior Urban Transport Specialist in his presentation gave an introduction of the study. Why it is required and what constitutes the dire need to transform the city into a lively sustainable metropolis. Furthermore, he highlighted on the aims, scope and objectives of the study. Why Pedestrian Precincts and Parking is Important for Peshawar City – Dr. Syed Murtaza Asghar Bukhari Dr. Syed Murtaza Asghar Bukhari, Team Leader of the study in his presentation highlighted the key factors which led to the need of Pedestrian Precincts and Parking Plaza study in the
203 Design of Pedestrian Precincts & Parking Plaza, Peshawar city. He explained the purpose of the project and also presented adopted methodology. Furthermore, he presented the results of the tasks completed. People Perception, Opportunities, Constraints and Limitation – Dr. Syed Murtaza Asghar Bukhari Subsequently, The Team Leader presented on the topic “People Perception, Opportunities, Constraints and Limitation” wherein Survey results, quantitative and qualitative analysis of the people’s perception, road inventory, traffic counts, pedestrian counts, parking survey was presented. Later, constraints and limitations observed by the people in the city were also discussed. Urban Mobility for All - A GIS based Solution Limitation – Mr. Muhammad Umair Mr. Muhammad Umair the “GIS Developer, UU Punjab” was invited to present an Android Application for Transit Time Mapping of Peshawar city. He gave complete demo stating how to use the Application on Mobile. Furthermore, a User guide manual to operate the App was also shared. The participants took a great interest in the App and asked various questions which were answered to their satisfaction. The Dilemma of Legal Provisions – Ms. Huma Daha Project Co-coordinator, UU Punjab delivered her presentation “The Dilemma of Legal Provisions”. Ms. Huma Daha highlighted the institutional dilemma and key issues pertaining to coordination among various departments. Furthermore, Project Coordinator also presented proposed institutional arrangement and policy measures for the city. Traffic Plan & Management of Peshawar City – SSP Traffic The Senior Superintendent of Police (SSP) Traffic, Peshawar was requested to share his thoughts about the project. He appreciated the initiative taken by UPU Peshawar and the work done by UU Punjab to accomplish the awarded tasks. He also gave his valuable suggestions regarding pedestrian precincts and public transport. Furthermore, he talked about the initiatives taken by the Traffic Police to cater traffic load on the major arterial roads of Peshawar city. 6.6.2 Discussions
Moderated discussions were carried out after each presentation, where the participants were given the opportunity to make observations and ask questions from each presenter. A fruitful and vigorous dialogue was engaged where key stakeholders and decision makers shared their concerns and appreciated the efforts of The Urban Unit in organizing an informative event.
6.7 SWOT Analysis
The opinion, views and perceptions of all the entities related to public transport including passengers were evaluated. SWOT analysis was carried out for the existing public transport system wherein threats and weakness have been noted along with strengths and opportunities. It is evident that the existing public transport system in the city is not as per the needs of the commuters. Further, the available public transport infrastructure does not meet the growing travel demand. There is a huge potential for a shifting the modal balance towards public
204 Design of Pedestrian Precincts & Parking Plaza, Peshawar transport through provision of adequate transport facilities and integration of the land use with transport nodes. In parallel, existing regulatory and infrastructure authority’s needs to be strengthened.
STRENGTH WEAKNESS
Growing Demand Duplicate Role of Regulatory ROW Available for Public Authorities Transport Lack of Policy Mass Transit In-sufficient Budget Lack of Technical Expertise No Regulation Model
OPPORTUNITIES THREATS
Willingness of the users Isolated Decision making Willingness of the Operator Involvement of all stake holders Integration with Land use Economically feasible for All Para-transit Modes Security Conditions
Nonetheless Journey environment through any mode is governed by the dimensions of the exclusion experienced by the people. If people tend to avoid public transport if they find the transport infrastructure location inadequate or their origin or required destination is not linked properly with the transport system. Likewise, if the existing transport system does not provide necessary information about bus timings or the time at which they want to make a journey is not served by the transport or if they feel insecure while standing at a stop or during off peak hours or if there is no shelter or sitting arrangements at stops or bus depots or the buses are not equipped with facilities then they prefer alternate modes of travel.
.
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7. POLICY, INSTITUTIONAL & REGULATORY FRAMEWORK
7.1 A Walkable City
A city that connects its people in the most efficient and economical way is destined to flourish and become a social and economic hub impulsively. In order to create a city that works for all the mandate of the Government should be to provide workable, safe, and accessible preferably pedestrian spaces within a city to transform it into an economically, and socially functioning city. Communities transform through planned and efficient mobility choices thus enabling development of walkable communities. The development of human settlements has always been assorted with urban streets which have performed multiple functions throughout history. Mobility was one of the functions, along with enabling economic and social evolution. In was during the 20th century that we witness a deprived role being assigned to streets, which solely caters to the function of mobility. This segregation has precipitated various issues, such as security in the absence of community, causing longer commutes from home to work, and depriving city hubs from vibrant mixed-use developments. “The street is the river of life of the city, the place where we come together, the pathway to the centre.” William H. Whyte Thus, the phenomena of a walkable city depend on the hierarchy of safe modes of transport, as shown in the Figure 7-1.
Figure 7-1: Hierarchy of Safe Modes of Transport
Evidently, walkable communities have the following characteristics: I. Connectivity A thorough, functional, and organized system of sidewalks, streets, and land-use system consistent with the scale and function of the surrounding urban context. The sidewalk and street system should link points of interest and activity, provide clean lines of sight and travel, and include simple instructive signage.
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If the city of Peshawar is to be made a walkable city then the existing transport network is to be transformed into set of nodes and links. II. Public Transport A balance among transportation modes and accessibility for pedestrians is a vital element for an efficient city. Public transport should connect residential communities to the commercial, employment hubs, hospitals, educational institutions, etc. The modal shift from private vehicle to public transport is of utmost important; only then the limited space available in form of paved roads can be utilized effectively to transport people to their desired activity locations.
Figure 7-2: Public Transport vs. Private Vehicle Ownership III. Safety Pedestrian security and safety from automobiles, motor cycles, and bicycles is vital for encouraging people to choose alternate modes i.e., shift from their personal vehicles; thus, promoting walkability. As more people, would walk, the community and neighbourhoods are tending to be safer, healthier, and friendlier to live in. IV. Sociability A Street is a place where the community comes together thus the foremost requirement would be to have a sense of hospitality and suitability for individual and community interactions. Sidewalks should provide for a variety of uses and activities characteristics of the diverse urban scene.1
1A & B A. Walk Boston, A Pedestrian Perspective on the Central Artery Project in Downtown Boston: A Report by the Pedestrian Issues Task Force (Boston, MA, 1994). B. Designing Walkable Urban Thoroughfares: A Context Sensitive Approach by ITE
207 Design of Pedestrian Precincts & Parking Plaza, Peshawar
V. Accessibility and Mobility Accessibility is the measure of the capacity of a location to be reached by, or to reach different locations. It refers to the spatial location in an urban built environment. A location is accessible; if the efforts required to be there are acceptable by the target group. Accessibility concept not only incorporates the transport link between the origin and destination and the ability for travelling by the target group, but also the characteristics of the origin and destination and the objectives of the trip. Importantly, Social exclusion depends on the level of accessibility and mobility provided by the transport network. Accessibility and mobility are basic requirements of an efficient transport system allowing its users to participate fully in different activities in a given society. Every individual has a different accessibility and mobility requirements with respect to other individual; whereas the accessibility and mobility rights of the individuals in the society remain the same. A large transportation network cannot ensure maximum rider ship until it provides all the necessary facilities and ease of access and movement i.e., accessibility and mobility to its users. Different groups in a society, for e.g., disabled people, elderly people, and women, utilize transport system and have their own particular requirements of the transport system in conjugation with land use. Nonetheless, this report intends to facilitate policies, and strategies to restore the complex multiple functions of urban transport primarily pedestrian mobility; thus transforming Peshawar into a walkable city i.e., a more vibrant and safer community for all.
7.2 Traffic and Road Infrastructure in Peshawar
Peshawar is a linear city, with its major roads off shooting from the nucleus to the surrounding towns, and further linking to other cities. The urban fabric of the city has been strengthened by infrastructure developments in particularly along the major corridors / arteries. Furthermore, to accommodate the impact of abrupt population growth the city has been expanded without any systematic planning. Likewise width of the major arteries/ corridors have been expanded to accommodate more vehicles without effective traffic management.2 In view of the layout of the city the planning, and widening of the roads may seem to work for the haphazard development but as the traffic accumulates towards the centre city, especially the old Peshawar or Walled city, it creates bottlenecks and thus impeding smooth traffic flow. Encroachment in busy markets and huge traffic volume on roads leads to mobility barriers making life miserable for drivers and for people who even could not find way to pass while walking in different areas of the city (Zulfiqar 2012). Evidently the development pattern in Peshawar city does not correlate with the expanding land use and ever demanding mobility patterns. In reality, the city is rapidly moving towards urban
2 Ali, Zulfiqar (2012), Growing Traffic in Peshawar: An Analysis of Causes and Impacts - A Research Journal of South Asian Studies, Vol. 27, No. 2, July-December 2012, pp.409-420
208 Design of Pedestrian Precincts & Parking Plaza, Peshawar sprawl with no regard for the sustainability. The situation is worsen by the fact that alternate modes of transport i.e. walking, cycling and public transport are neglected. The city needs to propagate the idea of developing Transit Oriented Developments (TODs) in order to systematically control development and link residential areas with commercial, and retail land use. People are moving out of the city towards suburbs and the car ownership has increased in recent years as mentioned in the report for MRT Phase-1, which states that the current urban area accounts for an estimated 45% of the total stock of dwellings in the Peshawar District. Furthermore, Peshawar accounts for one of the poorest i.e., an estimated 29% of KP’s population lives in poverty (UNDP, 2012). Peshawar has a total of 18 slums which are considered the poorest areas in the city.3 The data also highlights the need for public transport, and development of safe and planned sidewalks, and no-vehicle zones. There is a need to curtail Old city from all vehicular traffic, and providing parking outside the area which must be accessible to public transport, as well as personal vehicle users. In addition to above, it is affirmed in the MRT Phase-1 study that 76% of the residents from the slums identified unpaved streets and roads as critical impediment to mobility. Undoubtedly, it endorses the fact that the city requires a thorough uplifting of the corridors used by the pedestrians, along with providing economical means of public transport. This is also averted by the fact that average income of these households is Rs. 52.62 per capita per day whereas average cost of hiring a rickshaw from the slum to the link roads is between Rs70-80 per trip.4 Along with providing means of economical public transport, and sidewalks, the city should also focus on tackling the safety issue. Businesses have closed as the ongoing challenges of commercial competitiveness continues to take its toll. Based on various observations made during the MRT Feasibility Study, the three reasons were identified (i) security, (ii) remoteness to markets, and (iii) the un-competitiveness of the city from an urban infrastructure perspective is not attracting investments. It is an utmost requirement that the city provides safety for commuters by designing schemes that make roads and commercial hubs safe. The UN-Habitat report on ‘Slums in Peshawar identifies the constraints that various social groups in particularly females face by highlighting the fact that poor access, poor roads, pavements and a lack of street lighting not only exacerbates crime in them but seriously deprives women and children of mobility. Thus, in order to promote sustainable mobility patterns resulting in modal shift from private modes of transport to alternate green modes a long term policy is needed that should trigger a behavioural change; thus impacting prevailing mobility patterns and transport infrastructure provision mechanism. The underlying report uses the concepts and principles of Context Sensitive Solutions (CSS)5. Under the CSS approach, various focus group discussions were
3 Study on Slums in Peshawar, 2013- UN-Habitat 4 Study on Slums in Peshawar – 2013 UN-Habitat 5 Context sensitive solutions (CSS) is a collaborative, interdisciplinary approach that involves all stakeholders in providing a transportation facility that fits its setting. It is an approach that leads to preserving and enhancing scenic, aesthetic, historic, community, and environmental resources, while improving or
209 Design of Pedestrian Precincts & Parking Plaza, Peshawar conducted to assess the requirements of the community, and the issues being faced by the commuters, and various other stakeholders. The report further intends to develop guidelines, and standards for various practitioners to follow while finalizing policies for the city.
7.3 Public Transport in Peshawar
The status of public transport services in Peshawar is a mix of Bedford buses, minibuses, Suzuki vans, Suzuki pickups, rickshaws, and a new induction of Qingqis in certain areas.6 Most of vehicles operating in Peshawar, with the exception of Qingqis, have license permits from Regional Transport Authority (RTA). Recently T&MT department added a fleet of 50 air- conditioned wagons on one route and plans to induct 150 more minibuses by mid of 2015.7 There are terminals located adjacent to the Ring Road at Kambo, on GT Road, Charsada Road and Kohat Road to facilitate the public service vehicles. Correspondingly, in Peshawar, nearly 424,167 passengers use public transport on daily basis, out of which 42.1% of commuters use buses, mini buses, or wagons, while 57.9% of commuters use either Rickshaw or Cab. 8 People use public transport for commuting to educational institutions, work locations, etc., but suffer delays due to inefficient and inadequate service.9 The Bedford buses have passed their so defined regulatory age, mentioned in the MVO. These buses have raised floors, and are in depleting conditions due to lack of regular maintenance.
Figure 7-3: Conditions of Public Transport in Peshawar City
maintaining safety, mobility, and infrastructure conditions.( Results of Joint AASHTO / FHWA Context Sensitive Solutions Strategic Planning Process, Summary Report, March 2007) 6 Interim Report for MRT – Phase 1-Page 42 7 Focus Group Discussion (FGD) with Government Officials 8 Interim Report for MRT – Phase 1-Table 3.3 on Page 43 9 Focus Group Discussion (FGD) with General Public
210 Design of Pedestrian Precincts & Parking Plaza, Peshawar
Presently, the operating public transport does not have provisions for female commuters, as the buses do not have segregated spaces nor special seats available for females. Likewise, there are no bus shelters to house commuters especially in case of worse weather conditions. In addition, bus routes have not been defined through any systematic public transport study such as PTALS etc. Furthermore, most of the people lack information pertaining to various routes operating in the city nor their schedules. In reality, public transport routes have not been planned systematically and thus connectivity for the passengers to their desired activity locations is a concern. There are no feeder routes that connects residential areas with the commercial areas, as all the bus and van routes are operating on major routes. The behaviour of the drivers, and fare collectors is harsh towards the passengers which makes the journey miserable and difficult; thus forcing people to opt for other means of transport preferably private modes. Currently there are 1146 Urban Mini-Buses, 644 Station Wagons, 8243 2-Stroke Rickshaws, 8558 4-Stroke Rickshaws, and 3250 (Yellow) Cabs/Taxi Motor Cars operating in Peshawar city.10 Ironically, Para-transit modes operating in Peshawar City are more efficient then the legal/ regular public transport, as the former one are more demand responsive as compared to later one (buses). People prefer Para-transit modes such as, Rickshaw and Qingqi, or taxis to reach their destinations. Majority of the drivers have not gone through any driver training nor do they have their driver licenses.11 The government has a driver training school but is lacking in its capacity to train drivers as per globally accepted standards. 7.3.1 Peshawar’s BRT Project
Mass rapid transit projects including Bus Rapid Transit, are initiated to improve the quality and level of service delivery, safety, and environmental efficiency of the public transport systems. It is a collective urban or sub-urban passenger transit service system, preferably bus-based, operating on higher speed, while having more carrying capacity. In Peshawar the Government is keen on implementing the BRT project which recommended five (5) routes for the city as part of a 20 Year Public Transport Strategy and Roadmap. The proposed corridors have been designed to cater to middle-upper income areas, along with providing state of art service to areas where the poor live or work.12
10 Data from T&MT Department. 11 Focus Group Discussion (FGD) with Government Officials 12 Interim Report for MRT – Phase 1
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Figure 7-4: Corridors of BRT Peshawar (Interim Report for MRT Phase 1)
In developing countries, such as, Pakistan, Government institutes have a poor record of implanting projects, with the exception of Punjab where departments are equipped with experts in each department to assess project implications. The City of Peshawar due to lack of experience in such projects, and inadequate specialized/expert personnel in all the relevant departments, might face hurdles in implementing the project to its full scope. In order to implement such mega project and long-term policies, such as the 20 Year Public Transport Strategy and Roadmap, the government needs to uphold political will, establish Mass Transit implementing and regulating entity and ensure coordination among various departments.
7.4 Policy, Institutional and Regulatory Assessment
Currently the city has three distinct categories of residential areas, (i) people residing in the walled city, (ii) surrounding the walled city and the area to the north of the rail line as urban development extended into the previous farming areas now served by the road network supporting the Charsadda and Dilazak Road arterials, and (iii) the formal residential areas to the west of the rail line to accommodate the needs of the military (Cantonment) and that of the expanding population base of the city at Hayatabad and University Town. Likewise, commercial activities in the city are concentrated along the major corridors in particularly beside Saddar Road, Qissa Khawani, Pepal Mandi, Khyber Bazaar, the Jamrud Road corridor and Karkhano Bazaar. Substantial volume of traffic either generate or terminate along these corridor. Correspondingly, all these corridors suffer from traffic congestion during various hours of the day. Nonetheless, with the development reaching the west boundaries, the city is now spreading towards north and south with developments along Warsak, Charsadda, and Dilazak Roads to the north and along Bara Road, Indus Highway (to a lesser extent) and Phandu Road to the
212 Design of Pedestrian Precincts & Parking Plaza, Peshawar south. The city is expanding rapidly and there is a dire need to focus towards management of indigenous resources through implementation (if any) or development of master plans encompassing growth management strategies, Transit Oriented Developments (TODs). Three Master Plans for the Peshawar city has been developed to date since 1960, however, none of these plans have been implemented due to multiple reasons including poor coordination, lack of ownership and non-engrossment of stake holders, etc.13 Due to lack of master planning, the city has observed unrestrained and ill-planned urbanization except University Town and Hayatabad developments. In reality, the unrelenting urban development and sprawl of the city has continued during the past half century with minimal influence of comprehensive urban policies. Although, the city itself has experienced a steady population growth recently; however, the rural-urban ongoing shift, along with the displaced refugees serves as the main cause for this rapid urbanization. What needs to be done is the notification and updating of the existing master plan through incorporation of the various current/old projects and schemes; thus channelizing the urbanization in a more systematic manner leading to sustainability. Currently infrastructure provision either by public or private sector is carried out haphazardly in the city; thus imposing negative externalities associated with urban sprawl. Likewise, institutional realignment needs to done to eliminate fragmentation of various entities responsible for master planning and infrastructure provision in the city. 7.4.1 Institutional Setup
The Khyber Pakhtunkhwa Provincial Assembly has 124 elected members, 99 regular seats, 22 seats reserved for women and 3 seats for Non-Muslims. The Provincial Assembly elects a Chief Minister to act as the Chief Executive of the province, assisted by a cabinet of ministers. The public sector of the Province is headed by a Chief Secretary who coordinates and supervises functions of various departments headed by Administrative Secretaries except for Planning and Development department which is headed by the Additional Chief Secretary. Furthermore, these heads of departments are assisted by Additional Secretaries, Deputy Secretaries, Section Officers and other staff as required. The Departments also have attached departments and autonomous or semi-autonomous bodies as required to look after various functions.
7.4.1.1 Planning and Development (P&D) Department
The Planning and Development (P&D) Department of KPK is the primary planning government institute that works at Provincial level. It coordinates and monitors the programs prepared by the other departments related to provincial development. The P&D Department carries a mandate of:
13 Urban Policy Unit, Government of Khyber Pakhtunkhwa.
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1. Being the secretariat of the Provincial Development Working Party prepare and review the Provincial Annual Development Program/policy. 2. Processing of all development schemes, programs, and proposals submitted by other departments, and Regional Development Projects, along with making recommendations to the Government, along with bearing the. 3. Coordinating with the National Planning Agencies. 4. Dealing with Development planning programs, and projects by Autonomous and Semi-Autonomous bodies. 5. Coordination on Foreign Aid, and technical assistance, along with liaising with and screening of foreign experts/advisors. 6. Coordination for training of local officers, private sector candidates, and overlooking Provincial Selection Committee for trainings abroad. 7. Economic research and dealing with Board of Economic Enquiry. 8. Coordinating Provincial Statistics and matters related to Bureau of Statistics. 9. General Economic appraisal evaluation of progress and performance of Development Schemes, and Programs. 10. Appropriation and re-appropriation of development grants provided in the budget.
The P&D department is headed by Additional Chief Secretary P&D, followed by secretary P&D, Additional Secretary, deputy secretary, and senior chiefs. In 2012, P&D established its Urban Policy Unit (UPU), as a project management unit. It is a technical wing of P&D in urban matters and bears the responsibility of formulating and improving integrated and strategic urban policy, urban planning, urban management, institutional and urban regulatory (legal) framework, inter departmental coordination, capacity enhancement and to formulate economic regeneration and growth strategies. Initially conceived as a technical for P&D, and planned to be staffed with qualified and experienced professionals, the unit still has various positions vacant.
7.4.1.2 Communication and Works (C&W) Department
The Communication and Works (C&W) Department is responsible for roads and bridges planning, designing, construction, improvement and maintenance. It is also responsible for defining standards and specification for roads and bridges. Furthermore, it is empowered to levy tolls. Likewise, Pakhtunkhwa Highways Authority (PKHA) was established under the Provincial C&W department on August 29, 2001 to conceive, plan and ensure the construction, improvement, maintenance, and repair of provincial highways. Notably C&W has a mandate to look after the engineering side of infrastructure, especially roads and occasionally it has been directed to carry out construction works within the urban city limit due to scarcity of resources and expertise of the local entities. This overlaps with the
214 Design of Pedestrian Precincts & Parking Plaza, Peshawar functions of Peshawar Development Authority (PDA) which looks after the development of Peshawar and is custodian of the major roads of the city, including maintenance of Ring Road.14
7.4.1.3 Transport and Mass Transit (T&MT) Department
The Khyber Pakhtunkhwa Department for Transport and Mass Transit (T&MT) is responsible for public transport policies, and planning in the Province. Previously, the T&MT department was attached with the Industries Department as a wing/ directorate. Later, it was made part of Environment Department. However, in 2008 the provincial government realizing the importance of means of mobility established a separate department under the North-West Frontier Province Government Rules of Business, 1985 and coined it T&MT. The T&MT department is headed by Secretary (BS-21/20) with one Additional Secretary and one Deputy Secretary, four Section Officers and two Planning officers. It also has one attached department i.e., Directorate of Transport, two transport authorities i.e., Provincial Transport Authority (PTA) and Regional Transport Authority (RTA) and a project management unit known as Business Development Unit (BDU). The T&MT Department is established with a mandate of: 1. Implementation of the Motor Vehicle Ordinance, 1965 and Motor Vehicle Rules1969 framed thereunder. 2. Administration of Directorate of Transport, PTA, RTA, and RTB, Khyber Pakhtunkhwa. 3. Inspection & checking of documents pertaining to Motor Vehicle Ordinance. 4. Inspection and Certification for Roadworthiness of vehicles. 5. Service matters, except those attached with the Establishment & Administration Department. 6. Formulation of Transport Policy & Planning. 7. Research and Development (R&D) 8. Coordination with other Government Departments, and Agencies, both in public and private sector for public transport service delivery 9. Monitoring and Evaluation of transport related projects. 10. Issuance of route permits for stage carriages and contract carriages. 11. Administration of matter related to freight transport, loading, etc. 12. Regulation of matters pertaining to speeds, parking and halting places, 13. Payment of compensation in accident cases of Private Public Sectors, and allied matters. 14. Policy regarding fare concession, Nationalization, and Privatization of Road Transport. 15. Maintenance/Management of Public Bus Stands throughout the Province. 16. Data Collection and retrieval pertaining to
14 Focus Group Discussion (FGD) with Government Officials – June, 2015.
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a. Route permits, b. Accident data, c. Traffic counts, d. Origin-Destination studies etc. 17. Assistance in Legislation a. Updating of Highway Code b. Review of Traffic Laws, c. Review of Traffic Safety Provisions, d. Review of Motor Vehicle Laws Rules. 18. To grant/renew body building licenses. 19. To grant/renew Goods Forwarding Agencies Licenses. 20. Settlement of terms and conditions for public service vehicles with operators 21. Settlement of disputes among the District Regional Transport Authorities. 22. Operation of Pak-Afghan Bus Service. 23. Establishment of Mass transit systems in KPK. 24. Attracting private investment in Transport Sector. The Transport and Mass Transit (T&MT) department does not have any positions or sub- departments encompassing traffic engineering/ transport planning related expertise/ personals. All positions are of administrative nature, and thus consist of general cadre i.e. non-technical staff which is prone to frequent postings and transfers. It is due to the non-availability of relevant technical staff that T&MT is not able to fully explore and capitalize regarding development of transport sector, and the Mass Transit Initiatives. I. Directorate of Transport The Directorate of Transport is headed by a director (BS-19/20)15 who also has the charge of Chairman RTA. The sub-department consists of a deputy director, one Assistant Director (Legal), and one Assistant Director (P & T), and Road Transport Board. The Directorate of Transport is tasked to provide technical assistance to the department and facilitate in the function of department initiatives i.e., Peshawar Bus Terminal, Driving Licenses, Government Driving School, ADP Schemes, Motor Vehicle Examiners. The experts are recruited at divisional level rather than having a centralized planning, and expert division. II. Business Development Unit (BDU) The Business Development Unit (BDU) was established as a Project Management Unit through a summary forward in April 2009 for a duration of three years, it has received further extension till 2016. The Unit consists of a total twenty two (22) staff members, out of which five (5) are professionals. BDU was established with a vision to provide assistance to the Directorate of Transport and thus reviews policies, initiates projects, etc. (FGD 9th June, 2015).
15 Focus Group Discussion (FGD) with Government officials on 9th June, 2015.
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III. Provincial Transport Authority (PTA) Provincial Transport Authority (PTA) reports to the Director T&MT and has the jurisdiction of covering the whole province of KP. It was established with the following powers bestowed to it: 1. Issues and renews inter provincial routes for stage carriages on prescribed fee. 2. Issues and renews intra provincial route permits for stage carriages on prescribed fee as per quota. 3. Carry out zoning for earmarking of bus stands. 4. Classification of routes. 5. Notification of fare rates for the route falling in the jurisdiction of PTA according to increase/decrease of petroleum products by the Oil & Gas Regulatory Authority (OGRA) from time to time as well as CNG fare rates. 6. To settle terms and conditions for plying vehicles on intercity and inter provincial routes. 7. To coordinate and regulate the activities and policies of the RTAs in the province. 8. To settle all disputes and matters on which differences arises between RTAs as appellate authority. 9. To liaison / coordinate with other provincial departments (i.e. Home Department and Traffic Police) on matters pertaining to public transport policies and service delivery. IV. Regional Transport Authority (RTA) Regional Transport Authority (RTA) acts as a regulator and issues route permits to intra-city vehicles plying in the respective districts of the province. The RTAs report to the Director Transport, and presently seven (7) RTAs are working at division level in the province. The RTAs have a mandate: 1. To grant, issue and renew intra-city route permits for both stage carriages and contract carriages 2. To regulate and oversee operation of public transport service within their respective divisions 3. To prepare, notify and implement fare for intra-city public transport. 4. Enforcement of various conditions attached to the route permit such as provisions of bus stands, passengers waiting rooms, workshops and other amenities for the traveling public. 5. To allot bays, stands, parking places to transport companies including local councils. 6. To administrate the functions of Motor Vehicle Examiner (MVE) in their jurisdiction.
7.4.1.4 Local Government
The mandate of provincial governments went through a major change when the LGO 2001 was enacted, as it gave more powers to the local government; thus establishing the local government at three levels: Union Council, Tehsil/Taluka Council and District Council levels. The
217 Design of Pedestrian Precincts & Parking Plaza, Peshawar provincial mandates of policy formulation, development planning, resource allocation, implementation, and citizen’s participation in the decision-making was transferred to elected bodies at District, Town, and Union Levels. Each local government was responsible for their own district and was headed by a Nazim, who supervised district administration through the District Coordination Officer (DCO), previously Deputy Commissioners. This transformation after 50 years of centralized system, gave way to establishment of additional departments at district level, as per the needs of the constituency. District Coordination Officers was subordinated to the District Nazim for executive approvals, performance evaluations and transfers/postings. The role of police oversight by the Deputy Commissioners was abolished and the District Police Officers became directly accountable to the District Nazims. This gave Nazim full authority of administrating the district as all other departments were also reporting to him. In 2012, the Provincial Assembly of Khyber Pakhtunkhwa passed Local Government Act, 2012, which gave way to the formation of Municipal Corporations, and Committees. Furthermore, after the 2013 elections, the new Government passed the Local Government Bill 2013, which further curtailed powers of Local Government, to the extent to dissolving the Local Government Institutions. The District Governments, although established with the objective of efficiently running administrative tasks, have turned out to be weak institutions. The reason being change of political regimes for whom keeping centralized powers was more important, and the frequent revisions in the LG Acts which did not give stability to the institution.16 Although the Local Government is fundamental to mitigating grievances with the citizens as it brings government closer to the people, and has the potential to increase the quality and coverage of services to citizens, but due to lack of interest and proper implementation it has not worked in Pakistan.
7.4.1.5 Municipal Corporation Peshawar (MCP)
The Municipal Corporation Peshawar (MCP) was established under the Khyber Pakhtunkhwa LG Bill 2012, which replaced the City District Government and Town Municipality Administrations created under the LGO 2001. There are three sub-departments within MCP; infrastructure and service, regulations, and finance. The powers delegated to MCPs are more refined in LG Bill 2012, in which the powers pertaining to Police and Transport have been made clearer. The powers related to transport have been summarized below:
16 Development Advocate Pakistan: Volume 1, Issue 1 – “A New Way Forward for Local Governance in Pakistan", January 2014
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Police: 1. The Corporation can make arrangements to control and regulate traffic as maybe necessary to prevent danger to and ensure the safety, comfort, and convenience of the public. 2. A Municipal Corporation may provide parking meters on such public places as maybe determined by it. Public Vehicles: 1. No person shall keep or let for hire or drive or propel within the limits of a Municipality any public vehicle, other than motor vehicle, except under a license granted by the Municipal Corporation, and in conformity with the conditions of such licenses. 2. No horse or other animal shall be used for drawing a public vehicle within the limits of Municipality except under a license granted by the Municipal Corporation and in conformity with the conditions of such license. 3. A Municipal Corporation shall, in such manner as bye-laws may provide and with the previous approval of Government, fix the rate of fares for the use of public vehicles, and no person plying public vehicle shall charge a fare in excess thereof.
Upon enactment of LG Bill 2013, the Municipal Corporations were demolished and further succeeded by City District Government Peshawar (CDGP) which has more substantial role related to urban transport and thus will be in position to establish a specific entity to regulate, plan, and monitor public transport in Peshawar.
7.4.1.6 Peshawar Development Authority (PDA)
Peshawar Development Authority (PDA) was established in 1980 under the North-West Frontier Province Urban Planning Ordinance, 1978. The Authority was formed with a mission to i) establish a comprehensive system of metropolitan planning and development in order to improve the quality of life in the metropolitan area of Peshawar, ii) to establish an integrated metropolitan and regional development approach, to ensure utilization of resources, and land, and iii) to evolve policies and programs relating to the improvement of the environment, traffic, transportation, health, education, water supply, sewerage, drainage, solid waste disposal and matters connected therewith and incidental thereto. PDA is responsible for the planning, designing, and implementation of various urban development projects. It prepares and sanctions the town planning schemes, deals with urban transport, water supply, sanitation, roads, infrastructure, parks, and horticulture through execution of annual development projects. PDA has the mandate to look at the following aspects of development, which are not yet transferred into functional departments: . Urban Development and Municipality . Water and Sanitation . Traffic Engineering . Parks and Horticulture
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7.4.1.7 Police Department
The Police Department of Khyber Pakhtunkhwa was established with a vision to “protect the life, property and honour of the citizens; maintain public order and enforce the laws of the land, to the best of our ability and without any discrimination, through modern, proactive policing and community participation.” The department has clear set agenda for its functioning which is given below: 1. Protect life, property and liberty of citizens. 2. Preserve and promote public peace. 3. Ensure that the rights and privileges, under the law, of a person taken in custody are protected. 4. Prevent the commission of offences and public nuisance. 5. Collect and communicate intelligence affecting public peace and crime in general. 6. Keep order and prevent obstruction on public roads and in the public streets and at fairs and all other places of public and in the neighborhood of and at the places of public worship. 7. Regulate and control traffic on roads and streets. 8. Take charge of all unclaimed property and to prepare its inventory. 9. Detect and bring offenders to justice. 10. Apprehend all persons whom he/she is legally authorized to apprehend and for whose apprehension, sufficient grounds exists. 11. Ensure that the information about the arrest of a person is promptly communicated to a person of his choice. 12. Enter and inspect without a warrant on reliable information any public place, shop or gaming house where alcoholic drinks or narcotics are sold or weapons are illegally stored and other public places of report of loose and disorderly character. 13. Obey and promptly execute all lawful orders. 14. Perform other duties and exercise powers as are conferred by this order, the Code or any other law for the time being enforced. 15. Aid and cooperate with other agencies for the prevention of destruction of public property by violence, fire, or natural calamities. 16. Assist in preventing members of public from exploitation by any person or organized groups. 17. Take charge of lunatics at large to prevent them from causing harm to themselves or other members of the public and their property. 18. Prevent harassment of women and children in public places. The department’s core responsibility is to “promote a society free from the fear of crime and injustice” whereas it has been involved in various tasks delegated to Transport Department, such as challan of public service vehicles, conducting surveys for bus shelter locations or bus bays, traffic impact assessment, etc. Police department is responsible for issuing licenses but there is a huge void in the regulating, and monitoring of the functions defined for it. Currently there are no standards available for
220 Design of Pedestrian Precincts & Parking Plaza, Peshawar parking, traffic signage, etc. which creates nuisance for the drivers on road, along with creating traffic congestions. The police department lapses in fully regulating and enforcing traffic rules, and thus resulting in poor enforcement on streets.
7.4.1.8 Cantonment Board Peshawar (CBP)
The Peshawar Cantonment was established on the remains of old town site and the graveyard. Before partition it was occupied by British troops during 1868 when a Military Garrison was established under the jurisdiction of armed forces. The mission of CBP is to provide civic facilities to its residents who are typically serving or retired army personnel. It is separately governed by Cantonment Board and is responsible for: 1. Maintaining & developing the value of property vested in, or entrusted to the management of the Cantonment Board. 2. Establishing and maintaining public hospitals, dispensaries & providing medical relief 3. Establishing and maintaining a system of public education 4. Construction and maintenance of streets, roads, culverts, public buildings, markets, public parks, water sources, drainage & sewerage and other works of public utility. 5. Town Development; 6. Building sanction & control
7.5 National Transport Policy
National Transport policy plays an important role in facilitating sustainable development but also in contributing to wider sustainability and environmental objectives. Smarter use of technologies and strategies can reduce the stress, journey time being faced by the commuter, along with providing balanced sustainable transport modes; thus giving people a real choice about how they travel. Numerous efforts pertaining to development of national transport policies have been made, such as, Pakistan Transport Plan Study (2006) by JICA, policy-focused document for urban transport developed by the Planning Commission (2008), National Transport Policy or NTP (2009) by NRTC, etc. Importantly these efforts were part of the review of the progress of the then national strategic framework for development.17 The aforementioned documents chalk out the policies/ guidelines for sustainable development through implementation of viable transport networks while focusing on public transport as a preferable mode of transport. Furthermore, these documents advocates for planning an integrated transport system that should encourage mixed use development by providing vital connection between residential areas and employment hubs, hospitals, schools, colleges, etc.
17 Interim Report for MRT – Phase 2
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Importantly, the NTP further advocated that the planning and development of sustainable transport systems in Pakistan require a conceptual leap. It is because the sole purpose of accessibility and mobility through building new roads should not be limited to gain access to destinations, activities, services and goods. Although, construction of more roads is vital for effective transport solutions but integration with other modes, planning and design of cities ensuring sustainable journeys for those in the medium and high income brackets is crucial to reduce distances and increase social inclusion. If people can access their desired activity location through more efficient travel this will contribute to reducing some of the mobility challenges. Thus, planning and development of transport infrastructure aiming towards modal integration for better optimization, accessibility, safety, reliability and availability should be the prime objective (Details in the Chapter 10).
7.6 Peshawar Transport Policy
The Government of KPK does not have a Provincial Transport Policy yet, but the need to conduct the study is recognized through the allocation of financial resources in the budget forwarded in the year 2014. The focus of the Government of Peshawar is on developing (i) traffic management plans, (ii) developing a parking plaza strategy for the city, (iii) a city greening program and (iv) a complementary feasibility study pertaining to implementation of a mass transit system for the future.18 It is due to the absence of a transport policy, that the City of Peshawar has not been able to plan efficient public transport systems, nor develop mechanisms to regulate public transport. The sustainable urban mobility should make possible the long-term economic development of the cities, the quality of life of their inhabitants and the protection of the environment. Transport policies must focus on intermodal transport development which is one of the main factors for the increase of the competitiveness by modes of transport. Peshawar city must develop a transport policy that incorporates the following strategies: o Development of sustainable urban transport system with the combination of intermodal transport for all transport modes, encouraging training, improvement of the standardization and the operational compatibility between the different transport modes, and use of technologies for efficient planning/ operations of public transport. o Foster a realistic, practicable, cost effective and sound financing base for transportation infrastructure, along with adequate and timely budget allocations. o Develop a high skilled human resource base for ensuring the provision of efficient transport services and management of transportation infrastructure, especially with the provision of 20 Year Public Transport Strategy and Roadmap. o Connecting city to the sub-urban areas through efficient, reliable, and economical modes of transport, and further linking to other cities of the Province, rest of Pakistan, and the national corridors.
18 Interim Report for MRT – Phase 1
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o Development of strategies in transport sector to encourage female participation in the economic sector, along with facilitating their education. o Develop policies for the benefit of elderly population, and the children to commute to their destinations without hassle, thus making mobility safe. o Encouragement should be given to solutions which support reductions in greenhouse gas emissions and reduce congestion. o Plans should protect and exploit opportunities for the use of sustainable transport modes for the movement of goods or people. Therefore, developments should be located and designed where practical to: Give priority to pedestrian and cycle movements, and have access to high quality public transport facilities. Create safe and secure layouts which minimize conflicts between traffic and cyclists or pedestrians, avoiding street clutter and where appropriate establishing home zones. o Encouraging public private partnership mechanisms and propagating community planning through anticipation of stakeholders, and the public before implementation of any plan. o Ensuring availability of parking space for residential, and non-residential developments. Firstly, it is utmost important that the funding is made available to the relevant entities and secondly, the available funds are used for the specific purpose with a clear accountability mechanism. Only then the depleting transport network of the city can be revamped.
7.7 Recommended Transport Policy for Peshawar City
Considering and capitalizing on the various development plans and fragmented policies conceptualized for the Peshawar city, a transport policy can be developed incorporating its local and regional infrastructure, service, development requirements. The historical growth of the city traces down its development pattern thus reinforcing the legacy of Peshawar as being located on the route between Central Asia and Indo-Gangetic Plains. It has been a gateway to the traders, invaders, armies, and a huge influx of Afghan migrants from the years of Soviet invasion19, which now account for a single concentration of 20.1% in Peshawar20. Considering its characteristics as a major node for Pakistan, and especially for the province of Khyber Pakhtunkhwa, the transport policy needs to look at a broader aspect of mobility, infrastructure, and regional connectivity. Previously, there was a lack of strategic planning in development of policies. In addition, lack of coordination between various departments further distorted the concept of developing a
19 Peshawar Development Planning Program Volume One – Government of Pakistan, United Nations Development Program, and United Nations Center for Human Settlements. 20 Afghans in Peshawar, Migration, Settlements, and Social Networks – January 2006-AREA
223 Design of Pedestrian Precincts & Parking Plaza, Peshawar mandatory transport policy for the city. Thus, there is a need to develop an urban transport policy for Peshawar based on the current trends of the city development, de facto social and economic status quo, and tools to develop it as a safe, walkable city with a main focus on public transport. The new policy shall specifically be developed considering the following important aspects related to urban infrastructure development to rationalize urbanization: 1. Promoting Regional Connectivity and Multimodal Transport Network Development 2. Promoting Public Transport, Park and Ride Facilities and Walking 3. Use of Traffic Calming Devices and Intelligent Transport Systems for Traffic Management 4. Policies for Pedestrian, Women, Children, Bicycling, and Special person 5. Land Use Development Strategies, Density, Building Regulations, and By-Laws 6. Government Institutional Reforms, Implementation and Regulatory Mechanisms 7.7.1 Promoting Regional Connectivity and Multimodal Transport Network Development
Corridors are transportation pathways that cater to the movement of people and goods. A corridor plan encompasses single or multiple transportation routes, facilities to be provided on the routes, land use development along the major and minor corridors, and connecting network of other streets to better facilitate mobility. While developing transportation plans a thorough study of the corridors must be conducted to assess the requirements of the users and needing infrastructure to enhance the role of Peshawar as a provincial capital and major gateway to Pakistan. Thus, the city must develop long-term transport policies which should consider the role, and functions of multi-model transportation network for the entire region not just only for Peshawar. It is because Peshawar being located on the historic trade corridor and being the most urbanized centre of the province observe huge influx of intercity traffic daily. Prior to chalking out of any transport policy or its outcome i.e. transport master plan, it is utmost important that a city must define its vision i.e., how people of the city wants there city to look like? The Government of Peshawar must develop its Vision. Based on that vision strategies encompassing guidelines for short term and long term developments shall be drafted. These guidelines shall include provision of multimodal transport network through robust planning, traffic management performance indicators, infrastructure to facilitate transit, terminals, and investment criteria for public and freight transport. i. Interlinking with National Transport Policy The National Transport Policy (NTP) for Pakistan envisioned through the “Vision 2030 report of the Planning Commission in 2007 was developed in 2009.21 It include details pertaining to various components of urban development. The NTP emphasis that “sustainable, efficient,
21 National Transport Policy – NTP Draft – VIII- July 2009, National Transport Research Center (NTRC).
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effective, fare, and safe transport system through integration and coordination of different departments shall be created. Furthermore, streamlining finances for infrastructure and sustaining maintenance of operations and services is utmost important to ensure sustainable transport service delivery. The policy looks at a comprehensive integrated planning system for the whole transport sector and thus suggests unified transport policy framework to be followed throughout the region. While developing policies, and regulations, the Transport and Mass Transit Department (T&MT) can review the guidelines given in the NTP 2009 as a reference point. ii. China–Pakistan Economic Corridor (CPEC) The Government of Pakistan in collaboration with Republic of the China plans to build the CPEC, between Gwadar and Kashgar which traverses through Khyber Pakhtunkhwa while touching Abbottabad, and Haripur districts, and joining Motorway One till Islamabad and then enrouting towards to Gawadar. The transport policies for Peshawar would incorporate plans to facilitate and benefit from the CPEC corridor by providing resources and infrastructure that would support the economic corridor objectives along with economic gains for Peshawar business and labour community. 7.7.2 Promoting Public Transport, Park and Ride Facilities and Walking
Public Transport is considered to be the most important tool for reconciling economic development with long-term environmental and climate change goals. In order to establish an efficient public transport system one has to take an integrated planning approach towards all modes of public transport and land use. As indicated by UNDP (2012), one fourth of the population of Peshawar is low income thus making it mandatory that an efficient public transport system comprising mass transit modes, High and Low Occupancy modes shall be established. Furthermore, the transport system to be established shall include routes that facilitates low income settlements, and slums and connects them to commercial hubs of the city, social service facilities, schools, and colleges. Currently the city does not have an organized public transport system, and is being catered by old Bedford buses, mini buses, and various types of para-transit modes. In addition, the unregulated and illegal Rickshaws and other para-transit modes plying in the city create a nuisance for the public transport operators, as well as rest of the road users (personal cars, private carriers, pedestrians). Indisputably, public transport is in deteriorating state due to lack of regulations, monitoring, and financial assistance from the Government. This must be checked and a proper mechanism needs to be developed in a very efficient and transparent way for allocation and disbursement of subsidy and regulation of urban buses through tracker system. The government must develop strategies, and devise schemes for promotion of public transport through consultation with stakeholders, public, and relevant Government institutions. Likewise, plans need to be developed in accordance with the needs of current public transport operators, relevant government authorities, and the public who are the users. Figure 7-5 clearly depicts the existing scenario in the public transport service delivery domain.
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Figure 7-5: Existing Scenario of Public Transport Service in Peshawar City
Figure 7-6: Existing Policy & Paradigm Shift related to Public Transport of Peshawar City
A paradigm shift is required for promotion of public transport through integration of operations, subsidy to end users and risk sharing with operator. Till the time, the cradle is not shifted from passenger oriented to service oriented public transport provision, modal shift from private modes to public transport modes cannot be achieved. Importantly, the T&MT Department plans to improve the existing transport network of the city by implementing multi-modal public transport network through development of Bus Rapid Transit (BRT) system on five (5) major corridors. It is envisioned that induction of BRT system would uplift the stature of low-income population of the city by providing access to their desired activity locations. However, to receive maximum gains out of the new proposed mass carrier system, it is utmost important that feeder routes shall be developed. This will connect residential and commercial hubs to major BRT corridors, thus not only facilitating sustainability of the BRT operations but also knitting the urban fabric of the city through integrated land use. Correspondingly, the journey environment is governed by the dimension of the social exclusion. Social exclusion is a process, which causes individuals or groups, who are geographically
226 Design of Pedestrian Precincts & Parking Plaza, Peshawar resident in a society, not to participate in the normal activities of citizens in that society. People are deprived and socially excluded; o If they find the transport infrastructure location inadequate or their origin or required destination is not linked properly with the transport system. o If the transport system does not provide necessary information about bus timings or the time at which they want to make a journey is not served by the transport. o If they feel insecure while standing at a stop or during off peak hours i.e. at night times the buses are not safe to travel. o If there is no shelter or sitting arrangements at stops or bus depots or the buses are not equipped with facilities for the disabled people requirements. o If the cost of travelling is higher than their affordability. o If there are any disparity in their mobility i.e., for disable people i.e., personal or mobility exclusion. Social exclusion and its different dimension as described by the Hine and Mitchell (2001), Kenyon, Rafferty and Lyons (2003) are integrated by Azmin (2005) with urban design, transport and the facilities necessary to enable or afford movement as shown in Figure 7-7. Importantly bus stops, stations, parking lots can be classified as the facilities that enable or afford movement. Lack of any of these facilities or presence of any deficient facility will result in deprivation and exclusion of people from their desired activity locations. Peshawar, having an unregulated fleet of public transport and lack of policies for public transport, does not have standard bus shelters for the commuters. In a country like Pakistan where weather has its extremes, provision of bus shelters becomes vital to facilitate commuters. Therefore, bus shelters must be designed and constructed on all routes with basic amenities available for the people waiting for public transport. These shelters can be constructed by the local Governments/union councils as a facilitation to their residents, while the T&MT keeps the ownership.
Figure 7-7: Sustainable Urban Environments – The Whole Journey Environment
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Likewise, in Peshawar city people prefer to park their vehicles near retail centres; however, either due to lack of parking spaces or poor management or security reasons tend to park on road thus creating congestion and reducing ROW. Besides this, almost all shopping malls, restaurants, wedding halls and establishments on the city’s roads do not have car parks and their customers are used to park vehicles along the road side. This phenomena is most evident on the University road where service lane is often blocked by parked vehicles especially in peak hours. All these things contribute in increasing traffic problems specially congestion. Due to the weak monitoring and regulatory stature of the PDA and Traffic Police, most of the newly developed building, offices, restaurants and trade centres do not even have adequate car parking which is a clear violation of the Peshawar Development Authority building By-law rules thus propagating a revision in the regulation and guidelines of the bye laws.22 In lieu of the Parking survey conducted in this study, a defined space allocation can be created for the car, and motor cycle usage, plus instilling higher parking fee due to the proximity of the parking lot with the Public transport. There is a higher influx of Cars (60%) and motorcycles (20%) in the current parking locations thus making it mandatory that design must incorporate facilities for safe and secure parking of the said modes, along with provision to bicycles. Likewise, there is a need to plan and develop Park and Ride facilities at the affluent residential areas, and on major entry nodes to the city in order to restrict excess traffic into the city. 7.7.3 Use of Traffic Calming Devices and Intelligent Transport System for Traffic Management
Traffic Management is carried out to control, and manage free flow of various modes of transport on roads; thus avoiding gridlock and congestion. Information Technology (IT) when used to manage transportation enables various entities within transportation systems, such as, vehicles, traffic lights, message signs, etc. to become intelligent through the use of microchips and sensors; thus enabling them to communicate with each other through wireless technologies. The mechanism requires development of traffic mitigation policies, along with use of one-way and two way concepts, coordinated signal system, and Intelligent Transport System. Transport and Mass Transit Department (T&MT) must utilize GIS for road inventory in first phase and subsequently ITS for operation and management of ROW to reduce utility related traffic flow interruptions. Likewise, bus management system, along with ITS should be engaged to ease mobility issues in the city. The traffic regulating authority needs to take lead on deployment of ITS system. The ITS that needs to be deployed in the city can be grouped in four sub-categories as per its functions:
22 Ali, Zulfiqar (2012), Growing Traffic in Peshawar: An Analysis of Causes and Impacts - A Research Journal of South Asian Studies, Vol. 27, No. 2, July-December 2012, pp.409-420
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i. Route Planning or Traveler Information It provides drivers with real-time information on delays, congestion, schedules, accident, and weather conditions, road repairs, etc. ii. Traffic Management Systems These include traffic control devices, variable message signs, traffic operation centres, etc. Signal coordination can also be used in the same scope to enable smooth flow of traffic. iii. Transportation Pricing Systems ITS can be utilized for the purpose of installing electronic toll collection systems, congestion pricing at parking spots, or in the form of e-ticketing on public transport where the fare collection becomes transparent. iv. Bus Management System Trackers can be used in the public service vehicles to assess real-time positions of the fleet so that bus operations can be managed, controlled efficiently along with sharing bus locations with the passengers. v. Security and Surveillance System Utilization of ITS will enhance roads users safety through video surveillance network throughout major intersections, and terminals. vi. Speed limit and Lane Enforcement ITS can facilitate effectively in speed limit and lane enforcement. Traffic calming devices shall be used to enforce speed limits and to regulate the use of private vehicles. It is argued globally that adequately designed sidewalks with amenities promote walking as preferred mode of transport; thus influencing people to choose between personal vehicles and alternate modes. Furthermore, roadside design strategies, and giving texture to the road can also impact the speed at which motorist drive. Indeed, installing calming devices or regulating speed limits creates safer neighbourhoods. In Peshawar city speed limits of 25-30 kph can be imposed on local to public lanes/ corridors where pedestrian influx and number of motor vehicles is more than 1000.23 On wider, collector to arterial roads, a speed of 60-70 kph can be regulated to keep the pedestrians safe, along with providing continuous flow of traffic.
23 Characteristics of Urban Roads - Transportation Association of Canada (TAC), 2009
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7.7.4 Promoting Walking, Bicycling, Providing Gender and Disabled Person Specific Amenities
i. Pedestrians Walking is a core part of urban mobility. In reality, it constitutes the first step of every journey. Importantly, the city lacks pedestrian precincts. The greatest challenges for pedestrians include walking along major roads without facilities and crossing roadways without sidewalks or other crossing devices, as shown in Figure 7-8.
Figure 7-8: Existing Condition of Pedestrian Infrastructure & Encroachment
Pedestrian Sensitive Locations (PSL) identified in the city having high pedestrian movements shall be developed solely for pedestrians. Furthermore pedestrian signage including signals, zebra crossings, etc. shall be installed to facilitate the pedestrian movement. Urban Policy Unit (UPU) has defined four areas; i) Sadar Bazar, ii) Dubgari Gardens, iii) Malik Saad Shaheed Road (B/w Bachaa Khan Chowk & Firdous Cinema Stop), and iv) Bazaar Area, to be fully pedestrianized within the underlying study. Later the same concept can be replicated to other potential areas to be identified through studies, as well. The Government must define its pedestrian priority areas as to cater to the needs of people commuting on foot, such as in case of Firdous Cinema Stop, and Phattak on Malik Saad Shaheed Road, Dubgari Gate, and Police Office, selected from the four proposed locations, where 60% of the respondents surveyed were found to be commuting on foot to work or education institutions. Moreover, people of all ages and abilities must have easy access to their community “on foot” thus minimizing dependency on automobiles, especially cars and motorcycles. The unbalance in provision of equal facilities for pedestrians and public transport users is due to the fact that focus of planning is towards private vehicles. Furthermore, due to the lack of maintenance of the pavements, lights, and non-availability of other street infrastructure pedestrians feel barriers in their mobility. Policies and infrastructure must be deployed in these areas where they are needed most. Therefore, four areas identified in the underlying project shall be developed as pedestrian zones as a pilot project and following policies can be implemented to facilitate the pedestrians, public transport users, in these areas:
a. Proper sidewalks for pedestrian traffic, and wheel chair or stroller usage.
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b. Usage of, curb ramps with truncated domes to keep smooth interlinking. c. Usage of sustainable and durable material to minimize repair works. d. Planting trees and providing other sources of shade to minimize direct heat exposure. e. Installing pedestrian signals to provide safe streets to people commuting on foot. f. Adequate Road signage including Zebra Crossings to direct pedestrian g. Awareness campaigns to train people to use amenities, and drivers to respond to pedestrian traffic. h. Benches on sidewalks to curb dreary travelers. i. Integrated pedestrian walkways to reduce travel time and cost for the commuters j. Lighting must be well planned and maintained as to give pedestrians security of commuting in the evening or at night. It is important to identity the type of light to be used as to give maximum life and exposure to the user. ii. Bicycling Currently limited bicycling facilities are available in the city. It is proposed that bicycle lane shall be defined along the major arteries of the city. It is because sufficient ROW is available. As every street is not just inseparable from its surroundings instead part of a larger transportation network; therefore promoting bicycling as mode of transport through induction of cycle lanes will promote sustainable mobility patterns in the city. iii. Gender Sensitive Policies Gender sensitive planning is a latest concern for majority of the cities around the world. Evidently, better developed regions have introduced policies in every institution that promotes women involvement in decision making process. Also, female commuting patterns are different than men, as often they have multiple trips to make. Various studies have shown that women are more concerned about personal safety, security and quality of service24 then men thus making it more obligatory that the policy makers must show gender sensitivity while developing policies. In order to facilitate female mobility, various countries all over the world have tried introducing special service for the women, including Pakistan, such as Pink Bus, Pink Taxi, etc., which encouraged females to travel without being dependent on their male family members. In the similar context, schemes can be launched that would facilitate women travelling for work, education, or to health facilities. Feeder routes, or on-call service, in collaboration with informal sector, could be developed to mobilize women, and even children to schools. iv. Amenities for the Disabled Persons Age and functional disability can reduce a person’s mobility; however, good pedestrian facility design can help in reducing physical disparity. Often disable people are the neglected social group of the society. It is utmost important that while planning and establishing facilities for
24 Gender, mobility and travel behaviour in Pakistan: Analysis of 2007 Time Use Survey- Muhammad Adeel, Anthony G.O. Yeh and Feng Zhang
231 Design of Pedestrian Precincts & Parking Plaza, Peshawar the public due attention shall be given to the disabled people mobility requirements. The design of the infrastructure facilities shall be made in such a way that physical impaired people experience no barrier in their mobility. Ramps, Holding Bars, Special Signage shall be introduced at bus stop. Special pavement marking shall be used in form varying road texture or material to guide blind persons who rely mostly on walking as their preferred mode of transport. 7.7.5 Land Use Development Strategies, Density, Building Regulations, and By-Laws
The time space organization of households and facilities underline the need for transport system to provide linkages among the desired activity locations/ spaces. However, the transport system being a standard necessity, amenity, and the right of individual to access the facilities and services, requires a point of origin and destination for operation. Inadequacy in the transport operation and linkage of origin to destination inflicts disadvantage among individuals i.e. impeding their mobility. Transport manipulates mobility disparities in two ways. Inadequacies in transport provision create barriers, limits individual and community participation in activities such as employment, health, and education, etc. These inadequacies can be due to inappropriate network link between the transport system, and activities. Secondly, operation of the public transport system results in environmental, aesthetic, and social externalities on individuals and communities, as opposed to others. Four different aspects of transport found in the literature can impose disadvantages and contribute to these mobility barriers. These include the negative impact of road traffic, inadequate public transport, reduced or poor accessibility to basic facilities, and travel poverty. It is therefore utmost important that transport planning and provision/ supply is undertaken within provincial, regional (city) and local spheres, from broad to detailed stages, as follows:
a. Strategic Policy and Planning b. Land Use Planning c. Development Guideline and Bye-laws d. Project Design and Assessment Strategic levels of planning use broad policies to achieve metropolitan or regional objectives. They provide frameworks to enable consistent decisions to be made at all levels of planning. This level of planning may have a spatial focus, for example through area strategies, urban settlement strategies, transport corridor planning and urban redevelopment schemes. It may also comprise non-spatial documents, such as infrastructure and corporate plans. Strategic approaches may be implemented through statutory instruments such as planning policies. The strategic policy and planning incorporate the goals of managing travel demand and improving transport choice, and use the accessible development principles. Likewise, plans drafted out of land use planning identify preferred locations and criteria for the use and development of land, as well as the relationships between land uses and transport systems. It is because land use zones and other development requirements can significantly
232 Design of Pedestrian Precincts & Parking Plaza, Peshawar influence travel behaviour. Therefore, it is important that land use plans shall be drafted in light with strategic policies and regional plans. Importantly, the planning and design of transport networks, including pedestrian, cycling and public transport, should be an integral part of land use planning. Transport networks are principally germane in the assessment of an area’s capability to accommodate new areas to be developed or the areas to be redeveloped. Consequently, land use studies should consider accessibility as a major criterion for assessment, especially access by public transport. Consultation with public transport operators and cyclist, pedestrian and disability groups should commence in the early stages of plan preparation. An integrated transport management plan should be considered when preparing land use plans for larger areas or when transport issues are significant. Correspondingly, development guidelines and bye-laws shall be developed to ensure that new or re-development is well-located and designed appropriately. Often these development guidelines or byelaws in form of control plans describe the desired relationships between land use and transport to guide specific development proposals. Importantly, these guidelines or byelaws are prepared at local level with a detailed objectives, performance criteria and standards. A good development guidelines / bye-laws steer project design and assessment thus paving the way for organized development from the start. In reality project design and the specific development proposals based on the land use planning carried out in light of byelaws helps to define how the area will look like and how the proposed land uses and transport will actually work on the ground. In Peshawar city, PDA has issued bye-laws however their enforcement and following in real spirit is a big question mark. In addition, the three masters plan developed so far have not been either notified or implemented; thus negating the strategic planning and policy definition concept of land use and transport integration. Apart from afore-mentioned, the city has been encroached over the years. The sidewalks were being illegally utilized by shopkeepers and other venders thus hampering pedestrian mobility, especially women and children traversing through the core city, mostly during the peak hours. The Government has been able to reduce these encroachments through byelaws and development guidelines enforcement but there is a dire need to introduce strategic policies to control the expanding encroachments and make public spaces, and walkways available for community purposes. Policies discouraging sprawling encroachments on public properties needs to be chalked out. Also, the available public space needs to be integrated with the prevailing transport network. 7.7.6 Institutional Reforms, Implementation and Regulatory Mechanisms
Peshawar, like many other predominately poor cities has downsides to its institutional arrangement. As per MRT Study, there is an ‘institutional gridlock’ which could undermine the positive political intentions of the KPK Government to implement MRT project successfully. To succeed it is vital to have clear policies, strategies and implementation mechanisms to develop such sophisticated transport systems. The institutions lack experts, and capacity is much lower as compared to the requirement for building a sustainable system.
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Moreover, there is clear evidence that gaps remain at the policy, strategy and institutional level in KPK and if these are not addressed then the chances of successfully implementing new projects will be undermined. As discussed in the previous chapter, various issues constraint efficiency of Government departments in visioning and implementing projects which need to be streamlined through a re-organizing government institutions, employing mandates through focused approach, and capacity building of various government departments. An efficient Transport system is the backbone of any region and thus requires formation of an autonomous body that looks after the provincial infrastructure, and mobility, and ultimately connecting it to the adjacent regions, and beyond. In the province of KPK the Transport and Mass Transit Department (T&MT) is principally responsible for public transport administration and was established in 2008 under the North-West Frontier Province Government Rules of Business, 1985. T&MT Department issues licenses for public transport in the province, through its subordinate organization, the Provincial Transport Authority (PTA), and for Peshawar through Regional Transport Authority (RTA). The Figure 7-9 shows the hierarchy of T&MT Department, KPK.
Figure 7-9: Organogram of Transport and Mass Transit Department, Khyber Pakhtunkhwa
7.7.6.1 Revamping Government Institutions
Currently the deliverables of Transport Department, such as, transportation planning, regulations, planning, route permit issuance, parking, bus shelters, and other transport related mandates are overlapped between various departments. There is no centralized system or unit for taking the whole responsibility of planning and implementing transportation policies, and regulations.
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Like many other cities of Pakistan, Peshawar is facing various constraints due to depleting state of regulatory institutes due to capacity constraints, lack of experts at the decision making levels, and unplanned developments. Some of the major constraints in the development sector are highlighted below: . Lacking comprehensive transport policy for the city of Peshawar . Lack of expertise in Government Departments . Financial constraints to conduct Studies . Financial Constraints to run mega projects . Lack of Capacity to develop alternative plans/solutions . Lack of coordination among various institutions . Overlapping responsibilities . Outdates rules and regulations . Poor management and monitoring There is a layer of bureaucrats heading the departments with the administrative objectives and stature but the assisting staff in these departments lacks the expertise and vision. In order to formulate and develop appropriate policies and programs, urban planning, transportation and infrastructure professionals must be made part of the concerned decision‐making process at every government level. The Figure 7-10 shows mandates of each department thus also highlighting the overlapping responsibilities.
Figure 7-10: Institutional Responsibilities and Mandates of Departments of Khyber Pakhtunkhwa
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Figure 7-11: Institutional Gaps of Departments of Khyber Pakhtunkhwa
There is a dire need to revise the current organogram and divide it according to the transport related entities. In order to have a systematic planning all the transport related entities must fall under the Transport Department as shown in Figure 7-12.
Figure 7-12: Revised/Proposed Organogram of Transport Department
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7.7.6.2 Transport and Mass Transit Department
Transport Department is the core department responsible for planning, regulating, monitoring of all transport related developments. The department, headed by the secretary transport needs to be revamped through establishment of sub-departments. Currently there are no experts present in the department to plan transport schemes for the Province or the city. The national phenomena of frequent postings of the officers impede sustainable growth of the department as polices under process become stationed or discarded. Therefore the Transport Department needs to establish and streamline the following mandatory sub-departments in form of authorities/ wings under it that will branch out the responsibilities and transform it into fully functional entity. It is proposed that transport department should be subdivided into two main sub departments i.e., Provincial Transport Authority (PTA) and Khyber Pakhtunkhwa Urban Mobility Authority (KPUMA). The justification for establishing separate entities is based on their area of jurisdiction/ operations. PTA being a provincial entity have a mandate of regulation and enforcement of public service vehicles plying throughout the province primarily in rural areas whereas KPUMA primarily function include planning, design and management of urban transport infrastructure. It is solely because of this reason that two entities are proposed. I. Provincial Transport Authority (PTA) The PTA is a regulatory authority to streamline public transport related planning, operations, and route issuance for the province of KPK. It must work on a larger scale to connect the city to the province, and further to the rest of Pakistan. PTA through its powers vested in Motor Vehicle must strive to establish and subsequently regulate state of an art public transport system including bus fleet and terminals, along with encouraging new and old operators. Primarily PTA is responsible to regulate interprovincial and intercity traffic; however, it is undeniable that all intercity traffic passes through seven regions of the province; therefore Regional Transport Authorities (RTA) presently working under Director of Transport shall be aligned under PTA. Presently, PTA and RTA are headed by same grade officer. This shall be amended. PTA shall be chaired by a Grade 18 officer whereas RTA shall be headed by a Grade (BS-17) officer. Furthermore, in accordance with the proposed revised hierarchy it is recommended that PTA itself and through RTAs should issue driver licenses, induct enforcement staff to regulate public transport, and supervise MVEs to inspect vehicles. A. Regional Transport Authority (RTA) Regional Transport Authority or RTA has the mandate to issue route permits, and regulate public transport within its district jurisdiction. As stated above, presently RTAs headed by a secretary are performing their duties under the supervision of Director Transport and Mass Transit.
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It is proposed that RTAs shall be supervised by the Secretary Transport. There is no use of establishing two steps performing identical function. It is more advisable that RTA established at regional level shall be reporting to a Provincial level entity; this will not only stream line issue of duplication of resources but also provide promotion channel to the officers. B. Vehicle Inspection & Emission Center Under an initiative of the GTZ, Environmental Protection Agency (EPA) established Vehicle Emission Testing Stations through the KPK province. Congruently, Motor Vehicle Examiners MVEs) are deputed throughout the province in all regions with a mandate to inspect road worthiness of vehicles. Presently, MVEs are performing their duties under RTAs. Under the proposed organogram, MVES shall continue working under the RTAs however, their appointment, posting and other administrative matters shall be governed by Secretary PTA. Furthermore, the existing inspection regime is deficient as it does not possess necessary tools and techniques to inspect vehicles as per international standards. The T&MT department must pursue establishment of state of an art vehicle Inspection and certification system throughout the province on similar platform as the Punjab Transport Department has for all the vehicles operating in KPK. However contrary to Punjab, the new system to be established in Punjab shall inspect both private and public service vehicle. II. Khyber Pakhtunkhwa Urban Mobility Authority (KPUMA) The Government of KPK is striving to establish the Khyber Pakhtunkhwa Urban Mobility Authority through transformation of the office of the Director Transport. This transformation is augmented under the proposed realignment because it will not facilitate the provision of mass transit services in the city but also facilitate integration of vital modes plying in isolation in the city. The Authority shall be looking at design, planning and implementation of transport projects throughout the province with a special concentration on BRT initiative. The KPUMA shall be responsible for the planning, management, operation supervision of the proposed BRT Routes. The KPUMA shall be primarily responsible for mobility and accessibility of the individuals in urban areas; however, it can propose or review (as required) any transport projects in the other parts of the province too. It is because the authority will be strengthened with Transport Planning and Traffic Engineering Experts housed in all TPU, Parking Company or Transport Company. A. Peshawar Transport Company (PTC) The Government of KPK is already in process of establishing PTC, whose summary has been forwarded for approval. This department under the jurisdiction of KPUMA will look over operations of High Occupancy Vehicles (HOV), i.e., large buses, Light Occupancy Vehicles (LOV) including vans, Mazdas, School Vans, Company Buses, and all other vehicles that carry passengers and follow a defined route. PTC shall be responsible for regulating, and streamlining daily operations of Demand- Response Vehicles i.e., Rickshaws, Taxis, and Services for disabled, Ambulances, and all other Public Service Vehicles with low occupancy and not following a defined route. Furthermore, PTC shall be responsible to issue route permits only in Peshawar as it will be responsible for
238 Design of Pedestrian Precincts & Parking Plaza, Peshawar regulation of bus operations in Peshawar city only. Most of the issues in establishing a public transport system on international standards occur with the lack of training of the drivers, fare collectors, and other operational staff. In order to attain maximum credibility in the public transport system the Government must revamp the existing Government Driving School (GDS) to train the field staff for traffic rules, bus functioning, better communications, tolerance, etiquettes, and ethics. Along with behaviour counselling the PTC shall train the staff and operators. B. Transport Planning Unit (TPU) The current BDU shall be merged into Transport Planning Unit (TPU). The gestation period of the BDU will end in upcoming financial year. Furthermore BDU does not have any technical expertise at hand; thus handicapped to perform the tasks for which it was established; therefore it should be merged within the TPU. Importantly, TPU shall be the technical wing of the KPUMA and the Transport Department wherein all transport planning and traffic engineering expertise shall be housed. TPU will provide technical assistance to all including PTA, KPUMA and RTA as and when required. The Transport and Mass Transit Department of the Government of KPK does not have any positions / sub department specialized in transport planning thus lacking in experts on the subject that instils a gridlock in the whole planning and implementation process, as discussed previously. In order to produce and operate mega schemes such as the BRT, and for further development of sustainable transport system the department needs to induct professionals seasoned in transportation planning, urban planning, and transport operations. C. Peshawar Parking Company Globally, parking is associated with the local government bodies; however, this has not been a successful experience in case of Pakistan. It is because parking regulatory authorities under local governments perform in isolation from the other transport and traffic related entities. It is proposed that in case of Peshawar city parking company shall be established under the KPUMA so effective coordination can be ensured during planning, design, and implementation and operations levels.
7.7.6.3 District Level Government
The institutional structure of the local Government of Peshawar has undergone a major transformation thus giving more powers to the district, Town, and Union level elected bodies. This enables the local Government to resolve development issues pertaining to their locality independently, along with involving public in the whole process. In order to run an efficient city the Government of Peshawar needs to distribute responsibilities according to the capacity and mandate of the departments. The local government that is now run by Municipal Corporation Peshawar (MCP)/ City District Government Peshawar (CDGP) must not perform tasks that overlap with other department’s mandate, such as the Transport Department.
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The mandate of issuing route permits, fixing fare, Managing terminals, and depots, and establishing and monitoring parking facilities, and collecting revenue shall be the mandate of T&MT department. According to Motor Vehicle Ordnance, the MCP/ CDGP has the powers to regulate bus terminals in their jurisdiction; however, it is recommended that any such scheme i.e. establishment of bus terminals shall be finalized in coordination with transport department. The same should be the case for provision of transport especially public transport infrastructure in the city. Bus shelters are to be build and maintained by the local Government with a share of T&MT, which is also responsible for identifying locations, and design of the shelters. Local government is responsible for providing infrastructure, lights, water, bus shelters in their jurisdiction but the planning, and implementation related to transport must be responsibility of T&MT.
7.7.6.4 Urban Policy Unit – Planning and Development Department
The Urban Policy Unit (UPU), a think tank established in the Planning and Development Department shall continue its function i.e., providing vital technical assistance and facilitation to T&MT. The UPU shall be made a regular part of the department to retain the wide-ranging skills and expertise it has developed over the years in form of learned human resource.
7.7.6.5 Traffic Police
Undoubtedly, enforcement plays a major role in sustainable transport service delivery. In Peshawar, apart from its routine mandated task of traffic management, the traffic police is also issuing driver licenses; which shall be restrained. It is because, if the city has to implement a Road Safety Strategy then various data sets such as driver license, vehicle registration, route permit and fitness has to be housed and integrated under a single roof. Neither the traffic police has the capacity nor the expertise to do so. T&MT department being one of core department shall be responsible for data integration and management. Likewise, the driving test being conducted by both Traffic Police and T&MT is obsolete i.e. not as per international standards. What is required that driver are tested with respect to their education, training and skills. Traffic Police neither has the resources nor the capacity to do so. The transport department must take an initiative to establish state of the art driving schools.
7.7.6.6 Peshawar Development Authority
Peshawar Development Authority (PDA) is administratively aligned to Local Government & Rural Development Department Government of Khyber Pakhtunkhwa. The authority is responsible for preparing and sanctioning the town planning schemes, development plans, deals with urban transport, water supply, sanitation, and development of new towns, roads, Infrastructure, parks and horticulture through execution of annual development projects. Notably, the mandate entitles the authority to incorporate urban transport planning with the
240 Design of Pedestrian Precincts & Parking Plaza, Peshawar land use development therefore it shall be made mandatory for T&MT and PDA to coordinate on new developments. Previously, PDA had a transport planning and traffic engineering wing; however, it was abolished due to lack of expertise. It is proposed that a transport planner and traffic engineer shall be housed again in the PDA to restore its capacity for evaluation of new projects with respect to traffic engineering and transport planning. For any mega projects, these professional shall be bound to liaison with TPU of T&MT.
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8. CONCLUSION AND RECOMMENDATIONS
Evidently, there are issues pertaining to lapse in the provision of pedestrian precincts, parking, public transport and transport institutional and regulatory regime adopted Peshawar city. Previous policies and interventions had fail to deliver either due to adverse planning, strategies, lack of implementation, coordination and resource mobilization. In addition, ad hoc approaches adopted have further disintegrated/ fragmented the service delivery in the city. Implementation of BRT system in the city will not benefit unless the gaps in the whole planning and implementation process are resolved. An effort has been made to identify weaknesses and issues in the transport sector of Peshawar, which are highlighted below: i. Development and Implementation of Core Policies o The City has been unable to notify and adopt a master plan which is a core component of development for any city. Master plans helps to define guidelines for future land use development. So far, three attempts have been made and draft master plans were prepared however, none of these drafts have been notified ever. Thus the development of the city is being done without a vision. Furthermore, lack of any regulating planning document has resulted in isolated developments in the city. o There is no Transport Policy available for Khyber Pakhtunkhwa or Peshawar city; thus lacking local or regional planning and integration of transport systems vital for people mobility and accessibility to their desired activity locations. ii. Under Developed Transport Sector o The T&MT Department was established in 2008 to develop transport related policies and carry out transport planning province wide. Although it has been recognized that transport is an important sector of any Government and the society; however, the department still lacks adequate transport planning expertise and resource allocation. The budget allocations are assessed according to the requirement of the projects and no on-going budget is proposed nor allocated for the purpose of conducting regular functionalities, apart from human resource, etc. o The T&MT Department also lack dedicated wings for planning, operational modalities, and engineering, etc. o The transport sector has been overlooked due to lack of interest and inadequate capacity of regularity regime. Although there is plethora of institutes mandated to provide/ manage transport facilities but neither have any technical wing nor any technical expertise available with them. iii. Lack of Professionals and Experts in the Government Sector o Establishing efficient and functional transport systems require a strong team of experts and professionals to develop sustainable policies. Currently the T&MT is operating with a team of non-technical personnel and has an inadequate lower tire team to plan and implement policies. o Although Business Development Unit has been established to support the T&MT in developing and reviewing transport related policies and projects. The staff assigned to BDU is not adequate to fully support the Transport Department along with lacking
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experts and specialized personnel with a background in urban, transportation planning, engineering, or policy making. o Likewise, other government units also lack technical expertise especially local government entities. iv. Overlapping of Functions and Lack of Coordination among Government Departments o The urban transport functions in KPK are fragmented and overlapping on provincial and local level. There is a plethora of institutions, organizations and departments involved in the approval of planning and policies in the development sector with more than ten federal, provincial and district government levels, which are assigned the task of transport related decision making; the lack of synchronization among these institutions to the level of complete disconnect is, but a very obvious eventuality, adding to already abundance of other barriers. v. Budget Allocations o The transport sector of KPK was overlooked for many years, and it was in 2008 that the need to build a separate department was realized. The new Government that took oath in 2013 plans to build a mass transit system in Peshawar which would give the transport sector a mega uplift. Apart from the proposed BRT financial allocation, the budget is still not adequate for other requirements, such as, infrastructure provision, capacity building and institutional realignment etc. it will not be wrong to say that KPK government spend less than 2% of its ADP on transport service delivery. o Likewise, Due to budgetary constraints various department are unable to hire professionals/experts in transport sector. vi. Dis-oriented Institutional Framework o In absence of a master plan, field specialists, and a strong vision the departments are performing their development related mandated function on ad-hoc basis in a fragmented way. In reality, there does not exist any coordination among the departments. This is evident from the matter of issuing of Driver licenses. Both Transport Department and Traffic Police are issuing driver licenses in Peshawar. o Presently, various departments of KPK government are not strengthened by the relevant sub-divisions that can perform tasks pertaining to transport planning, research and development, regulations, PPP model, subsidies, operational mechanisms, etc., One of the example is lack of transport planning wing/ expertise in Peshawar Development Authority. o Parking is a major component of transport. In addition it is a major source of revenue generation for local government entities but in case of Peshawar city, the function is performed by various entities with no coordination. Furthermore, weak institutional structures results in revenue pilferages because of lack of centrally controlled mechanism and focused ownership. o Various departments, such as local government, police, PDA, etc., are carrying out tasks pertaining to Transport Department due to weak fragmented institutional structures. Building control and parking within the building is task of PDA whereas on-street, off-street parking, and parking plazas need to regulated by T&MT. PDA
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constructs flyovers without consulting T&MT and with a no Traffic & Engineering wing. o Establishing BDU before setting up Transport Planning & Traffic Engineering Unit (TPU) means the priorities are not focused. Functions of the Business Development Unit shall fall under the ambit of Transport Planning Unit having comprehensive structure. vii. Weak Regulations and Monitoring o Various studies have been conducted in Peshawar city so far to resolve issues deteriorating the fabric of the city, and traffic nuisance on roads; however neither of any recommendations made in those studies have been implemented due weak government institutions. o Two departments i.e. Transport Department and Traffic Police are both issuing driving licenses, however, majority of public service vehicle drivers and people do not possess license nor follow rules. o The government is bound to revise public transport fares with every increase or decrease in petroleum products to pass on the benefits to the people. The RTAs in this regard issue new fare tables to be pasted in each vehicle in a prominent place for convenience of passengers; however, neither the decreased fare nor the fare table itself is pasted in vehicles due to lack of stringent enforcement mechanism. o The T&MT has a team of Motor Examiners posted in various districts with a clear defined scope of work i.e. ensuring road worthy vehicles to operate, however, the vehicles plying on road depicts a different picture of lawlessness. Almost all the public transport vehicles contravene the Motor Vehicles Rules in one or other way. viii. Outdated Policies, Standards, and Data Availability o Various studies have been conducted and put to shelf. Outcomes or recommendations made in these studies were never implemented; thus these studies are not utilized for the purpose of upgrading old policies or standards. Ironically, while pursuing for data pertaining to Peshawar Transport Master Plan, it was observed that not a single copy of first and third Peshawar master plan was available. The urban development specialist of UPU had only one copy of Second master plan. o Throughout the world, transport planning studies are conducted on need basis and later updated with the passage of time with change in land use or increase in population. However, in case of Peshawar the routes were which were originally defined along the three corridors of the city are to date followed. There is a dire need to conduct a robust study and collect vital data pertaining to public transport, pedestrian, vehicular traffic, etc. This data is vital because it formulates the core of any transport planning study. o Standards for Bus designs have changed with induction of safety features; however, buses plying Peshawar city are not in compliance with safety and convenience standards defined globally or adopted in rest of Pakistan. To date, High floor small buses are operating in the city whereas neither a single bus stop has raised floor to facilitate boarding and alighting of passenger’s especially elderly people, kids, women, etc.
244 Design of Pedestrian Precincts & Parking Plaza, Peshawar ix. Lack of Public Participation o Transport network is among the various network prevailing in any given society. Importantly transport network is always based on the type of land use and is developed particularly with respect to people needs. Literature Review clearly elaborates the fact that where ever transport network is developed without considering people mobility and accessibility needs; it has failed. Thus, it is utmost important that people are made part of any transport infrastructure provision related decision. o Decisions, such as, providing a bus service are taken without considering the dynamics of the public transport service delivery, nor its priority for the public that are dependent on it. A clear example is operation of Public Transport on Service Lane. This is a unique example and has never been observed anywhere else. It is not clear why public transport is being plied on the service lane when there is sufficient Right of Way (carriage way having 3 lane on each side) is available. x. Poor Infrastructure Design and Service Delivery o There is lack of efficient public transport service in the city. Lack of conventional well-organized public transport has resulted in preference for alternate means of mobility. Presently, the city is accessed by a mix of legal and illegal Para-transit modes catering to people mobility needs. These modes are being operated by private entrepreneurs and does not confirm to legal and regularity requirements including vehicle fitness, driver age and training, and condition of the vehicles. o The government on one side is striving to provide efficient and reliable transport in the city by inducting new state of the art AC hi-roof vans whereas on the other side the government has forbidden operations of the conventional Buses and wagons on the main carriage way; thus increasing journey time and imposing higher travel costs on passengers. This is a clear policy dilemma. o Absence of well–organized public transport has resulted in deterioration of service delivery. Resultantly, the vehicles are not well maintained, no schedule is followed, nor do the drivers or fare collectors have uniform, along with no capital/operational subsidy incentive available for the operators. o There is lack of sustainable public transport infrastructure in the city. The existing bus stops (if any) are neither notified nor have basic facilities such as flag post, information, shelter, seating arrangements. Likewise, the existing bus terminals have both lived up to their capacity and the alterations made in the design have further reduced the operational efficiency. o Prevailing pedestrian infrastructure (where available) is satisfactory to meet people mobility needs; however due to encroachment and illegal parking is non-efficient. Furthermore, the available infrastructure is not sufficient in terms of provision i.e., constitutes marginal of the required volume. Furthermore, the available infrastructure is not designed as per the needs of people. Previously, no study have been conducted to establish the needs of the pedestrians. o Limited parking facilities are available in the city. Ample ROW is available however the road design does not incorporate parking in its design. This is same for the new roads too being constructed in the city. Although, couple of parking plaza are available in the city (one in Bazaar study area) however, neither these are design on
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any robust feasibility study encompassing people parking needs nor they are fully utilized due to encroachments and poor design. Evidently, in Peshawar city there is a clear policy dilemma, lack of coordination among various government departments, lack of technical expertise in planning entities, and lack of resource mobilization. Based on the results of surveys, opinions of the participants, SWOT analysis and policy recommendations a matrix is drawn below wherein various issues related to pedestrians, parking, cycling and public transport has been identified along with mitigation measures. It is utmost important that the due diligence is carried out prior regarding risks associated with these recommendations. This report is based on the data collected in 2014 and incorporates the infrastructure and projects available at the time. It is recommended that any new/proposed interventions, in or around the study areas, needs to be studied and document should be updated accordingly.
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Mode Issues Impact Recommendations Risks
Pedestrian Infrastructure No or less accessibility Provide infrastructure Difficult to implement due to limited Overcrowding along narrow Enhance the efficiency of ROW on narrow roads or insufficient Reduce walking speed footpaths existing infrastructure funds Poor workmanship may cause Difficulties in crossing the road at . Problem for elder people Provide level crossings at difficulties for people by providing ground level . Cause of injury important locations unsuitable slope during construction . Difficult to implement due to limited ROW on narrow roads Poor signage, and barriers to Lack of information for Install proper signage for . Insufficient funds pedestrian movement pedestrians pedestrians . Design . Public Awareness
An unwelcoming environment for Cause of congestion due to improper the elderly and physically disabled Source of injury Provide easily accessible ramps design people
Pedestrian . Proper design of pedestrian Safety problems in relation to traffic crossing . Congestion and in areas that are poorly lit or Cause of accident . Provide overhead pedestrian . Cost badly maintained bridge Proper vehicle inspection and Lungs & ear diseases to . Lack of Enforcement Noise and air pollution from traffic control system pedestrians . Public Awareness Provide green belt
Pedestrian links which lack . Unpleasant for pedestrian. Provide shade & seating . Poor Design character, identity and comfort . Cause of discomfort arrangements . Public Consultation (shade and seating)
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Dedicated cycling Infrastructure No or less accessibility Provide infrastructure Difficult to implement due to limited ROW on narrow roads or insufficient Enhance the capability of Overcrowding on roads Reduce speed funds existing infrastructure . Difficult to implement due to limited ROW on narrow roads Lack of information for Install proper signage for No signage for cyclist movement . Insufficient funds
cyclist cyclists . Design . Public Awareness
Cyclist An unwelcoming environment for Cause of congestion if implemented Source of injury Provide cycle lane people without public consultation
Safety problems in relation to traffic . Proper lane marking. and in areas that are poorly lit or Cause of accident. . Dedicated cycle lane . Cost badly maintained . Cycle Racks Provide green belt. . Lack of Enforcement Noise and air pollution from traffic Lungs & Ear diseases Provide infrastructure . Public Awareness
. Discomfort Provide proper signage and Inadequate information for motorists Cost . Loss of time information through ICT Local zoning ordinances, . Limited resources for Inefficient use of existing parking . Congestion building codes, and other implementation capacity . Accidents development practices should . Policy be implemented . Public Awareness
Parking Insufficient technical transport team . Increase parking fee. . Congestion Limited resources for Excessive automobile use. . Provide better public . Pollution implementation transport Policy
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. Design should be as per Economic, environmental and people needs and local . Opportunity cost for urban Limited resources for aesthetic impacts of parking environment land use distribution implementation facilities. . Affordability needs to be determined . Improve design . Limited capacity Inconvenient Parking Congestion . Provision of Parking . Cost Facilities . Land Availability . Inadequate resources for Development of Parking Plan implementation and development Impact of additional parking spaces Land Availability as per City Vision and People . Land Availability needs . Cost . Impose fine on commercial Commercial vehicles will vehicles during peak hours Inadequate resources for Loading and unloading zones block travel lanes . Freight Delivery Hours to be implementation. defined Link Pedestrian and Parking Parking not within a . Availability of Land Inconvenient parking Infrastructure through land use reasonable walking distance . Encroachments integration . Public awareness Inadequate pricing methods Flat parking fee Time based parking fee . Cost Regulation through robust Confusing parking policies Improper regulations and fees Public Consultation policies Difficulties with parking regulation Traffic congestion Proper planning Constraints of resources and pricing Lack of sufficient parking at event . Time consumption. . Coordination Event management plan site . Congestion . Responsibility . Implementation Low parking turnover rate Long-time parking Time based parking fee . Enforcement
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. Passenger dissatisfaction. Proper institution setup. . Time wastage Appropriate scheduling. . Limited operational capacity Poor Service Delivery . Preference for alternate Properly planned public . Insufficient Fleet modes in particularly car transport . Integration of Services . Transfer Nodes not defined as per . Poor Trip time resulting in . Appropriate scheduling. people needs
Inefficient/ Outdated Rolling Stock service delays . Properly planned public . Willingness to Operate . Huge maintenance cost transport . Suitable scheduling. . Passenger dissatisfaction. . Integration of Services Fragmented Service Delivery/ . Properly planned public . Preference for alternate . Willingness of Operator Connectivity/ Integration transport modes in particularly car . Adequate Fleet Availability . Integration with Land use
Public Transport . Suitable scheduling . Insufficient Fleet . Passenger frustration Lack of Information/ Reliability . Appropriately planned public . Poor scheduling . Wastage of time transport . Willingness of Operator
. Reluctant to adopt Service . Fare to be determined . Willingness of Operator Affordability . Preference for alternate scientifically incorporating . Subsidy modes in particularly car view of all . Periodic Review
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8.1 Development of Pedestrian and Parking Network Plan
8.1.1 Action Plan for Implementation
An Action plan was devised to mitigate the problems faced by the users. The plan sets out the actions for the Government of the Khyber Pakhtunkhwa and should be seen as the tool for collaborative working. Pedestrianisation refers to the concept of place as a combination of physical environment, people and the way in which these two interact. It underlines the direct correlation between quality of place and quality of life, and defines successful places as those which are; . Distinctive . Safe and Pleasant . Easy to move around . Welcoming . Adaptable . Resource efficient These characteristics are reflected in the Action Plan through following outcome which shall be applied to the study areas and which are designed to address the issues faced by the road users. These are 1. An improved surroundings for pedestrians by providing priority to walking. 2. A safe, clean and well maintained environment through infrastructure upgradation and management 3. Integrated service delivery through coordination among regulatory authorities These can be achieved through the implementation of measures listed below. These measures are for each study areas. To allow realistic planning and budgeting, each action has been allocated an inductive delivery timescale of “Short Term (0 – 1 Years)”, “Medium Term (1 – 3 Years)” and “Long Term (3 – 5 Years)”.
8.1.1.1 Saddar Bazaar
Short Term 1. One Way Traffic Management Plan is proposed based on analysis for Saddar Road and Arbab Road with adequate On-street Parking Facility as shown in Appendix E. 2. Strict enforcement is proposed on Saddar Road and Arbab Road to cater illegal parking and opposite traffic movement. 3. Liaquat Bazaar, Shafi Market, Gora Bazaar and adjacent streets should be pedestrianised till the Fawara Chowk as shown in Appendix E. 4. Encroachment should be removed from Saddar Bazaar. 5. Adequate and Proper Traffic Signage should be installed to improve traffic flow. 6. Public Consultation with the local community shall be carried out prior to any hardcore improvement. This will bring ownership of the community and implementation will be easy.
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Medium Term 1. Saddar Road, Arbab Road, Liaquat Bazaar, Shafi Market, Gora Bazaar and adjacent streets should be pedestrianised till the Fawara Chowk as shown in Appendix F. 2. Street Furniture and aesthetics i.e. plants, trees. Monuments etc. should be installed to provide environment friendly spaces for pedestrians. 3. Addition of lanes/grade Separation for through Traffic in Mall and Sohneri Masjid Road are proposed to cater the diverted traffic volume of Saddar Road as shown in Appendix F. 4. Two Pedestrian Overhead Bridges are proposed on locations as shown in Appendix F. 5. Two state of the art Parking Plazas are proposed near Shafi Market and State Bank’s Building to cater and facilitate the vehicle users as shown in Appendix F. (Floor Plans and Architectural Drawings of Parking Plazas are Attached in Appendix J and K) Long Term 1. Adequate Integrated Public Transport should be provided in Saddar Bazaar which connects it with other Commercial, Business and Residential centers of the city. 2. Motorised Vehicles should be discouraged and non-motorised modes of transport should be encouraged in Saddar Bazaar and its vicinity through Media Campaign and Public Awareness Programs. 3. To reduce congestion in Saddar Bazaar, a study regarding Congestion Pricing should be initiated and implemented subsequently. 4. Adequate Maintenance of pedestrianised roads and streets of Saddar Bazaar should be done periodically.
8.1.1.2 Dubgari Garden
Short Term 1. One Way Traffic Management Plan is proposed for Dubgari Garden with adequate On- street Parking Facility on various locations as shown in Appendix G. 2. Footpaths should be constructed to facilitate safe pedestrian movements as shown in Appendix G. 3. Strict enforcement is proposed in Dubgari Garden to cater the illegal parking and opposite traffic movement. 4. Adequate and Proper Traffic Signage should be installed to improve traffic flow as shown in Appendix G. Medium Term 1. Street Furniture and aesthetics i.e. plants, trees. Monuments etc. should be installed to promote pedestrian precincts. 2. A state of the art Parking Plaza is proposed on Railway Road near Qainchi Pull to cater and facilitate the vehicle users as shown in Appendix G. (Floor Plans and Architectural Drawings of Parking Plaza are Attached in Appendix L) 3. Cleanness of the infrastructure should be done on daily basis.
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Long Term 1. Adequate Integrated Public Transport should be provided in Dubgari Garden to improve its connectivity with other parts of the city. 2. Motorised Vehicles should be discouraged and non-motorised modes of transport should be encouraged in Dubgari Garden and its vicinity. 3. Traffic and Environmental Impact Assessment Studies should be conducted for every new construction i.e. Hospitals etc. and provision of adequate parking facility in design should be enforced for every new Building. 4. To reduce congestion in Dubgari Garden, a study regarding Congestion Pricing should be initiated and implemented similar to the Saddar Bazaar. 5. Adequate Maintenance of pedestrianised roads and streets of Saddar Bazaar should be done periodically.
8.1.1.3 Bazaar Area
Short Term 1. Like other study area, one way Traffic Management Plan is proposed for Bazaar Area with adequate On-street Parking Facility as shown in Appendix I. 2. Footpaths should be constructed to facilitate safe pedestrian movements as shown in Appendix I. 3. Strict enforcement through spikes and bollards is proposed in Bazaar Area to cater illegal parking. 4. Traffic Signage should be installed to improve traffic flow as shown in Appendix I. 5. Encroachment should be removed from streets and roads of Bazaar Area. Prior public consultation should be done to remove trust deficit of community. 6. Existing Chowk Yadgaar underground Parking facility should be managed through CCTV Cameras, Bays Marking, Cleanness and adequate drainage system etc. Medium Term 1. A Multi-Storey Parking Plaza is proposed on Chowk Yadgaar to cater and facilitate the vehicle users as shown in Appendix I. (Floor Plans and Architectural Drawings of Parking Plaza are Attached in Appendix M) 2. Cleanness and maintenance of the infrastructure should be done on daily basis. Long Term 1. Integrated Public Transport should be provided to connect it with other Commercial, Business and Residential centres. 2. Motorised Vehicles should be discouraged and non-motorised modes of transport should be encouraged in Bazaar Area and its vicinity. 3. Traffic and Environmental Impact Assessment Studies should be conducted for every new construction 4. Design of every new major facility should include parking facility as per floor design. 5. Adequate Maintenance of pedestrianised roads and streets of Saddar Bazaar should be done periodically.
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8.1.1.4 Malik Saad Shaheed Road
Short Term 1. Malik Saad Shaheed Road should be pedestrianised from Firdous Cinema Stop to Bacha Khan Chowk as shown in Appendix H. 2. Street Furniture and aesthetics i.e. plants, trees. Monuments etc. should be installed to provide environment friendly spaces for pedestrians. 3. Parking lot is proposed in Jinnah Park on GT Road to cater vehicle being parked at Jinnah Park and Malik Saad Shaheed Road as shown in Appendix H. 4. Strict enforcement is proposed to restrict illegal parking through fines and impounding of vehicles. 7. Encroachment should be removed from sidewalks. 8. Adequate and Proper Traffic Signage should be installed to improve traffic flow. Medium Term 1. Cleanness and maintenance of the infrastructure should be done on daily basis. Long Term 1. Integrated Public Transport should be provided to shift modal preference. 5. Adequate Maintenance of pedestrianised area should be done periodically.
The design of the parking bays, and other parking infrastructure is based on the standards listed in the parking manual submitted under Deliverable 2. Importantly, these standards are based on the world best practices defined in local context. In addition, the capacity of the new parking infrastructure in relation to the estimated demand is shown below. Maximum Parking Accumulation Parking Capacity Sr. No. Study Area (Parking Demand) Motorcycle Car Motorcycle Car 1 Saddar Bazaar 505 670 2635 1424 2 Dubgari Garden 74 276 870 442 3 Bazaar Area 604 503 720 500 Malik Saad Shaheed 4 - - 130 41 Road
8.1.2 Guidelines for Implementation
8.1.2.1 Pre-Implementation Consultation and Communication
1. Set up a comprehensive communication and consultation strategy as reallocating road space may rise concerns from the community. Pedestrianisation and creation of public spaces often require lengthy consultation processes with all stakeholders. It is important
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to provide public information at every stage of the process especially about the potential benefits of a car-free urban environment. 2. Political support is fundamental. Politicians/policy makers shall take ownership of any pedestrian precinct project. This will twofold the project acceptability by the public.
8.1.2.2 Design and Implementation
1. During the design phase, measure and monitor the ‘prevailing’ situation rigorously, including traffic flow, air quality, and retail sales statistics. It must be ensured that same practice is repeated after design implementation. Key performance indicators shall be developed and monitored at regular intervals after implementation. This information may provide vital evidence in demonstrating the success of the project. 2. Importantly, road space reallocation should be seen as one part of an integrated strategy. If Government take away space from car drivers, it should be prepared simultaneously to provide better public transport services or improved pedestrian paths. Road space reallocation is not about making life difficult for car drivers, it is about improving the mobility options and quality of urban life for all.
8.1.2.3 Public Awareness and Media Campaign
1. It is vital to work closely with the media. Reducing road space available for cars can provoke sensationalist, negative headlines; be warned that adverse publicity can be very hard to counteract. From the start, provide the media with all information possible and involve them in the unfolding ’story’. Brief them on all the benefits of the project but also the potential problems that may arise, especially during the early stages of the project. 2. Allocate sufficient resources to fund an effective marketing strategy. Use a variety of media (leaflets, posters, local radio, television, and web sites etc.) to keep all sectors of the public informed. 3. Take photographs which clearly show the situation before the implementation of any scheme, and where possible repeat the exercise at the same locations during and after the completion of the project. Public memories of the traffic problems that existed before a scheme can be short-lived, and images that highlight the improvements that such schemes bring can help win support for future projects.
8.1.2.4 Post Implementation
1. Preferably, problems should be anticipated in the first weeks after the implementation of each road closure as drivers tend to adapt changes slowly. Good Communication strategy, police support, and the presence of local authority personnel on-site can help to minimize this. 2. Enforcement is the most vital tool for success of Pedestrian Precincts.
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8.2 Cost Estimates
8.2.1 Parking Plazas
Estimates for the construction of typical Parking Plaza was prepared. The conceptual cost per square foot was obtained from Lahore Parking Company which is 3500. Lahore Parking Company is in process of constructing new parking plazas in Lahore. These estimates shall be reviewed prior to consideration for tendering purposes. All due diligence shall be made with respect to incorporation of local prevailing rates. The following table provides a comparative concept costs for each Parking Plaza Proposals. Covered Unit Rate Sr. Area Plaza Name Location (Rs./Square Cost (PKR) No. (Square Foot) Feet) Near Shafi Saddar 1 319,930 3500 1,119,755,000 Market/Stadium Chowk Bazaar Near State Bank Saddar 2 286,370 3500 1,002,295,000 Building Bazaar Dubgari 3 Near Qainchi Pull 207,720 3500 727,020,000 Garden Bazaar 4 Chowk Yadgaar 173,042 3500 605,647,000 Area Total Cost 3,454,717,000
8.2.2 Parking Lot Some part of the park is proposed as parking lot near Firdous Cinema Stop. The conceptual cost per square foot was obtained from Lahore Parking Company for a typical Parking Lot which is 1500. Stated earlier these estimates shall be reviewed prior to consideration for tendering purposes. All due diligence shall be made with respect to incorporation of local prevailing rates. Unit Rate Sr. Covered Area Parking Lot Location (Rs./Square Cost (PKR) No. (Square Feet) Feet) Near Firdous Malik Saad 1 25,003 1500 37,504,500 Cinema Stop Shaheed Road Total Cost 37,504,500
8.2.3 Pedestrian Precincts Two areas have been proposed to be transformed as pedestrian precincts by keeping in view the demand. A conceptual cost per square foot was calculated for pedestrian precincts.
Unit Rate Sr. Pedestrian Covered Area Location (Rs/Square Cost (PKR) No. Precincts (Square Foot) Foot)
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Saddar Road Saddar 252,905 1 500 126,452,500 Arbab Road Bazaar (190,747+62,158) Liaquat Bazaar Gora Bazaar Saddar 2 Tipu Sultan Road 1,022,440 500 511,220,000 Bazaar till Fawara Chowk And adjacent Streets Malik Malik Saad Shaheed Saad 3 31,322 500 15,661,000 Road Shaheed Road Total Cost 653,333,500
8.3 Responsible Entities/Agencies for Implementation
Sr. Responsible Project Name Cost (PKR) Phase No. Entity/Agency Traffic Management and Traffic Peshawar Signage Plans (One Way) of 3,500,000 Short 1 Cantonment Saddar Bazaar along with On- (3.5 Million) Term Board street Parking Facility
Enforcement Plan of Saddar Short Traffic Police 2 - Bazaar Term Peshawar Pedestrianisation of Liaquat Peshawar Bazaar, Shafi Market, Gora 511,220,000 Short 3 Cantonment Bazaar and Adjacent Streets Till (511.22 Million) Term Board Fawara Chowk Removal of Encroachment from Peshawar Saddar Bazaar, Bazaar Area, Short Cantonment 4 - Dubgari Garden and Malik Saad Term Board Shaheed Road TMA Peshawar Peshawar Pedestrianisation of Saddar Road, 126,452,500 Medium 5 Cantonment Arbab Road & Adjacent Streets (126.45 Million) Term Board Provision and Installation of two Peshawar 80,000,000 Medium 6 Overhead Bridges and Street Cantonment (80 Million) Term Furniture Board Lanes Addition in Mall Road (Shah Nawaz Chowk to Club Peshawar 25,000,000 Medium 7 Chowk) and Sohneri Masjid Road Cantonment (25 Million) Term (Gharbi Morr to Dr. Younis Board Chowk) Peshawar Construction of two Multi-Storey 2,122,050,000 Medium 8 Cantonment Parking Plazas in Saddar Bazaar (2122.05 Million) Term Board Peshawar Media Campaign and Public 10,000,000 Medium 9 Cantonment Awareness Program (10 Million) Term Board
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Traffic Management and Traffic Peshawar Signage Plans (One Way) of 2,500,000 Short 10 Cantonment Dubgari Garden along with On- (2.5 Million) Term Board street Parking Facility Construction of Multi-Storey Peshawar 727,020,000 Short 11 Parking Plaza Near Qainchi Pull, Cantonment (727.02 Million) Term Dubgari Garden Board Traffic Management and Traffic Peshawar Signage Plans (One Way) of 10,000,000 Short 12 Cantonment Bazaar Area along with On-street (10 Million) Term Board Parking Facility Construction of Multi-Storey Peshawar 605,647,000 Medium 13 Parking Plaza on Chowk Yadgaar, Cantonment (605.65 Million) Term Bazaar Area Board Pedestrianisation of Malik Saad Peshawar Shaheed Road from Firdous 15,661,000 Short Cantonment 14 Cinema Stop to Bacha Khan (15 Million) Term Board Chowk TMA Peshawar Peshawar Construction of Parking Lot In 37,504,500 Short Cantonment 15 Jinnah Park on GT Road (37.50 Million) Term Board TMA Peshawar
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REFERENCES
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18. Witter, R (2007) The role of public transport in the context of social inclusion - the transantiago case proceedings of 7th Swiss Transport Research Conference Swiss Transport Research Conference, Monte Verita / Ascona.
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Appendixes
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