URBAN POLICY UNIT PLANNING & DEVELOPMENT DEPARTMENT GOVERNMENT OF KHYBER PAKHTUNKHWA
TRAFFIC MANAGEMENT PLAN FOR FOUR CITIES (PESHAWAR, MARDAN, KOHAT& ABBOTTABAD)
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FINAL REPORT (Volume – I, PESHAWAR CITY)
(JANUARY 2018)
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PREPARED BY
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AAA ENGINEERING CONSULTANTS (PVT) LTD
ABBREVIATIONS
BRT Buss Rapid Transit C & W Communication and Works Department FATA Federally Administered Tribal Areas GT Road Grand Trunk Road Km Kilometre KP Khyber Pakhtunkhwa LG Local Government Ltd Limited NC Village Council NHA National Highway Authority OD Survey Origin and Destination Survey P & D Department Planning and Development Department PDA Peshawar Development Authority PIA Pakistan International Airline PKHA Pakhtunkhwa Highway Authority Pvt Private TDM Transportation Demand Management TMP Traffic Management Plan TSM Transportation System Management UPU Urban Policy Unit VC Village Council
TABLE OF CONTENTS
1 INTRODUCTION...... 1 1.1GENERAL ...... 1 1.2BACKGROUND OF THE STUDY ...... 1 1.3OBJECTIVES OF THE STUDY ...... 3 1.4SIGNIFICANCE OF THE STUDY ...... 3 1.5STUDY AREA ...... 4 1.6SCOPE OF WORK ...... 4 1.7TEAM COMPOSITION ...... 6 1.8ANTHOLOGY OF THE STUDY REPORT ...... 7 2 REVIEW OF EXISTING SITUATION, ISSUES AND PROBLEMS ...... 8 2.1ADMINISTRATIVE SUB-DIVISIONS OF PESHAWAR ...... 8 2.2ROAD NETWORK OF KP ...... 9 2.3TRANSPORTATION NETWORK OF PESHAWAR ...... 9 2.4DISCRIPTION OF PESHAWAR INTERCITY ROAD NETWORK ...... 12 2.5AN OVERVIEW OF TRAFFIC ISSUES IN PESHAWAR ...... 15 3 DATA COLLECTION AND ANALYSIS ...... 20 3.1STAKEHOLDER’S CONSULTATION AND DATA COLLECTION ...... 20 3.2ZONING OF THE CITY ...... 20 3.3SELECTION OF TRAFFIC SURVEY STATIONS ...... 30 3.4TRAFFIC COUNTS SURVEY STATIONS ...... 30 3.5ORIGIN & DESTINATION SURVEY STATIONS ...... 37 3.6PARKING, PEDESTRIAN AND BUS TERMINAL SURVEYS...... 39 3.7TRAFFIC SURVEYS ...... 43 3.8DESCRIPTION OF EACH SURVEY CONDUCTED FOR TMP ...... 43 3.9TRAFFIC DATA COLLECTION AND ANALYSIS ...... 49 4 TRANSPORTATION DEMAND CHARACTERISTICS ...... 52 4.1RESULTS OF THE ORIGIN & DESTINATION (OD) SURVEY ...... 52 4.2DISTRIBUTION OF TRAFFIC VOLUMES ...... 57 4.3RESULTS OF PARKING SURVEYS ...... 67
4.4BUS TERMINAL SURVEYS ...... 71 4.5ROAD INVENTORY DETAILS ...... 71 5 CURRENT TRANSPORTATION PROBLEMS ...... 138 5.1DEMAND-CAPACITY GAPS ...... 138 5.2INSUFFICIENT ROAD NETWORK ...... 147 5.3CURRENT PUBLIC TRANSPORT SITUATION...... 147 5.4TRAFFIC MANAGEMENT ISSUES ...... 148 5.5URBAN LAND USE ISSUES ...... 149 5.6INSUFFICIENT FACILITIES FOR NON-MOTORIZED TRAFFIC ...... 150 5.7INSUFFICIENT INSTITUTIONAL SET-UP ...... 150 6 TRAFFIC AND TRANSPORTATION IMPROVEMENT STRATEGIES ...... 152 6.1OVERALL TRANSPORT POLICY ...... 152 6.2UP GRADATION OF THE ROAD NETWORK ...... 158 6.3URBAN DEVELOPMENT SCENARIO ...... 162 6.4PUBLIC TRANSPORT DEVELOPMENT...... 164 6.5TRAFFIC MANAGEMENT PLANS ...... 168 6.6STRENGTHENING OF INSTITUTIONAL CAPACITY ...... 171 7 KEY SHORT, MEDIUM, AND LONG TERM PROPOSALS ...... 174 7.1SHORT-TERM MEASURES ...... 174 7.2LONG-TERM MEASURES ...... 194 7.3PROPOSED MAJOR INVETMENT PROJECTS ...... 200 8 IMPLEMENTATION OF STUDY’S PROPOSALS ...... 202 8.1IMPLEMENTATION PLAN ...... 202 8.2KEY PLANNING PROPOSALS AND PROJECTS ...... 204 8.3CONCLUSION ...... 206 9 Annexure …………………………………………………………………………………………………………..207
CHAPTER1 1 INTRODUCTION
1.1 GENERAL
The Urban Policy & Planning (UPU), P&D Department Government of Khyber Pakhtunkhwa with the financial assistance of USAID initiated the development of a comprehensive Traffic Management Plans of major urban centers of Khyber Pakhtunkhwa including Peshawar, Mardan, Kohat and Abbottabad. The basic objective of the study is to identify major constraints and bottlenecks in the existing traffic management and operation system of major cities of the province and to devise improvements required to make the system more efficient, safe and reliable meeting requirements of the growing population. The Urban Policy & Planning Unit (UPU) of Khyber Pakhtunkhwa through a transparent and competitive bidding process assigned the assignment to M/s AAA Engineering Consultants (Pvt.) Ltd to develop integrated Traffic Management Plans for the above mentioned. The report has been divided into four volumes and the current volume – I pertain to the City of Peshawar.
1.2 BACKGROUND OF THE STUDY
Peshawar is amongst the oldest living cities of Pakistan and provincial capital of Khyber Pakhtunkhwa. Peshawar also is serving as an administrative and economic hub both for the province of Khyber Pakhtunkhwa and erstwhile FATA. The city of Peshawar is situated in a large valley near the eastern end of the Khyber Pass, close to the Pak-Afghan border. Historically known as "City on the Frontier", Peshawar's strategic location on the crossroads of Central Asia and South Asia has made it one of the most culturally vibrant and liveable city in the greater sub-continent region. Peshawar is irrigated by various canals of the Kabul River and by its right tributary, the Bara River.
Due to continued negligence and rapid population growth rate coupled with the influx of Afghan refugees, the City of Peshawar has witnessed unregulated and unplanned growth, with no master plan to guide the growth and channel the resources to lead to enhanced economic growth and urban management. All of this is leading towards collapse of services and emergence of slums like conditions in the urban core, particularly the walled portion is increasingly suffering from overcrowding, traffic congestion, and excessive air
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pollution. Due to insufficient investment in municipal services along with weak intuitional framework has resulted in poor coverage and low service quality. Water and sanitation coverage rates are not only low but the quality of service is also below standards. The economic uplift of the area has led to increase in private vehicle ownership causing severe pressure on the infrastructure of the city and its condition is further deteriorating day-by- day. Lack of land use planning, and zoning regulations, non-availability of parking spaces through-out the city particularly in the urban core, non-functional signaling system, unavailability of a decent public transport system has created excessive mobility issues in the provincial capital. The current public transport system is inadequate, fragmented and consist of multitudes of buses and small Para-transit modes which are not sufficient to fulfill the growing demand. Due to unplanned development of the city all most all inner roads and streets are extremely narrow and these roads and streets are unable to accommodate the growing pedestrian and vehicular traffic leading to acute traffic congestion, high accidents rate and excessive air pollution with multi-dimensional social and environmental costs (i.e. increase in travel time, increase in energy consumption and environmental pollution) which put extra burden on city resources as well as country economy. Due to continuous increase in vehicular traffic along with the absence of a proper traffic management plan, it jeopardizes non-motorized modes users. The economic prosperity, sustain growth and environmental sustainability of a city entirely depends on an efficient transportation infrastructure. Therefore, to make the city of Peshawar economically prosper and environmentally sustainable, it is essential to diagnose the root causes of the current traffic problems and devise appropriate solutions these issues to ensure sustainability of the city.
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Figure 1.1: Location Map of Peshawar city (Source: Wikipedia)
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1.3 OBJECTIVES OF THE STUDY
The basic purpose of the study is to thoroughly assess the traffic situation in Peshawar city and conceive socially acceptable, environment friendly and economically viable solutions for identified issues. It is a well-established fact that in Peshawar city the road users are constantly increasing causing severe traffic congestion and associated problems, therefore, it is essentially required to find the root causes of these problems and set out short, medium and long-term strategies for developing a multimodal transportation system in an integrated manner consistent with the current and future needs of the city, aligned with the city’s growth and complement the overall vision of sustainable development and notation of a prosperous. The basic objectives of the study are:
• Evaluate the current transport infrastructure of the city, assess the existing traffic handling arrangements being practiced in the city and propose various options, modifications, infrastructure requirement in the form of short and long term solutions, leading towards smooth traffic flow in the city.
• Develop traffic management plan for Peshawar city that will address the underlying traffic problems with a list of priority investment projects in the transport sector. The plan will provide guidance to the provincial government for adopting systematic approach in the implementation of transport infrastructure projects that will lead to develop an adequate, modern and innovative transportation system meeting the traffic needs of the current and future population of the city.
1.4 SIGNIFICANCE OF THE STUDY
The Development of an integrated Traffic Management Plan for the city of Peshawar is essentially required for addressing the traffic congestion and associated issues continuously facing by the people of Peshawar city. The study will also provide guidelines for prioritized investment projects in transport sector. The proposed improvement in infrastructure will enhance accessibility required for all kind of economic activities and income generation that will uplift the life standards of the local people. This study is one of the vital initiatives taken by the UPU of the Planning and Development Department to help Peshawar to maintain its reputation as one of the important cities of Pakistan by improving the traffic system of the city.
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1.5 STUDY AREA
The study area falls within the administrative boundaries of Peshawar city comprising of 67 urban union councils covering an area of approximately 150 Km2. Administratively the study area is divided into four towns but for surveys and data collection purposes, the study area was into six zones as shown in Figure 1.2.
1.6 SCOPE OF WORK
As per the contract agreement and study’s ToRs, the consultants will prepare Traffic Management Plan (TMP) for four cities Peshawar, Abbottabad, Mardan, Peshawar and Kohat. The current volume (Volume – 1) deals with the preparation of traffic and transportation master plan for Peshawar. A variety of Traffic Surveys were conducted in particular context of Peshawar city and the study is mainly focused on urban roads used by both pedestrians as well as inter and intra city transport vehicles connecting the city with other cities, towns and rural areas. Details of surveys are given in Table.2.3 (Chapter # 3).
The study took into account all factors and issues affecting the smooth flow of traffic including both social and technical parameters; population growth, urban growth trends, prevailing traffic management techniques, available infrastructures, enforcement, drivers’ behaviour and other sundry factors. Following activities were performed for achieving the desired outputs of the project:
• For data collection and analytical purposes the city was divided into 6 zones and boundaries of these zones were on a Google map.
• Within each zone identified various locations, nodes/ junctions and mid-blocks where traffic backlogs were very frequent and requires special attention.
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Based on the study Terms of reference (ToRs) and discussion with UPU and other stakeholders the fallowing traffic surveys were conducted in detail for developing TrafficManagement Plan and overcoming the mobility issue in the city:
➢ Traffic Count (including Vehicles composition) Survey ➢ Road Inventory Survey ➢ Origin-Destination Survey ➢ Intersection Turning Movement Survey ➢ Pedestrian Movement Surveys ➢ U-Turn Surveys ➢ Bus Terminal Survey ➢ Parking Surveys
• Various analytical techniques and simulations models were employed on the data collected and the results were presented in the form of tables, graphs and other means. Based on the results of the surveys rationale and practical recommendations were formulated for making the current traffic management and operation system efficient, effective, and bringing it at par with the international best practices.
• The existing traffic control measures including the use of various technological devices and its maintenance schedule were critically evaluated for assessing its relative advantages/effectiveness and flaws in the system. Improvements were suggested for increasing its effectiveness and efficiency.
• Identify encroachments severely affecting operational performances of the road network (including junctions) and cause safety risk to road users.
• Developed and suggested various options of traffic management and control; that can be applied in the given situation for easing traffic problems in Peshawar. The options suggested have been accompanied and substantiated through technical and cost analysis of the given options, with most preferred options clearly brought out.
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• Developed a robust Traffic Management Plan for Peshawar with short, medium and long term measures accompanied with investment projects and operational strategies, with timelines and priorities that will ease the traffic situation in Peshawar.
1.7 TEAM COMPOSITION
M/s AAA Engineering Consultants (Pvt.) Ltd. is a well reputed Planning and Engineering Consultancy Firm of Pakistan having a team of multi-dimensional experts including Traffic Engineers, Transportation Planners, Traffic Modelers, Survey Experts, Traffic Enumerators and support staff.
AAA Engineering Consultants (Pvt.) Ltd. engaged the following team for successful completion of the assignment:
• Mr. Syed Asif Ali Burney Team Leader • Mr.UsmanRiaz Senior Traffic Engineer • Dr. M. Ashraf Javid Transportation Expert • Mr.KhurshidAlam Senior Traffic Engineer • Mr.MunawarQamar Traffic Engineer • Mr.QayyemAwan Traffic Survey Expert • Muhammad ShoaibMajeed Traffic Engineer • Mr.SajidLatif Traffic Engineer
Table 1.1 elaborates project team composition and responsibilities of key team members.
Table 1.1: Responsibilities of key project team members
Team Members Responsibilities Team Leader Overall management of the project and Coordination with UPU Overall monitoring the site survey work, to attend meetings at Senior Traffic Engineers UPU, analysis of traffic data & preparation of reports To monitor the outcome of traffic surveys, suggest measures and Transportation Expert devices for traffic control and maintenance and to develop transportation plans To manage and supervise all the traffic survey works in Traffic Survey Expert coordination with UPU at site and to handover the survey data to Senior Traffic Engineer. To help the Senior Traffic Engineer for analysis of traffic survey Traffic Engineers data.
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1.8 ANTHOLOGY OF THE STUDY REPORT
The report is divided into eight chapters. Chapter 1 describes theoretical framework of the study including objectives, scope of work and team composition etc.
Chapter 2 deals with the analysis of existing situation relating to transportation infrastructure and institutional framework in Peshawar, current issues of road network, public transport, land use, and institutional capacity are also presented in this chapter.
Chapter 3 describe the framework of data collection and data analysis. The survey planning, selection of survey locations and survey team member’s details are presented here. The brief overview about analysis methods is also given in this chapter.
The results of survey and data analysis are presented in Chapter 4. These results include network flow, origin-destination matrices, pedestrian volumes, road inventory details and junctions flow.
Chapter 5 deals with the issues and problems identified from the analysis of collected data which is being projected for the future. Gaps between demand and supply for major roads and Intersections are identified.
Chapter 6 deals with the policies and strategies developed for regulating traffic in Peshawar.
Chapter 7 describes solutions identified for traffic issues in Peshawar including short- term, medium term and long-term perspective. Priorities have been set among measures and cost- benefit analysis is conducted for major proposals.
Chapter 8 deals with the framework developed for implementation major investment projects for improving traffic situation in Peshawar.
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CHAPTER 2 2 REVIEW OF EXISTING SITUATION, ISSUES ANDPROBLEMS
2.1 ADMINISTRATIVE SUB-DIVISIONS OF PESHAWAR
Under the latest Local Government Act 2013, Peshawar has been given the status of city district divided into four towns. Each town is further divided into Village and Neighborhood Councils (VCs and NCs) as shown in Fig. 2.1.
1. Peshawar Town I 2. Peshawar Town II 3. Peshawar Town III 4. Peshawar Town IV
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Figure 2.1: Administrative Subdivisions of District Peshawar
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2.2 ROAD NETWORK OF KP
The density of roads in KP is relatively less than the Provinces of Punjab and Sindh, however, better than Baluchistan. In KP, the road network consists of 9,100 km of provincial highways, secondary and rural roads. About 5,000 km of these roads are paved. The Pakhtunkhwa Highway Authority (PKHA) is responsible for 2,380 km of provincial highways that connecting various districts of the province with each other, also providing links to neighboring provinces. The remaining 6,720 km roads are managed by the local governments in the 25 districts. The road network of KP is shown in Fig.2.2 (World Bank).
2.3 TRANSPORTATION NETWORK OF PESHAWAR
Peshawar is the provincial capital and major urban centre of KP with a population of 2.1 million (GoP, 2017). Peshawar is a primate city and population of the city is growing at a rate of about 3.1% per annum and by this growth rate the city population will touch the five million mark in the next two decades. During the same period the economy of Peshawar will grow steadily and the demand for transportation infrastructure will further increase and for meeting the growing demand huge investment in the municipal infrastructure will be required. Peshawar is well connected to the rest of the country through air, rail and numerous road arteries; major among them being the Indus Highway N-55 connecting Peshawar to southern districts including Kohat, Bannu, D.I. Khan, D.G. Khan, Dadu, Hyderabad & Karachi), N-5 Highway connecting Peshawar to Nowshera, Attock, Taxila, Rawalpindi, Lahore, Multan, R.Y. Khan, Sukkur, and Hyderabad and Karachi). Motorway M-1 running parallel to N-5 and connect Peshawar to Islamabad and the rest of the National Motorway network. Peshawar is also connected with the rest of the country through rail network. Peshawar has two major railway stations: City Railway station and Cantonment Railway Station. Both the railway stations are operation and provided services to both passengers and cargo.
Bacha Khan International Airport is strategically located in the heart of Peshawar city. During recent years the Airport facilities and infrastructure has been significantly upgraded both for passenger and cargo. Bacha Khan International Airport is considered as one of the Pakistan’s major international airports serving not only the people of KP but also a convenient alternative airport for adjoining areas of Afghanistan. Bacha Khan International Airport is served by many national and international airlines including Pakistan International
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Airline, Shaheen Air International, Emirates Airline, Etihad Airline, Qatar Airways, Gulf Air, Saudi Airline, Air Blue and Air Arabia. Car rental agencies are located within the airport premises.
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Rapid and uncontrolled urbanization in Peshawar has led to urban sprawl and ribbon development, with densities remaining low in most parts of Peshawar. The increase in economic development has led to increases in vehicle ownership and greater vehicle miles travelled, but there has not been a commensurate increase in the length of roads or area under roads in Peshawar. During 1998-2010, the proportion of increase in number of vehicles is 126.4% while that of road network expansion is only 0.85%. Major contribution to increasing number of vehicles is private cars, which constitute 75.35 % of the total registered vehicles and has shown 228.98 % increase during 1998-2010.(Ali, 2012). Figure 2.3 shows a comparative analysis between total number of vehicles and total length of road of network in Peshawar.
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Figure 2.3: Comparison Total Vehicles and Total Road Network (1998-2010)
Development of transport infrastructure has not kept pace with this increase and the result is a high level of congestion on roads & streets with consequent loss of economic opportunities, high levels of air & noise pollution, a threatening issue of smog and overall degradation of the environment (Figure 2.4 shows a glimpse of the situation).
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a) Public Buses b) Private Vehicles c) Auto Rickshaws
Figure 2.4: Various transportation modes in the City
2.4 DISCRIPTION OF PESHAWAR INTERCITY ROAD NETWORK
Peshawar’s Road Network has primarily developed haphazardly along the old pre- partition routes without much planning. The Ring Road which was first proposed in the 1986 Peshawar Structure Plan even after the lapse of thirty years is still incomplete. It is the only project that has been planned and implemented to alleviate the traffic problems in and around the city (see Fig.2.5). A list of major roads & arteries of the city is given below:
✓ Grand Trunk Road (N-5) ✓ Kohat Road ✓ Khyber Road ✓ Warsak Road ✓ Dalazak Road ✓ Ring Road ✓ Charsadda Road ✓ Mall Road ✓ Palosawai Road
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Brief description of the Peshawar’s road network:
a) Grand Trunk Road (N-5)
The National Highway (N-5) is Pakistan's longest highway running from the port city of Karachi in the south to the Pak-Afghan border at Torkham in the Northwest covering a total length of about 1756 km. 131 km of this road lies in KP, out of which approximately 26 km lies in Peshawar. Details of different section of G.T road in Peshawar city is given below (Fig.2.6 – Photographs of GT Road).
Figure 2.6: Views of G.T Road (Source: Field Survey)
b) Kohat Road
As the name suggests Kohat Road connect Peshawar with Kohat city situated in the south of Peshawar. This road is actually the northern stretch of Indus Highway (N-55). It starts at the intersection of Ring Road and Indus Highway and terminates at Namak Mandi Road in the central part of old walled city. It is a 2-lane single carriageway having a total length of 2.4 km. The width of this road varies from 9.2 m to 12.0 m (see Fig.2.7).
Figure 2.7: Views of Kohat Road (Source: Field Survey)
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c) Warsak Road
It originates from Khyber Road (N-5) near Saint Marry School and terminates at Sufaid Sang Road. It is 2-lane dual carriageway with 0.5 m median having a total length of 1.5 km. The width of carriageway varies from 7.3 m to 8.0 m either side (See Fig.2.8).
Figure 2.8: Views of Warsak Road (Source: AAA)
d) Dalazak Road
It originates from the intersection of Saddar Road and Charsadda Road and runs in East-West direction. Dalazak Road terminates at Peshawar Ring Road near M-1 and the total length is 2.2 km. It is 2-lane dual carriageway with median width of 0.8 m. The width of carriageway varies from 7.0 m to 7.4 m.
e) Ring Road
As the name suggest, the Ring Road encircle Peshawar City. The GT Jamrud Road (N- 5) bisects the Ring Road in two halves or semi-circles: North and South. The southern section of Ring Road is fully completed, while the northern section is seventy percent completed and the northwest quadrant is still incomplete. The total length of the Southern semi-circle is about 27 Km, while that of the northern section is about 15 Km where 12 km section is still incomplete. It is a 2-lane dual carriageway. The Width of left carriageway varies from 10.8 m to 11.6 m, whereas width of right carriageway varies from 10.75 m to 11.4 m. (see Fig.2.9).
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Figure 2.9: Views of Peshawar Ring Road (Source: AAA)
f) Charsadda Road
It starts at Bacha Khan Chowk near District Nazim’s office and meets Ring road at 1.7 km within Peshawar city. It is 2-lane dual carriageway road with NJB median. Width of carriageway from Bacha Khan Chowk to Faqirabad Thana varies from 6.0 m to 7.3 m (either side) and from Faqirabad Thana to Din Bahar Colony is 7.2 m (either side) (see Fig.2.10).
Figure 2.10: Views of Charsadda Road (Source: Field visit)
i. Mall Road
It starts at Saddar road and ends at airport road. Its total length is about 4 km. It is 3- lane dual carriageway road with 1.77 m median. Average width of carriageway is 10.5 m (either side).
2.5 AN OVERVIEW OF TRAFFIC ISSUES IN PESHAWAR
During the last two decades the population of Peshawar has increased from 0.98 million to 2.1 million which shows more than 100% increase during this period. For the same period the of the number of vehicles has significantly increased in Peshawar, while investment in transport related infrastructure has not increased proportionally, leading to
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severe traffic issues in Peshawar and the situation is getting worsen with every passing day. There are numerous reasons for the ever increasing traffic related issues. With the alarming population growth rate of Peshawar and with the exponential growth rate of vehicle ownership will further exacerbate the situation and the average travel time within the city is constantly increasing. The study suggests that the situation during morning and evening peak hours has become unbearable leading to severe economic losses and environmental concerns. Some of the major factors identified by the Consultants through personal observation during field visits and discussion with stakeholders which are mainly responsible for the traffic issues in Peshawar are summarized below:
2.5.1 Unplanned Development
The transport network of Peshawar has evolved over a long time period. The roads and streets in the past were mainly used either by pedestrians, camel caravans, and or animal drawn carts. With the passage of time and advancement of technology the transportation mode has changed drastically but the road infrastructure has not changed significantly. During these years mushroom or unplanned development has taken place that has further deteriorated the situation. The city of Peshawar is will still grow and in the absence of a proper master plan has to regulate its development and expansion in order to tackle the issues of unplanned development effectively. Lack of planning and zoning regulation encourage horizontal growth, instead of a combination of both horizontal and vertical growth suitable for the provision of a public transport system.
Currently, the public transport system of Peshawar city is inefficient, unregulated and under-developed. No proper planning for the provision of public transportation and private sector predominantly responsible for the provision and operation of vehicles (Pickups & Wagons) on major arteries of the city. Due to lack of interest and least investment of the provincial government the private sector has total control and monopoly over the sector and the absence of healthy competition the transportation sector is in a dilapidated condition. Due to governance issues large number of illegal vehicles is operating on the routes without any legitimate authorization or permit. These are small vehicles that can only accommodate few passengers and tends to generate more travel demand on the road network. Peshawar holds great importance for
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KPwhose people depend on the services including housing, health, education and business etc offered by the city. The proposed improvement in infrastructure in Peshawar will uplift the overall living condition of the people.
2.5.2 Poor and inadequate Public Transportation System
Due to lack of effective mass transportation system in the city, public trend towards private transport has increased which has caused phenomenal rise in private vehicles at the rate of 23.85% per annum. The public transport network in Peshawar has been under-developed, fragmented, inadequately managed and highly inefficient. There is a great gap between the demand and provision of an efficient and environment friendly public transport system. Public transport organizations have a long history of deficiency in professional, administrative, and financial capacity to manage public transport service.
The recent Peshawar Bus Rapid Transit System (BRT) is a positive step in the direction of creating an effective and vibrant public transport system in the city, however, the development of BRT on a single corridor will not solve the over-all traffic issues in Peshawar.
2.5.3 Encroachments and Illegal Construction
Along with many other factors, narrow and meandering streets, encroachments and illegal construction are major reasons for traffic delays, congestion and other associated issues. Due to weak implementation of building byelaws and other development control measures by the Town Municipal Administrations and Peshawar Development Authority the situation further deteriorating and immediate attention is required from the concerned authorities.
The city severely lakes pedestrian infrastructure and whichever is available has been encroached by vendors and street hawkers. The lack of enforcement has resulted in haphazard and illegal construction, encroachment of roads and green areas, thriving intrusion into State land, violation of parking rules in commercial plazas and unauthorized commercialization in residential areas (Figs 2.11).
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V Figure 2.11: Views of Encroachments on various roads
Encroachment and illegal construction in busy markets creating risks for both drivers and pedestrians, free movement in different areas of the city is somewhat impossible. Vehicular movement at snail’s pace has become a routine matter in Peshawar and once a motorist enters into city area during peak hours, he spent hours in the traffic jam. Due to lack of training and drivers education with weak enforcement there is a common tendency of irrational driving habits on the roads is a serious threat for pedestrian and other road users. The occupation of footpaths/roadside walks by shopkeepers and vendors which is common everywhere in the city has further aggravated the situation.
Traffic and transportation experts of AAA consultants visited all-important chowks (roundabouts), T-Junctions including Aman Chowk (Gora Qabristan), Surai Pull, Hasht Nagari, Bacha Khan Chowk (Chargano Chowk) and other important locations and different market areas including historic Qissa Khawani Bazar, Chowk Yadgar, Pipal Mandi, Kohati Bazar, Gunj Gate, board bazaar, and Karkhano market to observe and assess traffic situation in these areas and formulate rationale and cost effective solutions for the prevailing traffic issues.
2.5.4 Lack of Parking Spaces
Peshawar is an old and historical city developed on the basis of traditional way of construction without taking into consideration Town Planning Principals. Most of the roads and streets are narrow good for non-motorized transport. Due to narrow streets and roads parking on street and roads create bottlenecks for vehicular movement. Keeping this thing in mind, the provision of parking space was made mandatory in
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thebuilding byelaws for all new commercial construction but unfortunately the development authorities failed in implementation of the byelaw. This has resulted in vehicles being parked on the side as well as on main roads creating obstruction for moving traffic.
2.5.5 Multiplicity in the City’s Governance
Peshawar is not only the provincial capital but also the only mega city and business hub of KP. Under the Local Government Act, 2013 the city of Peshawar have a City District Government headed by an elected Nazim and the city has been further divided into four towns and each town is spearhead by a Town Nazim. The central part of the city consists of Cantonment and managed by Cantonment Board. The Peshawar Development Authority (PDA) manages some part of the city including Hayatabad, RegiLalma Township, GT Jamrud Road and Ring Road. Due to overlapping roles and responsibility of these organizations it creates governance issues. Additionally, they work in isolation and coordination is mostly missing leading to intensification of traffic problems.
2.5.6 Lack of Awareness Regarding Traffic Rules
Public awareness plays an important role in the implementation of any law or rule including traffic rules and regulations. The findings of the study suggest that majority of the people were unaware of most of the traffic rules meant for their safety and smooth running of traffic on the roads. In Peshawar there exist no system of proper driver training and education. The system of issuance of driving licenses is far behind the international standards.
2.5.7 Weak Enforcement of Traffic Rules
In recent years some improvements has been made in the Traffic Wardens system but still the system is not fully operational and resultantly we have a weak enforcement of traffic rules that further exacerbate traffic problems in the city.
19
CHAPTER 3 3 DATA COLLECTION AND ANALYSIS
This chapter describes the methodology implied by the Consultant for collection of primary and secondary data and its interpretation through various analytical techniques for successful completion the study.
3.1 STAKEHOLDER’S CONSULTATION AND DATA COLLECTION
Before the collection of primary data the Consultants conducted a series of meetings with all relevant stakeholders and collected necessary secondary data. The consultant team met with official of the following departments:-
✓ Communication and Works Department (C & W) ✓ Local Government (LG) ✓ National Highway Authority (NHA) ✓ City Traffic Police ✓ Cantonment Board ✓ Excise and Taxation Department ✓ Deputy Commissioner’s Office ✓ Pakhtunkhwa Highway Authority (PKHA)
Based on these consultative meetings, the consultants developed strategies for field visits and tools for collection of primary from the field.
3.2 ZONING OF THE CITY
Zoning is a primary technique of land-use planning universally used a tool for planning and developed control purposes by local planning authorities. The basic purpose of zoning is to regulate the use, form, design and compatibility of land uses. There are a great variety of zoning types, some of which focus on regulating building forms and the relation of buildings to the street with mixed-uses, known as form-based, and others with separating land uses, known as use-based. Similar urban planning methods have dictated the use of various areas for particular purposes in many cities from ancient times.
Theoretically, the primary purpose of zoning is to segregate uses that are thought to be incompatible. In practice, zoning is used to prevent new development from interfering
20
with existing residents or businesses and to preserve the "character" of a community. Zoning is commonly controlled by local governments such as counties or municipalities,though the nature of the zoning regime may be determined or limited by state or national planning authorities or through enabling legislation.
Zoning may include regulation of the kinds of activities which will be acceptable on particular lots (such as open space, residential, agricultural, commercial or industrial), the densities at which these activities can be performed (from low-density housing such as single family homes to high-density such as high-rise apartment buildings), the height of buildings, the amount of space structures may occupy, the location of a building on the lot (setbacks), the proportions of the types of space on a lot, such as how much landscaped space, impervious surface, traffic lanes, and whether or not parking is provided. The details of how individual planning systems incorporate zoning into their regulatory regimes vary though the intention is always similar. Most zoning systems have a procedure for granting variances (exceptions to the zoning rules), usually because of some perceived hardship caused by the particular nature of development in question.
3.2.1 Functional zoning – categories
Functional zoning is another important way of dividing the city into zones. Basically, each urban area can be classified into six major functional zones or categories:
• Residential, • Mixed residential-commercial, • Commercial, • Industrial • Educational/Institutional • Special (e.g. power plants, sports complexes, airports etc) The development of Peshawar city, however, has not been done on the basis of above-mentioned categories and there is an overlapping land-use category throughout the urban limits. Therefore for the purpose of the current assignment, the city was divided into six geographical zones (as shown in Fig. 3.2 to 3.5) based on the intersection of major arterial roads, intersecting each other within the urban limits, hence the zones being considered are bound by the following:
21
• Peshawar City boundary • Kohat Road • G.T Road (N-5) • Indus Highway • Charsadda Road • Ring Road • Warsak Road
22
ZO B -
P04
ZONE -D
o
1NQILAAB
Figure 3.1: Zoning of Peshawar City
23
o A ■Si
%
6^ G A ^O O
o
O M i 5r ^ghan COLON <0 ROAD Ar "?> N 5 O N 5
Figure 3.2: Zone A of the study area
24
CO
o
%%s* o:
o
HAM I ROAD
O
Figure 3.3: Zone B of the study area
25
Ar o %
* o
%
ZONE -
N-5 N-5
Figure 3.4: Zone C of the study area
26
N-5
N-S Oi.o
o can*
* o& ^r RING ROAD
2 (D .i- UJ CO
Figure 3.5: Zone D of the study area
27
o
CO
Figure 3.6: Zone E of the study area
28
UUCK10H^ o /./ / /
/. i *>
A *4 a o C/ ^O o 4/)
v- eo X X o
Figure 3.7: Zone F of the study area
29
3.3 SELECTION OF TRAFFIC SURVEY STATIONS
After reconnaissance visits of the city and discussion with officials of UPU and other stakeholders’ various locations, nodes/ junctions and mid-blocks, where heavy traffic backlogs prevail all day long were identified and selected for the following traffic surveys:
- traffic counts for Links - traffic counts for Intersections - OD survey - Pedestrian Movement survey - Parking and bus terminal surveys
Twelve Traffic Count Survey stations and four Origins - Destination survey stations were finalized, details of which are given below:-
Traffic Count Survey Stations:-
a) G.T Road at Pir Zakori Bridge on N-5 (P1) b) Surai Pul (Qila Bala Hisar) (P2) c) Warsak Chowk (P3) d) Aman Chowk (P4) e) Hayatabad Chowk (2nd turn) (P6) f) Charsadda Road Chowk (P7) g) Gulbahar Chowk (On Ring Road) (P8) h) Kohat and Ring Road intersection) N-55 (P9) i) Bara Road and Ring Road intersection Pushtakhara Round About) (P10) j) Bagh-e-Naran Roundabout (P11)
Origin & Destination Survey Stations:-
a) Zakori Bridge/ Near G.T Road Bridge on N-5 (PO1) b) On Indus Highway near Kohat Road Roundabout (PO2) c) On Torkham Road near Hayatabad Mor II (PO3) d) On Charsadda Road near Charsadda Chowk (PO4)
3.4 TRAFFIC COUNTS SURVEY STATIONS
The following sub-sections describe the details of each traffic count station. During reconnaissance visit some pictures were taken for each point and only for station P-1 are presented here.
30
a) G.T Road Bridge at Pir Zakori Bridge on N-5 (P1)
This station is located at intersection of N-5 and Peshawar Ring Road. It is close to Madina Town and Chughal Pura. At this station, the incoming and outgoing traffic were counted on N-5 and Peshawar Ring Road. The location of this station is shown in Fig 3.8 below. Site pictures taken during survey by the consultant are shown in Fig 3.9. v --■¥W " ■ 4I^.Ulipn m-' •S^W'^v ^ ffli? • '^wS*' ■"■■■ a.
-*
n?S.
/
c^td? .-ci t^.iii-TO.'i ^E^ba1.
Figure 3.8: Location of Traffic Count Survey Station (P-1)
Afi
Figure 3.9: Site Views of G.T. Road Bridge on N-5 (P1)
31
b) Surai Pul on GT Road (Qila Bala Hisar) (P2)
This station is located near Qila Bala Hisar on the intersection of G.T. Road and Saddar Road. Traffic count on this station gave an idea of the traffic passing through this station. The location of this station is shown in Fig 3.10 below.
»
ar ecs-
98 ■ n A
Figure 3.10: Location of Traffic Count Survey Station (P-2)
c) Warsak Chowk (P3)
This station is located at T-Junction of N-5 and Warsak Road and it is close to Provincial Election Commissioner Office. At this station, the incoming and outgoing traffic were counted on N-5, Warsak Road and Michni Road. The location of this station is shown in Fig 3.11 below.
^ 'a B 'w r® 44 ■> .V /• ' * * ih tr A & Warsak Ch r r ■-_ V>p \ m K * an *
m Sec kamuri V. V. 1 >rtl Figure 3.11: Location of Traffic Count Survey Station (P-3)
32
d) Aman Chowk (P4)
This station is located at the Junction of Khyber Road, University Road and Airport Road beside Gora Qabristan. Data was collected from this important roundabout but due to re-designing of this roundabout for BRT the data collected is no more viable (See Fig 3.12 below). T-JiiJ
■> -> r.
r
-* -
V.
rr.
ti' £ I c
Figure 3.12: Location of Traffic Count Survey Station (P-4)
e) Hayatabad Mor on Torkham Road (2nd turn) (P5)
This station is located at T-Junction of N-5 and Habib Jalib Road and it is close to Iqra Chowk. At this station, the incoming and outgoing traffic were counted on N-5 and Habib jalib Road. The location of this station is shown in Fig 3.13 below.
M*m 1 «i a Ka « -^i Mss
» m I » i m L ' r •* i
r-
Figure 3.13: Location of Traffic Count Survey Station (P-5)
33
f) Hayatabad Chowk (2nd turn) (P6)
This station is located at the intersection of G.T. Road and Ring Road near sector B-3. At this station, the incoming and outgoing traffic were counted on G.T. Road and Ring Road. The location of this station is shown in Fig 3.14 below.
1 4 * • — >4 P 6
r- rv 1 ni ■«
? a-: Figure 3.14: Location of Traffic Count Survey Station (P-6)
g) Charsadda Road Chowk (P7)
This station is located at T-Junction of Charsadda Road and Peshawar Ring Road. At this station, the incoming and outgoing traffic were counted on Charsadda Road and Peshawar Ring Road. The location of this station is shown in Fig 3.15 below.
g! 3 &r v >'
Chowk
r-
Figure 3.15: Location of Traffic Count Survey Station (P-7)
34
h) Gulbahar Chowk (P8)
This station is located at intersection of Phandu Road and Peshawar Ring Road. At this station, the incoming and outgoing traffic were counted on Phandu Road and Peshawar Ring Road. The location of this station is shown in Fig 3.16 below.
•jr }> w / X II UH / t j / Vj W 4 r 1 f l Ibahar /A /G Chowk ' . V m)n ■v. J \
>y € / Figure 3.16: Location of Traffic Count Survey Station (P-8)
i) Kohat/ Bannu Chowk (P9)
This station is located at intersection of Kohat Road, Peshawar Ring Road and Indus Highway (N-55). At this station, the incoming and outgoing traffic were counted on Kohat Road, Peshawar Ring Road and Indus Highway (N-55). The location of this station is shown in Fig 3.17 below.
' a- iF-. •¥,-"■ ui ■ y^O . .'i V-i € w;: %%k,- 'AM fei rrr-j S tmv> Ko ig:^ ■Hi
4' 'fi ' t 7" ' •ri A & ■ m ■' />. d-: \ Figure 3.17: Location of Traffic Count Survey Station (P-9)
35
j) Bara Road Roundabout (P10)
This station was located at intersection of Bara Road and Ring Road. At this station, the incoming and outgoing traffic were counted on Bara Road and Peshawar Ring Road. The location of this station is shown in Fig 3.18 below.
I, X A i ti j. H « ■ v k V J A ( # .t >: fl. V/' -X. %'i J Pio ii Xk da a i •
if :v
$f :^1 / \^i * % A L'V Figure 3.18: Location of Traffic Count Survey Station (P-10)
k) Bagh-e-Naran Roundabout (P11)
This station is located inside Hayatabad on Ring Road near Bagh-e- Naran Park. At this station, the incoming and outgoing traffic were counted on this roundabout, Peshawar Ring Road. The location of this station is shown in Fig 3.19 below. »s v *
* P11 y t t / h 7K
WA a i
EX» /w^ as Figure 3.19: Location of Traffic Count Survey Station (P-11)
36
l) University Town Roundabout (P12)
This roundabout is located inside university town, near railway line. This is one of the busiest roundabouts inside the University Town and at this station data for incoming and outgoing traffic were collected. It gave us an idea about traffic flow inside the University town. The location of this station is shown in Fig3.20 below.
£ ir n.t m P12
y 7 r -y
w! *>
Figure 3.20: Location of Traffic Count Survey Station (P-12)
3.5 ORIGIN & DESTINATION SURVEY STATIONS
a) OD Survey on G.T Road (N-5) near Pir Zakori Bridge (P – 01)
This station is located near the intersection of N-5 and Peshawar Ring Road. It is close to Madina Town and Chughal Pura. At this station, the incoming and outgoing traffic into the Peshawar City were interviewed. The location of this station is shown in Fig 3.21. mm m w m\
% Ml
isk f> \ - -y»% I 'I:\ Jr. jg^
••rTf! fi It r;
■j r -
•I*!'. [! ■;/ ; SEL I Figure 3.21: Location of O/D Survey Station (PO1)
37
b) OD Survey on Indus Highway near Kohat Road Roundabout (PO2)
This station is located near the intersection of Kohat Road, Peshawar Ring Road and Indus Highway (N-55). At this station, the incoming and outgoing traffic into the Peshawar City were interviewed. The location of this station is shown in Fig 3.22 below
Ill % . \ , ♦ I
x: - •".i
J
* .-2 "/,< v
*> iX .\
Figure 3.22: Location of O/D Survey Station (PO2)
c) OD Survey on Charsadda Road near Charsadda Chowk (PO4)
This station is located near the T-Junction of Charsadda Road and Peshawar Ring Road. At this station, the incoming and outgoing traffic into the Peshawar City were interviewed. The location of this station is shown in Fig 3.23 below.
»+?; *L -
w*\
Chowk Aim P
*■■
v.- ■ • X ■ V
Figure 3.23: Location of O/D Survey Station (PO4)
38
3.6 PARKING, PEDESTRIAN AND BUS TERMINAL SURVEYS
3.6.1 Location of Parking Surveys
Several locations were selected in each zone for parking surveys. The purpose of the survey was to identify safe places for parking of vehicles and also to assess the impact of vehicles parked on streets and roads on traffic flow within each zone. The parking surveys were conducted for 6 hours from 9:00 AM to 3:00 PM. Fig. 3.24-3.29 shows the locations of parking surveys in six zones.
LEGEND lllcg o ParKIng \ rkii»g O t- % O % oo PNb A Ao
N 5 N-5
Figure 3.24: Location of parking surveys in zone A
o
o eGef4 ^ 69 u Or QrparKi^Q O E_1 parKlnQ
o 5r o ^r O o "Ko
Figure 3.25: Location of parking surveys in zone B
39
* \ & * % e®0 * ZONE C * y o 0 SI of* y* 9 * % cr" u-®"1 pp-^^ 'o o N-5 AIRPORT ROAD
Figure 3.26: Location of parking surveys in zone C
M-5
N-5 BARRA INDUSTRIAL
LEGEND X Itos^PatWng »>•>? o *o ParWng O
/
Figure 3.27: Location of parking surveys in zone D
40
Figure 3.28: Location of parking surveys in zone E
LEGEND
illegal parKlnfl
Legal parking
Figure 3.29: Location of parking surveys in zone F
41
3.6.2 Pedestrian Count Surveys
To know the volume of pedestrian movements at different locations pedestrian counts were conducted. Locations were selected for this purpose as shown in Fig. 3.30 considering the land use activity and potential pedestrian volume. This survey was conducted for eight hours from 11:00 AM to 7:00 PM.
Figure 3.30: Locations of pedestrian counting survey
3.6.3 Public Transport Terminal Surveys
Public transport terminal surveys were conducted in order to know the current supply of intra-city and intercity public transport vehicles and evaluate the physical characteristics of bus terminals. Several locations were selected for bus terminal surveys as shown in Fig. 3.31.
42
to HajiCamp A^X Adda(G.B.S) 'O
GT Road
TJ" 9 o
to Peshawar Bus « t Terminal StaUd " BUS Termioo*
Figure 3.31: Locations of bus terminal surveys 3.7 TRAFFIC SURVEYS
For developing a robust transport and traffic management plan and to assess the intensity of traffic issues in Peshawar, the following surveys were conducted:
✓ Traffic Count (including vehicles composition) Survey ✓ Road Inventory Survey ✓ Origin-Destination Survey ✓ Intersection Turning Movement Survey ✓ Pedestrian Movement Surveys ✓ U-Turn Surveys ✓ Bus Terminal Surveys ✓ Parking Surveys For collection of primary data tools were developed details are given at Annexure-II.
3.8 DESCRIPTION OF EACH SURVEY CONDUCTED FOR TMP
3.8.1 Traffic Counts Survey
Traffic Count Surveys play an important role in the development traffic management plan and resolving traffic issues in a city. The consultant carried out the traffic count surveys with the objectives to:
✓ Design and management of road and traffic system
✓ Selecting geometric standards
43
✓ Economic analysis and determination of priorities ✓ Warranty of traffic control devices such as signs, traffic signals, pavement markings, school and pedestrian crossings ✓ Study the effectiveness of introduced schemes, diagnosing given situations and finding appropriate solutions, forecasting the effects of projected strategies
Manual counting method was adopted for traffic counts at selected locations. On each location three to four teams of two enumerators each (as shown in fig 3.32 below) at a junction (depending on the number of arms or legs) were deployed along with a supervisor for monitoring and quality control purpose. For links, two teams were used. The counts were conducted for 24, 16 and 12 hour’s duration depending on the location of junction. Counts of 24 & 16 hours were conducted in three and two shifts respectively (see table 3.2 for details).
Figure 3.32: Schematic View of Locations of Traffic Counts Teams
44
3.8.1.1 Classification of Vehicles
Table 3.1 shows the vehicular classification, considered for the traffic surveys.
Table 3.1: Vehicle Classification for the Study
Sr. # Description
1 Auto Rickshaw / Quingqi
2 Motorcycle
3 Bicycle
4 Taxi
5 Car, Jeep, Pickups
6 Wagon / Hiace / Mini Bus
7 Mazda/ Coaster
8 Large Bus
9 Delivery Trucks / Shahzor
10 2-Axle Trucks & above
11 Animal Drawn
3.8.2 Origin - Destination Survey (OD Survey)
Origin-destination information is used to determine the flow of traffic between various nodes of the city a typical day. Origin-destination (OD) surveys provide a detailed picture of the trip patterns and travel choices of residents of a city or region. These surveys collect valuable data related to households, individuals and trips.
This information allows stakeholders to understand travel patterns and characteristics; measure trends; forecasting, planning for area wide transportation infrastructure needs and services; and, to monitor progress in implementing transportation policies.
This is a study to determine and analyze trips. Trips are defined as one-way movement, from where a person starts (origin) to where the person is going (destination). Trips are further classified as follows:
45
❖ Internal--from one point on post to another point on post. ❖ External--from on-post to off-post or vice versa. ❖ Through--from off-post to off-post, by going through the Installation
The OD survey was conducted at four stations as mentioned above by one team within duration of 12 hours at each selected location.
MB
V-,
Figure 3.33: Surveyors Conducting Road Side OD Surveys
3.8.2.1 Technique Used for OD Survey
There are different techniques to conduct OD surveys but technique used for this specific project is “Roadside Interviews” a type of Vehicle Intercept Survey Technique. This technique requires the interaction between the driver and observer on the roadway. To conduct an OD survey using this technique; stations are selected where trip information is desired. It includes the following type of surveys:
i. Roadside Interviews:
Roadside interview is another common method used for OD surveys, drivers are directly interviewed or vehicles are monitored (typically via license plates) at selected roadside stations to determine their travel characteristics through the study area. Fig. 3.34 shows a schematic plan of roadside interviews:
46
# O* ' o* o Signs: Legend: 1 Traffic survey, please I - Interviewer stop if requested P - Policeman/woman - Traffic cones 2. Stop here for interview a 3. Thank you - Temporary road signs -Vehicle-interview bay ^ 4. Traffic survey, drive with extra care A - Line at which traffic is samoled Figure 3.34: Schematic Plan of Roadside Interviews ii. Postcard Questionnaires:
The hand-out survey generally asks the same questions as conducted in the roadside interview, however, the drivers voluntarily fill out the information and send the survey back to the agency conducting the interview through courier but its response is very low. iii. Vehicle Tagging Survey:
In this method, drivers are stopped at roadside stations where a colour-coded identifier is placed on the bumper, front window, or radio antenna of passing vehicles.
Each roadside station has one unique colour assigned to it. Data collectors at each station then record the passing vehicles’ tag colour (if it has one) to determine the percentage of vehicles coming from another station.
3.8.3 Turning Movement Survey at U-Turns
Turning movement at U-turns were conducted to capture vehicle movements (total traffic and heavy vehicles), including pedestrian and bicycle activity through a U- turn for a designated amount of time. The survey is important to assess the impacts of turning vehicles on the flow traffic as they have to give way to the traffic going through. This survey is vital for preparation of traffic management plan for a city. The basic objective of Movement Survey at U-turns is to assess the traffic flow and delay characteristics. Data collected from these surveys is used for preparation of geometric improvement plans. One team was assigned at every selected U-turn, which worked for
47
8 hours. Manual counting technique was used for collection of data during the U-Turn surveys.
3.8.4 Pedestrian Movement Surveys
In this survey, one need to collect information regarding the travel patterns of the pedestrians. The number of pedestrians is noted at a particular location and necessary data related to the demand/supply of pedestrians is developed. Traffic- Pedestrians conflict points are also studied under this survey and overall problems faced by the pedestrians on road like foot path width, level of services provided to the pedestrians on foot path are studied.
The main objective of Pedestrian survey is to assess the pedestrian flow along and across the intersecting arm at important junction and mid blocks to suggest improvement for safe movement of pedestrians. Special pedestrian survey needs to be conducted when the alignment passes by such locations, e.g., school, Hospitals, wells etc, on one side of alignment and the village on the other side, to decide the provisions of appropriate crossing, such as, subway (See Fig 3.35). Survey teams were deployed at selected pedestrian crossing, which worked for 8 hours from 11:00 AM to 7:00 PM.
Figure 3.35: Pedestrian Crossing the Road (Source: Filed Survey) 3.8.5 Road Inventory Survey
Road Inventory plays an important role in the formulation of planning proposals for traffic and transportation management plan. The basic objective of the Road Inventor survey was to assess:
48
✓ Pavement width ✓ Shoulder width ✓ Pavement condition ✓ Service road width ✓ Footpath width ✓ Drain along the road ✓ Encroachments along the road side which hinder the traffic flow ✓ Parking areas ✓ Right of way (ROW)
This survey involved observation of a team of Engineers who collected requisite data regarding the pavement condition. Using the above information, the possible causes of hindrances in the traffic flow have been identified and their solutions have been proposed.
3.8.6 Parking Surveys
The provision of sufficient parking places is much important in order to remove road side vehicular encroachment and to reduce the impact of parking on road infrastructure capacity. This survey was conducted to know the volume of legally and illegally parked vehicles at different locations in four zones. One day parking survey was conducted at selected locations for six hours from 9:00 AM to 3:00 PM. The results of this survey helped in determining the capacity of existing legal parking places and future demand of parking facilities required in different commercial, educational and industrial locality.
3.8.7 Bus Terminal Surveys
To assess the nature and quality of facilities at bus terminals the consultants visited all bus terminals and stations and collected both quantitative and qualitative data from these stations. The data was collected from both intra city and intercity bus stations and terminals. The purpose of the survey was to evaluate the quality of services available to the public transport users and to enlist recommendation for its improvement.
3.9 TRAFFIC DATA COLLECTION AND ANALYSIS
With the consultation of UPU and other relevant stakeholders proper tools were developed for surveys and data collection from the field. Based on the outcomes of these
49
surveys, the consultant identified major weaknesses and constraints in the current traffic management and operation system. The existing traffic control measures, devices along with the modifications made and their maintenance practices were critically evaluated to assess its advantages and effectiveness and conversely the flaws, and suggested some potential improvement that could solve the issues.
The collected data was analyzed for peak hour traffic volume for each traffic counts type. The demand-capacity analysis was conducted for the existing road network through simulation models using HCS and SYNCRO computer’s software. From traffic counts Annual Average Daily Traffic (AADT) was calculated using NTRC weekly & monthly variations factors. From these analyses the gaps and problems were identified for the transportation infrastructure in the city.
50
Table 3.2: Schedule of Traffic Surveys for Peshawar I/C Team Composition
TRAFFIC COUNTS PEDESTRIAN ROAD & TURNING BUS PARKING O-D SURVEY JUNCTION MOVEMENT TERMINAL Localion 1 Uxation 2 Location 3 SURVEY SURVEY INVENTORY SURVEY SURVEY JattliJ Roundabout Kohat/Bannu Chowk Gulbahar on Ring {on Ring Road) Bagh ^ Naran Road {16 hours) (12 hours) (12 hours)
G.T Road Bridge Bara Road on N-5 LINK (Pakhtunkhwa (24 hours) Roundabout f2shiftsj (12 hours) Hayatabad Mor Hayatabad Chowk on (2- Charsadda Road IMMKL Road turn) Intersection {12 hours) {16 hours) (16 hours) {1S+6E 2 shifts! 12 shifts] G.T Road Bridge Safwat Ghayur on N-5 LINK (24 hours) {12 hours) I2shiftsf G.T Road Bridge Zone D, E & on N-5 LINK Zone D, E & F F (24 hours) [2 shiftsj G.T Road Bridge Warsak Road Chowk City Bus Zone D, E & on N-5 LINK Zone A, B & C (24 hours) {12 hours) Stands F [2shifts] SucaiEuI AmanChawk Zaksxi. Bridge / Zone D, E & F (aik {12 hours) KQlM Road/ {12 hours) Road Hayatabad MOL on Torkhum All Locations All Locations Road
Note: S: Supervisor, Jr. Engineer, E: Enumerator)
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CHAPTER 4 4 TRANSPORTATION DEMAND CHARACTERISTICS
4.1 RESULTS OF THE ORIGIN & DESTINATION (OD) SURVEY
4.1.1 OD Matrix
The OD survey was conducted at four selected locations in Peshawar city. A total 1244 samples were obtained and assigned to different zones considering their origin and destination locations as given in Table 4.1. Four outer quadrants were defined at this
stage i.e. O1: Motorway side area, O2: Charsadda and Warsak road side area, O3: Indus
highway and Bara road side area, and O4: Jamrud Bara road link and Warsak Dam road
side area. The internal zones D and E and two outer quadrants O2 and O4 have
maximum trip generation for the selected OD samples. The zone A, D, E, and F have maximum trip attraction rate for the collected data.
Table 4.1: OD matrix of Peshawar city
Destinations Total
Origins A B C D E F O1 O2 O3 O4 (Generation) A 21 18 3 11 7 8 7 12 1 2 90 B 16 15 5 3 1 1 1 2 1 0 45 C 26 22 6 32 6 7 2 5 3 0 109 D 24 5 35 37 32 25 10 10 7 2 187 E 39 2 9 12 46 27 4 8 24 0 171 F 27 3 4 10 17 7 9 11 18 2 108 O1 26 23 28 8 7 25 0 3 1 3 124 O2 23 30 6 17 15 27 2 49 0 0 169 O3 4 1 7 3 19 17 1 3 1 0 56 O4 36 17 31 61 26 6 1 4 3 0 185 Total Attraction 242 136 134 194 176 150 37 107 59 9 1244
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4.1.2 Distribution of OD Trips across Vehicle Type
Fig. 4.1 shows the distribution of each vehicle share in the OD survey. Car and taxis account for maximum share 41%, followed by motorcycle and rickshaw 20% and 17% respectively.
5,0° I Motorcycle iRikshaw JO'AO i Car/Taxi 40/o i Passenger Pickup iHiace wagon i Mini Bus sBns i Pickup 41 Delivery truck 12-Axle Truck ' 3-Axle Truck
Figure 4.1:Share of each vehicle type in OD survey
4.1.3 Distribution of Trips at Origin and Destination by Trip Purpose
Fig. 4.2 shows the distribution of trip purpose at origin, work based trips accounts for 50% of the trips, 24% are trips to home, and the remaining 26% miscellaneous trips including education and business.
3%_ 0o o
15°. 24°.
■ At home 8°. ■ At Work ■ At School/Education ■ Business ■ Private ■ Other
50° o
53
Figure 4.2: Trip distribution at origin by trip purpose Fig. 4.3 shows the distribution of trips at destinations by trip purpose. Again most of the trips terminated at destinations are work based.
■ At home ■ At Work ■ At school education
■ Business
■ Private ■ Other
Figure 4.3: Trip distribution at destination by trip purpose
Table 4.2 presents a trip matrix by trip purpose at all origins and destinations.
Table 4.2: Distribution of trips at origin and destination by trip purpose
Trip Trip purpose at destinations
purpose at At At To Business Private Other
origins Home Work school Total At Home 38 176 19 47 20 2 302
At Work 98 437 27 38 14 6 620
To school 30 19 36 5 3 1 94
Business 12 14 6 157 2 1 192
Private 7 5 1 5 14 0 32
Other 0 2 1 0 1 0 4
Total 185 653 90 252 54 10 1244
54
Fig. 4.4 shows the distribution of trips by trip purpose across time of the day. Fig. 4.5 shows the distribution of trip by trip purpose across time of the day. Business oriented trips are more common between afternoon and evening.
7:00 PM-8:00 PM 6:00 PM-7:00 PM 5:00 PM-6:00 PM 4:00 PM-5:00 PM 3:00 PM-4:00 PM O3 2:00 PM-3:00 PM K :00PM-2:00 PM C H 12:00 PM-1:00 PM 13;00AM-12«0PM 10:00 AM-1100 AM 9:00 AM-10:00 AM 8:00 AM-9.-00 AM 10% 20% 30% 40% 50% 60% 70% 80% Share of trip purpose at origin(0«) l At home ■ At work ■ At school ■ Business ■ Private Other Figure 4.4: Distribution of trip purpose type at origin with time
7:00 PM -8:00 PM . 6:00 PM-7:00 PM p 5:00 PM -6:00 PM p 4:00 PM-5:00 PM p 3:00 PM-4:00 PM p 2:00 PM-3:00 PM r-s S 1:00 PM-2:00 PM o p O' 12:00 PM-1:00 PM a ;= 11:00AM-12:00PM H p 10:00 AM-11:00 AM f 9:00 AM-10:00 AM j 8:00 AM-9:00 AM • 0% 20% 40% 60% 80% 100% Share of trip purpose at (lestiiiatioii(0 o)
I At home At work ■ At school ■Business ■Private ■Other
Figure 4.5: Distribution of trip purpose type at destination with time
55
Fig. 4.6 shows the details of vehicle share distribution across time of the day.
7;00PM-8:00 PM J 6:00 PM-7:00 PM ■ Motorcycle r 5:00 PM-6:00 PM ■ Rikshaw r 4:00 PM-5:00 PM ■ Car/taxi ■j 3:00 PM-4 00 PM ■ Passenger pickup j 2:00PM-3 :00 PM ■ Hiace wagon 1;00PM-2:00 PM ■ Mini Bus 12:00 PM-1:00 PM ■ Bus I 11 00 AM-12:00 PM ■ Pick up J 1 1 1 1 1 10:00 AM-11:00 AM Delivery Tmck
9.00 AM-10:00 AM ■ 2-Axle truck r 8:00 AM-9:00 AM 3-Axle truck 0% 20% 40% 60% 80% 100% Share of each vehicle types (0o) Figure 4.6: Share of vehicle type with time
4.1.4 Trip Maker’s Assessment of Their Journey
Almost 50% of the drivers are satisfied with the road conditions and around 45% feel that the road conditions are very bad as shown in Fig. 4.7.
->o
6°. i Very Good i Good So So i Bad i Very Bad
Figure 4.7: Trip maker’s assessment about driving comfort/ road conditions
56
Fig. 4.8 shows that most of drivers are not satisfied with the traffic conditions on road network and they feel it is congested and need improvements.
100'i
i Very good 360'o i Good i So so 28°. i Bad i Very Bad
169 10% 0
Figure 4.8: Trip maker’s assessment about traffic congestion
4.2 DISTRIBUTION OF TRAFFIC VOLUMES
The traffic counting surveys were conducted at junctions, U-turns, links and at busy pedestrian places. Considering the importance of survey and severity of traffic situations at different locations, the different time intervals were selected for each type of survey. Following subsections present the results of hourly traffic volume for links, turning movements, U-turns and pedestrian surveys.
4.2.1 Vehicular Hourly Volume at Links and Junctions
The traffic count surveys were conducted for different time intervals at selected links and junctions as presented below:-
4.2.1.1 G.T. Road N-5 Roundabouts
Twenty four hours traffic counts were conducted at G.T. road N-5 roundabout for four days. The distribution of traffic volume is given in Fig. 4.9 to 4.12. The maximum traffic occurs for Nowshera to Peshawar or Peshawar to Nowshera directions from 7:00 AM to 7:00 PM. The peak traffic volume is different for different days of the week as peak lies in the morning for weekdays and shifts towards afternoon at weekend.
57
7,000
6,000
5,000
> 4,000
3,000
2,000
1,000
8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 0:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 Time (hr) -Hayatabad (Torkham) to GT road ■Ring Road to Charsada —GT road to Motorway
■GT road to Hayatabad (Torkham) ■ Motorway to Peshawar -Peshawar to Noshehra Noshehra to Peshawar
Figure 4.9: Traffic volume for different traffic movements at G.T. road N-5 roundabout (day-1)
6,000
5,000
4,000
? 3,000
> 2,000
1,000
8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 0:00 1:00 2:00 3:00 4:00 5:00 6:00 7 00 Time (hr) • Noshehra to Peshawar ■ Peshawar to Noshehra —* Charsada to Noshehra M Charsada to Peshawar
-Charsada to Hayatabad - Hayatabad to Charsada Peshawar to Charsada - Hayatabad to Peshawar
Figure 4.10: Traffic volume for different traffic movements at G.T. road N-5 roundabout (day-2)
58
-:xr
4000
> 2000
1000
8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 0:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 Time (hr) -Noshehra to Peshawar -Peshawar to Noshehra -Charsada to Noshehra >( Charsada to Peshawar
-Charsada to Hayatabad - Hayatabad to Charsada Peshawar to Charsada - Hayatabad to Peshawar
Figure 4.11: Traffic volume for different traffic movements at G.T. road N-5 roundabout (day-3)
6,000
5,000
4,000
a; 3,000 •«—
> 2,000 £
1,000
8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 0:00 1:00 2:00 3:00 4:00 5:00 6:00 7:00 Time (hr) • Noshehra to Peshawar •^-Peshawar to Noshehra -—Charsada to Noshehra »< Charsada to Peshawar
Charsada to Hayatabad -Hayatabad to Charsada -Peshawar to Charsada Hayatabad to Peshawar
Figure 4.12: Traffic volume for different traffic movements at G.T. road N-5 roundabout (day-4)
59
4.2.1.2 Aman Chowk
Twelve hour traffic counts were conducted at Aman chowk for different traffic directions. Fig. 4.13 shows the distribution of traffic volume. The traffic flow is almost uniform throughout the day for most of the traffic movements at this intersection. Peak traffic volume for 2-3 times of the day (i.e. morning, afternoon and evening) is shown in Fig. 4.13.
10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 Time (hr) -Aman Chowk to Hayatabad ■Hayatabad to Aman Chowk -Aman Chowk to Qila Balahisar
-Qila Balahisar to Aman Chowk -Aman Chowk to Saddar -Saddar to Aman Chowk
Figure 4.13: Traffic volume for different traffic movements at Aman chowk
4.2.1.3 Bagh-e-Naran
Fig. 4.14 shows the distribution of traffic volumes for different directions at Bagh-e-Naran location.
4.000 [
1.000
9:00 10:00 11:00 12:00 13:00 14:00 15:00 16.00 17:00 18:00 19:00 Time (hr) -Round about to Phase 5 U Round about to Phase 6 - Phase 6 to Round about -Ring road to Round about -Round about to Ring road ■ Phase 5 to Round about Figure 4.14: Traffic volume for different traffic movements at Bagh-e-Naran
60
4.2.1.4 Bara Intersection
Fig. 4.15 shows the traffic distribution for different traffic movements. At this intersection maximum traffic flow occurs from Hayatabad and Bara chowk towards G.T. road. For some directions, the traffic flow is almost uniform for the whole day. 2500
— 1500
9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 1700 18 00 19:00 Time (hr) -GT Road to Havalabad -Hayatabad to GT Road Baira Chowk to GT Road Road to Bana Chowk
-5addar to Ba'ra Chowk - Barra Chowk to Saddar Ring Road to Barra Barra to Ring Road
Figure 4.15: Traffic volume for different traffic movements at Bara intersection
4.2.1.5 Charsadda Chowk
Fig. 4.16 below shows the traffic distribution for Charsadda Chowk.
3,500 i ruo
-■MX
« 2,000
1 ,1/
Mil
8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 1700 18:00 19:00 20:00 21:00 22:00 23:00 Time (hr) -^-Gol Chakar to Bacha Khan Chowk ■ Ring Road to Gol Chakar —w-Charsada toGol Chakar -Bacha Khan Chowk to Gol Chakar -Gol Chakar to Ring Road -Gol Chakar to Charsada Figure 4.16: Traffic volume for different traffic movements at Charsadda chowk
61
4.2.1.6 Hayatabad Phase 4 (PDA Road) and N5 Chowk
Fig. 4.17 shows that the maximum traffic occurs from Hayatabad Chowk towards Jamrud Karkhano and Torkham. The traffic flow is almost smooth for most of the traffic directions. 3.500
2,CL J
I
^ 1,000
J
8:00 9:00 10:00 11:00 12:00 Time13:00 (hr, 14:00 15:00 16:00 17:00 18:00 19:00 —Hayatabad to GT Road -GT Road to Hayatabad - Hayatabad Mor to Torkham
—Torkham to Hayatabad Mor -Peshawar City to Hayatabad Mor - Hayatabad Mor to Pechawar City
Figure 4.17: Traffic volume for different traffic movements at Hayatabad Phase 4 to Jamrud Karkhano and Torkham
4.2.1.7 Jameel Chowk
Fig. below shows details of traffic flow for different directions at Jameel Chowk.
■ wo J LUJ
U 2,000
■s l.^OO - 1.000 : l:I I
8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17.00 18:00 19:00 Time (hr) —GT Road to Jameel Chowk U lameel Chowk to GT Road —^-Jameel Chowk to Phandu >« Phaodu to Jameel Chowk
—GanJ Road to Jameel Chowk -Jameel Chowk to Gan) Road -Jameel Chowk to Kohat Chowk -Kohat Chowk to Jameel Chowk
Figure 4.18: Traffic volume for different traffic movements at Jameel chowk
62
4.2.1.8 Kohat Road and Ring Road Chowk
Fig. 4.19 shows that the maximum traffic volume occurs for direction from Kohat chowk towards Peshawar city.
8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00 21:00 22:00 23:00 Time (hr) —Kohat to Kohat Chowk ■ Kohat Chowk to Kohat Kohat Chowk to Peshawar City >« Peshawar City to Kohat Chowk Ml Hayatabad to GT Road • GT Road to Hayatabad
Figure 4.19: Traffic volume for different traffic movements at Kohat Road and Ring Road Chowk
4.2.1.9 Safwat Ghayur Chowk (University Town)
Fig. below shows the distribution of traffic volume at Safwat Ghayur Chowk, due to construction of BRT the Chowk has been converted into a dedicated U-Turn.
800 9:00 10:00 11:00 12.00 13:00 1400 15:00 16:00 1700 1800 19:00 Time (hr) - Aman Chowk to Sutwal Gyooi Chowk U Sulwal Gyoor Chowk to Aman Chowk —Mr-Sufwat Gyoor Chowk to Hayatabad -Hayatabad to Sufwat Gyoor Chowk - Sufwat Gyoor Chowk to Shaheen Chemist -Shaheen Chemist to Sufwat Gyoor Chowk Figure 4.20: Traffic volume for different traffic movements at SafwatGhayurChowk
63
4.2.1.10 Surai Pul
Fig. 4.21 shows that the maximum traffic flow occurs from Daewoo Adda to Aman chowk.
8:00 9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 Time (hr) -Sural Pul to Railway Slailon W Daewoo Adda lo Aman Chowk W Railway Station to Surai Pol -Railway Station to Surai Pul UNDER BRIDGE -at-Rallway Station to Daewoo Adda -A-AmanChowk lo Daewoo Adda Figure 4.21: Traffic volume for different traffic movements at Surai pul 4.2.1.11 Warsak Road Intersection
Below Fig. presents the details of traffic flow at Warsak road intersection. 5.000 4,500 4,000 I >00
3,000
2,500 2.000 1,500 1,000 ,01: 800 9:00 10:00 11:00 1200 13:00 14:00 15GO 16:00 17-00 18:00 19:00 Time (hr) -Warsak to Warsak Chowk ■ Warsak Chowk to Warsak - Surai Pul to Warsak Chowk -Warsak Chowk to Surai Pul -Warsak Chowk to Aman Chowk -Aman Chowk to Warsak Chowk
Figure 4.22: Traffic volume for different traffic movements at Warsak road intersection
64
4.2.2 Hourly Vehicular Volume at U-Turns
Traffic counts were conducted at different U-turns for 8 hours.
4.2.2.1 Abdara Chowk (Before BRT)
Fig. 4.23 shows the distribution of U-turning traffic at Abdara chowk. The maximum traffic occurs in after noon.
i iso
;00 10:00 11:00 12:00 13:00 14:00 Time (hr) —Abdara Chowk to Hayat Chowk Abdara Chowk to Safwat Gayur Chowk Figure 4.23: Traffic volumes for U-turning movements near Abdara chowk 4.2.2.2 Islamia College Peshawar
Fig. below shows the U-turning movements near Islamia College Peshawar.
-> 11
— SOU
5 400
KVi n U n
13:00 14:00 1500
Islamia College to Safwat Gayur Chowk
Figure 4.24: Traffic volumes for U-turning movements near Islamia College Peshawar
65
4.2.2.3 Naimat Mehal G.T. Road (Before BRT)
Fig. 4.25 gives details of traffic flow at U-turn near Naimat Mehal.
^S(
9:00 10:00 11:00 12:00 13:00 14:00 15:00 Time (hr) >Naimat Mehal to Hayatabad Mor •Naimat Mehal to Safwat Gayur Chowk Figure 4.25: Traffic volumes for U-turning movements near Naimat Mehal G.T. road 4.2.2.4 Spin Jumat Road (before BRT)
Fig. below presents the details of U-turning traffic near spin Jumat road.
c 600
Time (hr) •Spin Jumat to Hayatabad Mor •Spin Jumat to Safwat Gayur Chowk Figure 4.26: Traffic volumes for U-turning movements at Spin Jumat road
66
4.2.3 Pedestrian Hourly Volume
The pedestrian counts were conducted at selected locations for 8-hours from 11:00 AM to 7:00 PM. The maximum pedestrian movements occur in the evening near university town.
) 14:00 15:00 16:00 17:00 18:00 Time (hr) ■ Iqra Chowk to University Town University town to Iqra Chowk Figure 4.27: Pedestrian volume at different locations for eight hours
4.3 RESULTS OF PARKING SURVEYS
Parking surveys were conducted at selected locations in all six zones for six hours from 9:00 AM to 3:00 PM. These surveys were conducted to know the volume of legally and illegally parked vehicles in commercial areas and near industrial and official buildings.
Locations on road network in zone F and A account maximum demand for the parking facilities. At few locations in zone B the demand of parking is significant as shown in Fig. 4.29. The details of illegally parked vehicles in all zones are given in Fig. 4.28, 4.29, 4.30, 4.31, 4.32 and 4.33respectively.
67
1 1 1 1 1 1 1 1 1 Peshawar Budni Road 8 10 12 9 8 6
Govt. College Road 50 65 42 35 50 40
Eid-Gah Road 75 70 66 60 68 55
Dalazak Road 55 70 65 60 56 62
Charsada Road 60 55 58 45 50 58
Afghan Colony Road 9 8 10 12 6 5 1 i 1 1 1 1 1 1 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% ■ 9:00 AM-10:00 AM ■ 10:00 AM - 11:00 AM ■ 11:00 AM -12:00 PM ■ 12:00 PM -1:00 PM ■ 1:00 PM - 2:00 PM ■ 2:00 PM - 3:00 PM
Figure 4.28: Distribution of illegally parked vehicles at different locations in zone A
Malik Saad Shaheed road 35 40 25 30 28 15
Warsak Road 70 80 65 75 80 60
Shami Road
Shama Cinema Road 10 11
Pajagi Road 50 60 65 50 68 45
19:00 AM - 10:00 AM 10:00 AM - 11:00 AM 111:00 AM-12:00 PM 112:00 PM -1:00 PM 1:00 PM - 2:00 PM 12:00 PM -3:00 PM
Figure 4.29: Distribution of illegally parked vehicles at different locations in zone B
68
Palosi Road 10 11 9 8 12 10
Nasir Bagh road 30 35 32 26 25 22
m rH Chalmaray road (■ 2 1
■ 9:00 AM-10:00 AM ■ 10:00 AM -11:00 AM ■ 11:00 AM -12:00 PM ■ 12:00 PM -1:00 PM ■ 1:00 PM - 2:00 PM ■ 2:00 PM - 3:00 PM
Figure 4.30: Distribution of illegally parked vehicles at different locations in zone C
1 1 Peshawar industrial road 2 3 5 4 3
Hayatabad road 2 3 2 2 1 3
Habib Jalib road 10 12 11 14 3 8
Gulshan-e-lqbal road 16 31 44 51 60 71
Canal road 6 5 4 8 6 3
Achini Road 3 6 7 5 4 5
Abdara road 4 7 12 17 22 26 1 1 1 1 I 1 1 1 1 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% ■ 9;00AM-10:00 AM ■ 10:00 AM-11:00 AM ■ 11:00 AM -12:00 PM ■ 12:00 PM - 1:00 PM ■ 1:00 PM - 2:00 PM • 2:00 PM-3:00 PM Figure 4.31: Distribution of illegally parked vehicles at different locations in zone D
69
Umer Gul Road 25 30 26 20 15 22 1 1 1 1 1 1 Saddar Road 11 15 21 29 37 51
Railway Road 7 7 9 5 8 5 1 1 1 1 1 1 1 1 Old Bara Road 15 2C) 14 15 10 13 1 1 1 1 1 Mall road 3 5 9 11 13 16 1 1 1 1 1 ,andi Arbab road 7 12 17 22 26 30
Kohat Road 10 21 35 53 71 88
Hospital Road 35 48 61 74 91 103 1 i 1 i Bara Road 45 55 50 60 43 52 ■ Arbab Road 25 44 56 71 88 101 i i i i i i i i i 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% ■ 9:00 AM - 10:00 AM ■ 10:00 AM -11:00 AM ■ 11:00 AM -12:00 PM ■ 12:00 PM - 1:00 PM ■ 1:00 PM - 2:00 PM ■ 2:00 PM - 3:00 PM
Figure 4.32: Distribution of illegally parked vehicles at different locations in zone E
Wazir Bagh Road Sirki Gate Road 21 Shaikhabad Road Rampura road Phandu Road Nishterabad Road Naz Cinema Road Namak Mandi road Lucky Dhayre Kohati Road Khyber Road Khyber Bazar Road Khan Mast Road Hasht Nagn Road Gul Bahar Road Ganj Bazar road Dubgari road City Circular Road Circular Road Church Road Ashraf Road 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% 19:00 AM-10:00 AM 110:00 AM-11:00 AM 111:00 AM-12:00 PM 112:00 PM - 1:00 PM ' 1:00 PM -2:00 PM i 2:00 PM -3:00 PM Figure 4.33: Distribution of illegally parked vehicles at different locations in zone F
70
4.4 BUS TERMINAL SURVEYS
The bus terminal survey was conducted at different locations in the city as given in chapter 3. This survey was conducted to know the number of routes and trip frequency for each route for a particular intercity and intra-city public transport service. Data related to facilities provided by the operators at each terminal and their service quality was also collected. Some of the terminals are found with good service facilities and some with very poor quality (for details of the survey’s results please refer to Annexure-II).
4.5 ROAD INVENTORY DETAILS
4.5.1 G.T. Road Inventory
G.T. road was divided into various sections and inventory details were collected at each section and following figures represents these inventory details.
A-B A-B ( # of LANES 3 # Of LANES 2 A-B | A-B FOB To RE i FOB To RE * of LANES 1 2~ 1 # of LANES 2.6m 4.6m FOB To RE 2 F.P Width N/A , A? Width N/A 4.5m 1 EOBToRE 4.4m j I/S WIDTH F.P Width r n/a" [H.P Width N/A 0.4m I/SWIDTH 0.2m | I/S WIDTH 1 O/S WIDTH 4.1m O/S WIDTH 6.2m | 0.2m I/SWIDTH 0.2m B O/R Width N/A 0 D/R Width nTa] O/S WIDTH 5.5m |0/S WIDTH 5.6m j CWY WIDTH CWY WIDTH 7.6m 1 D/R Width N/A |__o/R width N/A L3.2m CWY WIDTH 7.6m iCWY WIDTH 8.1m jC/M Width 0.3m C/M Width O/R Width nTaI 1.5m C/M Width 0.3m
B-A B-A r b-a * of LANES * of LANES B-A S/R Width j *of LANES 2 of LANES 2 N/A s/R Width N/A S/R Width N/A [S/R Width F.P Width 1.6m F.P Width N/A ! F.P Width N/A N/A J 1/S WIDTH □.4m 11/S WIDTH 0.2m 1 I/S WIDTH LF.P Width N/A FOB TO RE 0.2 m 1 J I/S WIDTH 0.2m N/A FOB To Re FOB To RE N/A | FOB To RE O/S WIDTH W/A O/SWIDTH 6 m 'O/S WIDTH 6m N/A CWY WIDTH 13.2m |0/S WIDTH 6m CWY WIDTH 7.1m CWY WIDTH 7m iCWY WIDTH 7m M Width 4.2m L C/M Wjdth 0.3m C/M Width 1.5m D/R Width N/A _P/R Width | N/A jC/M Width 0.3m D/R Width | N/A (P/R Width N/A
Figure 4.34: G.T. road section-1: 0+000-0+600
71
# of LANES I 3 EOB To RE 1.9m | • of LANES 3 JEOB To RE F.P Width N/A 1 rs N/A S/W Width I N/A 1 —-—# Of LANEST 3 F.P Width 0.7m 1/8 Width o V™ IJB/R Width N/A Width N/A EOB To RE T 2m ni/s Width CWY WIDTH ft 5.1m |. A-B F.P Width N/A 1 O/S Width 0.5m J CM Width i * LANES • 3^ S/R Width N/A CWY WIDTH 11.4m! D/R Width D.3m |EOB To RE 3.2m l/S Width 0.3m C/M Width N/A F.P Width N/A O/S Width N/A I D/R Width "NAAI S/R Width n/a CWYWIDTH 11.1m / jj/S Width N/A "J C/M Width 1.5m [_0/S Width 4.8m D/R Width N/A CWY WIDTH 16.5mlJ C/M Width 0.6m D/R Width N/A|
* of LANES 3 LANES EOB To RE W/A EOB N/A » of LANES 3 F.P Width 1.6w EOB To RE N/ S/R Width N/A S/R Width A »/» Width Width F.P Width I.Srr O/S Width 4m O/S Width « of LANES ' S/R Width N/A CWY WIDTH 16m EOB To RE N/A •/S Width 0.4m C/M Width WIDTH 10.6m F.P Width 1.6m O/S Width 4.2m D/R Width 1.5m C/M Width 1 ."5m S/R Width N/A 16.1m N/A D/R Width I I/Ol/S Width 0.4m C/M Width 1.5m O/S Width 4.2m I D/H Width N/A CWY WIDTH t6.lm C/M Width 1.5m D/R Width
Figure 4.35: G.T. road section-2: 0+800-1+200
L . A-B ( 1 A-B , 4 of LANES 2 # of LANES 2 J » of LANES {EOB To RE 3.9m EOB To RE N/A EOB To RE N/A 1 F.P Width N/A F.P Width 4 F.P Width N/A S/R Width N/A S/R Width W/A S/R Width N/A l/S Width '0.2m l/S Width 0.2 m l/S Width □.4m uO/S Width 5.6mJ O/S Width 6m O/S Width 10.9 CWY WIDTH 8.2m CWY WIDTH 8.3m CWY WIDTH 6.1m ^C/M Width 16m | C/M Width 0.3m C/M Width 0.3m O/R Width N/A D/R Width o.e; D/R Width N/A
* of LANES i 2 KWH TO RE » of LANES » of LANES N/A EOB To RE N/A EOB To RE N/A lF-p Width N/A F.P Width N/A F.P Width N/A S/R Width N/A S/R Width N/A S/R Width N/A l/S Width 0.2m r l/S Width >/S Width O/S Width 6m O/S Width O/S Width N/A CWY WIDTHi 7.2m CWY WIDTH B.Bm CWY WIDTH 6.Am C/M Width 1.6m C/M Width 0.3m i C/M Width 0.3m D/R Width J N/A D/R Width N/A D/R Width N/A Figure 4.36: G.T. road section-3: 1+400-2+000
72
!/■ Width
F.f Whrttf I/O Width CWV WIDTH « O.Bm 1 C/M Width O.Sn. D/R Width TBffiT- Figure 4.37: G.T. road section-4: 2+200
1 A-B L .A-B I# of LANES 3 i # of LAMES 3 | EOB To RE N/A A-B i EOBTORE N/A | F.P Width 1.8m TO 1 # of LANES 3 ! F.P Width FOB TO RE 1.7m I/S WIDTH 0.3m V4 4.9m [I/S WIDTH 0.3m !0/S WIDTH 0.5m F.P Width 2m O/S WIDTH 0.6m 1 O/R Width n/aI 1/5 WIDTH 1m I D/R Width N/A CWY WIDTH lb.4fnj O/S WIDTH 6.4m CWY WIDTH 10.4m C/M Width 1.5ml ^VRWidth N/A C/M Width 1.5m CWY WIDTH 9.6m Hd/R Width C/M Width n/a 1.5m
B-A # of LANES B-A I EOBTORE * of LANES N/A EOB Tore N/A LtPWidth 2in F.P Width 2m I/S WIDTH 0.4ni B-A i/s wiimi sTRWIdth N/A , * Of LANES 0.4m 'O/S WIDTH S/RWMth N/A 0.5m ) EOB To RE N/A 0/S WIDTH CWY WIDTH 10.4m l F.P Width 2m O.Bm C/M Width 1.5m I/S WIDTH CWY WIDTH tO-Sm 0.4m cTMWidtfT 1.5m D/R Width N/A S/R Width N/A iD/R Width O/S WIDTH 5.6m N/A CWY WIDTH 10.6m C/M Width 0.3m D/R Width N/A
Figure 4.38: G.T. road section-5: 2+400+2+600+2+800
73
A-B A-B [ A-B A-B 1 ( # of LANES 3 # of LANES 3 # of LANES 1 3 | # Of LANES EOB To RE N/A EOB To RE EOB To RE 1 F.P Width N/A |N/A~ EOB To RE ' N/A1 2m F.P Width 2m F.P Width 2m F.P Width 2m I/S WIDTH 0.3m 1/S WIDTH 0.3m 1/S WIDTH 0.3m I/S WIDTH 0.3m O/S WIDTH 0.7m O/S WIDTH 0.5 m O/S WIDTH 0.6m O/S WIDTH 0.6m D/R Width N/A j D/R Width N/A D/R Width " N/A D/R Width N/A icwy width! 10.3m j CWY WIDTH ■0.3m CWY WIDTH 10.2m CWY WIDTH ]L3.3m C/M Width 1.5m C/M Width 1.5m C/M Width 1.5m 1 r C/M Width D/R Width N/A I D/R Width N/A ( 1.5m
/ /
#of LANES EQB To RE W/A B-A l b-A: |_ B-A /7pWidth 2m # of LANES 3 i # Of LANES FOB To RE i # of LANES 3 3 i I/S WIDTH 0.4m N/A FOB To RE N/A FOB To RE N/A S/R Width N/A F.P Width 2m 1 F.P Width 2m i F.P Width 3.2m ^p/S WIDTH 0.5m I/S WIDTH 0.4m I/S WIDTH 0.4m ( S/R Width I/S WIDTH 0.4m CWY WIDTH ftO.Am N/A S/R Width N/A S/R Width N/A C/M Width |0/S WIDTH O.Sm lO/S WIDTH O/S WIDTH 2.4m CWY WIDTH t0.4m O.Sm CWY WIDTH C/M Width CWY WIDTH 10.4m J 11.3m 1.5m C/M Width 1.5m C/M Width 1.5m P/R Width | N/A [ D/R Width n/a 1 D/R Width N/A
Figure 4.39: G.T. road section-6: 3+000, 3+200, 3+400, 3+600
A-B i- , a-b » Of UNES 1 ( # of LANES 3 A-B | S/R Width S/R Width 7m I » Of UNES 3 7m F.P Width FOB TO RE i F.P Width 4m 1.3m N/A [l/S WIDTH 0.3m l/s WIDTH 0.3m 1 F.P Width 2m |0/S WIDTH 3m 0/S WIDTH l.loni i/swrbnT 0.3m S/R Width N/A S/R Width N/A ip/S WIDTH 10.5m CWYWIDTH ll.7m CWY WIDTH 11.3m ^ D/R Width! N/A / CMW 1.5m C/H Width .5m CWY WIDTH 7.4m ' D/R Width D/R Width N/A IC/M Width 1.5m N/A S/R Width N/A
1 , . B-A | # of LANES 3 1 « Of UNES - - , B-A | FOB TO RE EOB To RE N/A |* Of LANES 3 N/A ^EOBToRE iJ^PWidth 3.2m [_ F.P Width 3.2m N/A I I/S WIDTH i I/S WIDTH 0.4m |_F.P Width 3.2m 0.4m (S/R Width 11/S WIDTH | D/R Width W/A N/A 0.4m [0/S WIDTH 10/S WIDTH 2.4m IS/R Width n/a N/A [0/S WIDTH CWYWIDTH 11m twYwnmP 11.3m 2.4m I C/ M Width 1.5m JVMWidth 1.5m CWYWIDTH 11.3m 1 S/R Width 0/R Width N/A |C/H Width 1.5m N/A 10/R Width N/A
Figure 4.40: G.T. road section-7: 3+800, 4+000, 4+200, 4+400
74
A-B 1 .» of LANES 3 1 S/R Width 7m ^ Width lAm ,1/S WIDTH 0.3m J IP/S WIDTH 1.6m : o/R wwth N/A [CWY WIDTH 10.3m 1 C/M Width l-5"1 ! S/R Width N/A | 1—# ■of LANES*-« (S/R Width 7m 1 F/P Wldfti 1.4m 1 ,1/S WIDTH 0.3m O/S WIDTH 0.8m •of LANES Width N/A S/RWUth |CWY WIDTH 11.2m F^P Width N/A ' C/M Width I/S" WIDTH MM 1.5m eOBToRK P/R Width H/A o/swurm n/A iCWY WIDTH H.liw A-B C/M Width llJm • of LANES D/R Width N/A S/R width IP-PWMBi Z/S WIDTH O.Sm IO/S WIDTH | 0"A V j P/R Width W/A [ • of LANES 3 CWVWIDn U.2m ' EOS To RE N/A C/M 1 F.P Width N/A N/A II/S WIDTH 0.4m S/R Width N/A lO/S WIDTH 0.7m CWY WIDTH 11m 1 i C/M Width l.Smj 1 8-A 1 D/R Width N/A! ^Of LANES 3 | EOS To RE N/A ' F P Width N/A |1/S WIDTH 'oAm LS/R Width N/A O/S WIDTH 2m CWY WIDTH 10m 1 C/M Width 1.5m O/R Width N/A
Figure 4.41: G.T. road section-8: 4+600, 4+800, 5+000
1 A-B 1 # of LANES 3 1 S/R Width 7m 1 F.P Width 2.2m ] I/S WIDTH 0.3m lO/S WIDTH 0.7m O/R Width N/A (CWY WIDTH 0.8m A-B C/M Width 1.5m » Of LANES 3 D/RsWidth Xn/A j S/R Width 7m 1 F.P Width 2.2m I/S WIDTH OJm lO/Sr WIDTH asm , D/R Width N/A 'CWY WIDTH 0.8m ^ B-A [ C/M Width l.Smj # of LANES 3 S/R Width 7m A-B F.P Width N/A # of LANES ( 3 l/s WIDTH OAm 3e^ an9ir S/R Width 7m 1 EOB To RE j 1 F.P Width 2m lO/S WIDTH 0.6m I/S WIDTH 0.3m •CWY WIDTH 1.2m jo/S WIDTH 0.6m C/M Width 1-Sm |_P/R Width N/Aj D/R Width [ N/A CWY WIDTH .0.7m j , "A [ C/M Width 1.5m 1 • of LANES 3 J S/R Width 7.2m D/Rtflfidth N/A| 1 F.P Width N/A Ll/S WIDTH 0.2m ' EOB To RE N/A lO/S WIDTH 4m CWY WIDTH lOm , C/M Width 1.5m S.S : D/R Width N/A 1 # of LANES»-A [S/R Width 3 ' F.P Width 7.2m , l/s WIDTH N/A 7> §\S EOB To RE 0.4m J O CT MO) lO/S WIDTH 0.6mJ o» O- ex. CWY WIDTH 11m j CL. W ' C/M Width 1.5mJ o» D/R Width N/A]
Figure 4.42: G.T. road section-9: 5+200, 5+400, 5+600
75
L A-B ; # of LANES 3 1 S/R Width N/A ^F.P Width N/A i I/S WIDTH 0.7m [O/S WIDTH 1.4m D/ R Width N/A CWY WIDTH 10.8m / C/H Width 1.5m )
of LAMES S/R N/A f-P Width N/A 11/8 WIDTH 0.3m I O/8 WIDTH ^ B-A O/R Width 1.7m i « of LANES 3 M/A S/R Width 7m , WIDTH 13.6m 1 F.P Width N/A 1.5m ! I/S WIDTH b.4m A-B I FOB To RE N/A O/S WIDTH 1.2m S/R 7m CWY WIDTH .0.8ni F.P 2.2m [C/H Width 1.5m I/S WIDTH 0.3m 1 O/R Width N/A WIDTH 0.6m D/R N/A CWY WIDTH 1 B-A C/H 10.7m # of LANES 3 1.5m Is/R Width 7m 1 F.P Width N/A 1 I/S WIDTH 0.4m , COB To RE N/A lO/S WIDTH 1.2m L_ »-A "1 [CWY WIDTH lO.Srn I # of LANES 3 jC/M Width 1.5m [S/R Width 7m | D/R Width N/A 1 F.P Width N/aJ I/S WIDTH b.4m1 1 BOB To RE N/A [O/S WIDTH 0.7m CWY WIDTH ' Hm ,C/M Width 1.5m 1 O/R Width N/A
Figure 4.43: G.T. road section-10: 5+800, 6+000, 6+200
j A-B 1 A-B 1 A-B . * Of LANES 3 g of LANES 3 4>\ |«a>UINB 1 3 S/RWidth N/A S/R Width N/A N/A ^PWdS l-Sm F.p Width l^m % ! F.P Width l.yni I/S WIDTH 0.6m I/SWIDfH~ 0.5m % 1 I/S WIDTH b.4m |0/S WIDTH 2.8m O/S WIDTH 2.8m 0/S WIDTH 2.7m Td/r Width "n7a1 D/R Width M/A [ 1 A-B ] D/R Width N/A CWY WIDTH I0.7mj CWY WIDTH 'lOJmJ i * of LANES CWY WIDTH 10.7m C/M Width ' rsinl C/M Width 1.5m | S/R Width N/A C/H Width 1.5m | F.P Width N/A I I/S WIDTH 0.4m 0/S WIDTH ri.2m D/R Width N/A CWY WIDTH .0.9m s C/M Width IJm]
B A » A # of LANES 1 1- - 1 B-A 1 3 # of LANES 3 B-A | # of LANES ! 3 rfs/R Width n/a [sTR Width N/A » Of LANES [S/R Width Fb Width N/A I F.P Width N/A N/A [1/S WIDTH 0.4m [I/S WIDTH 0.4m ^v: / A s/R Width N/A | F.P Width N/A E0B To RE N/A (EOB To RE N/A Width N/A 1 I/S WIDTH 0.4m •O/S WIDTH 1.8m lO/S WIDTH 0.5m I/S WIDTH 0.4m FOB To RE N/A~ CWY WIDTH 'V EOBTORE [O/S WIDTH l.2m lCWY WIDTH 10.6m oW O/S WIDTH 1.8m [CWY WIDTH 10.7m IC/M Wldtti 1.5m ! C/M Width 1.5m CWY WIDTH 11m C/M Width 1.5m D/R Width N/A O/R width N/A C/M Width 1.5m O/R Width N/A D/R Width N/A
Figure 4.44: G.T. road section-11: 6+400, 6+600, 6+800, 7+000
76
W 1 *"■ L ~AS • of LANES 3 • of LANES 3 ,S/R Width \ S/R Width N/A N/AJ ;F.P Width 1.8m F.P Width 1.8m |l/S WIDTH 0,5m , I/S WIDTH 0.5m [O/S WIDTH 1 2,9m ;o/s WIDTH 2.9m 1 A-B ,0/R Width N/A D/R Width N/A , • Of LANES 3 cwr WIDTH O.Bm CWT WIDTH lOAn WBToRE 4m C/MWidthI 1.5m !C/M Width LSni] ^P Width N/A I/S WIDTH O-lm o/swidth' 0,8m 1 D/R Width N/A cm WIDTH S.3mj CMW 3m
B-A - ^ c I 'ofiAwes 3 B-A JS/R Width N/A i# of LANES 3 L, ar >0 |F.P Width |S/R Width N/A W/A ! F.P Width oaSS 8^ 'I/S WIDTH 0.4m N/A I COB To RE~ ~m il/S WIDTH 0.4m lO/S WIDTH 2.7m lioTrc^ri N/A Jem WIDTH ,0/5 WIDTH 2Jm 1 ""A 12.7m cm WIDTH 2.8m |'ofLANES 3 (C/M Width l.Sm fs/Rwidth N/A D/R Width N/A (_F.P Width N/A 'I/Sr WIDTH _ 04m | EOBTS^r N/A 'O/S WIDTH 2.8m cwywidth" 2.am 1 C/M Width 3m O/RWidth- N/A Figure 4.45: G.T. road section-12: 7+200, 7+400, 7+600
1 A-B [ A-B l 'of LANES 2 "of LANES 3 'Of LANES [ EOBTORE .'"EMTORT N/A M/A WBToRE width 2m F.P Width N/A F.P Width 1 I/S WIDTH OJm lAn I/S WIDTH [o/SWIDTH OJm O/SMDnP OJm 0/S WIDTH i O/R Width N/A i/RWjdth_ N/A D/R Width [CWY WIDTH 9.7m WY WIDTH lAn ^WY WIDTH mmr 1.6m C/M width 3m C/M Width
• of LANES CIw i 'Of LANES EOBORE N/A % 'ofUNCS 3 EOBToRf 1 EOBTORE 1 F.P Width 2,6m ♦A N/AJ /P Width l/s WIDTH 0.3m %% Jpwi^ N/A i/SWDTH S WIDTH I/S WIDTH OAn O/SWIDTH B/R Width N/A £/swioth^ 0,3m, iD/RWidft CWYMOTH 0.1m |D/RwidUt N/A W WIDTH C/M Width 1,6m cwmbriT' 2.1m CMW _C/MWidtti 3ni |
Figure 4.46: G.T. road section-13: 7+800, 8+000, 8+200
77
A-B * of LANES 2 Senrfce w N/A Defence FPW 2.5m I/S WIDTH 0.3m Colony 0/S WIDTH 0.5m 1 D/W N/A 1 CWY WIDTH 10m CNW 1.6m L-W N/A
B-A 1 * Of LANES 3- Service w N/A1 FPW N/A i I/S WIDTH 0.3m E/W ^«7A1 O/S WIDTH 0.2m CWY WIDTH L0.2m] CMW 2.6m 1 DW N/A
o & 4 r
Figure 4.47: G.T. road section-14: 8+400
A-B # of LANES S/R Width N/A F.P Width 2.5m 1/8 WIDTH 0.3m p/S WIDTH 0.5m D/R Width N/A CWY WIDTH 10m C/M Width 1.6m S/R Width N/A 30 o o 3- a s 3
B-A 1 # of LANES u 3 ] , S/R Width N/A IF.P Width 1.6m l/S WIDTH '0.1m EOB To RE N/A O/S WIDTH 0.3m CWY WIDTHj 9.1m C/M Width 1.6m D/R Width N/A
Figure 4.48: G.T. road section-15: 8+600
78
A-B • of LAMES Service w N/A FPW 2.8 1/8 WIDTH 0.2m O/S WIDTH 0.3m 75 1 D/W N/A CWY WIDTH 14.6m a CMW 1.6m * DW N/A
LANES N/A FPW 2m 1/8 WIDTH 0.2m E/W N/A O/S WIDTH 0.3m CWY • of LANES CMW 1.6m Service w N/A DW FPW N/A 1/8 WIDTH o.2m 75 5 O/S WIDTH 0.3m D/W N/A CWY WIDTH 11.5m a 1.6m DW N/A LANES N/A FPW 9m IS WIDTH 0.2m E/W N/A O/S WIDTH 0.3m CWY WIDTH CMW 1.6m DW N/A
Figure 4.49: G.T. road section-16: 8+800, 9+000
A-B « of LANES 3 # Of LANES Service w N/A A-B S/R Width FPW 2m # of LANES N/A 1/S WIDTH 0.2m S/R Width N/A F.p Width 2m O/S WIDTH 6.4m | r.p Width 2.8m l/s WIDTH 2m 0/W N/AJ I/S WIDTH 0.2m WIDTH 3m CWY WIDTH 3.8mj A-B 3 0/S WIDTH 0.3m D/R Width N/A 1 CMW 1.6m 1 # Of LANES D/R Width CWV WIDTH 14.1m DW M/A ( 5/R Width N/A N/A C/M Width FP Width 1.8m CWY WIDTH 6m 1.6m I/S WIDTH 0.2 m C/M Width 1.6m O/S WIDTH 0.8m D/RWIdth N/A CWY WIDTH 13.9m C/M Width 1.6m B-A * of LANES T J | B-A S/R Width B-A [_*^f LANES F.P Width 2m #of LANES S/R Width I/S WIDTH 2m S/S WkHh N/A F.P Width BOB To RE N/A » Of LANES 3 F.P Width 2m I/S WIDTH 0.2m O/S WIDTH 4m js/R Width N/A I/S WIDTH 0.2m BOB To RE N/A CWY WIDTH 14m 1 F.P Width 2m f FOB To RE " N/A O/S WIDTH 0.4m C/M Width 6m i/SWIDTH 0.2m oTswidth 0.4m CWY WIDTH 14m D/RWIdth N/A BOB To RE N/A CWY WIDTH 14m C/M Width L.6m [O/S WIDTH 0.4m C/M Width 1.6m D/R Width N/A (CWY WIDTH 13m 1 D/R Width N/A | C/M Width E/R Width | 1.6mn/A |
Figure 4.50: G.T. road section-17: 9+200, 9+400, 9+600, 9+800
79
A-B A-B 1 # of LANES A-B # of LANES 3 " A-B [ A-B 3 S/R Width N/A # Of LANES * of LANES 3 S/R Width n/a # of LANES 3 3 J S/R Width F.P Width 2m S/R Width fs/R Width N/A F-P Width 2m I/S WIDTH N/A N/A lFP Width 2m I/S WIDTH 0.2m j Width F.P Width 1.9m ro.2m lO/S WIDTH 0.4m 1.7m I/S WIDTH [l/S WIDTH Ia2m O/S WIDTH 0.5m j I/S WIDTH 0.2m 0.2m jO/S WIDTH P/R Width N/A ip/S WIDTH O/S WIDTH 10.4m 0.4m P/R Width N/A CWY WIDTH 12.5m 0.3m D/R Width N/A CWY width ! 10m P/R Width N/A D/R Width N/A CWY WIDTH C/M Width J 1.6m CWY WIDTH CWY WIDTH 10m 9.3m C/M Width J 1.6m 13.8m C/M Width C/M Width 1.6m cTMWidth j 1.6m 1.6m
B-A 1 B-ZT i # Of LANES 3 B-A # of LANES 3 H^obto RE B-A EOB To RE ] n/a I # of LANES 3 N/A F.P Width 2.1m j S/R Width N/A F.P Width 2.1m F.P Width 2m I/S WIDTH 0.2m F.P Width 2m I/S WIDTH 0j2m| l/S WIDTH 0.2m S/R Width n7a| ; I/S WIDTH 2m S/R Width N/A sTRWidtiT^ o.2m 0.2m N/A O/S WIDTH 0.4m I EOB TO RE N/A S/R Width N/A O/S WIDTH O^Tl i'O/S WIDTH 0.4m CWY WIDTH 10.8m |0/s WIDTH 0.4m O/S WIDTH 0.4m WYWlDTHlO.Sm" CWYC WIDTH io.3m C/M Width 1.6m CWY WIDTH 11.8m CWY WIDTH 10.17n C/M Width 1^,1 /MWidth jl.6m D/R Width N/A IC/M Width 1.6m C/M Width [d/R WidthT n/a" D/R Width N/A D/R Width
Figure 4.51: G.T. road section-18: 10+000, 10+200, 10+400, 10+600, 10+800
A-B A-B # of LANES 2 * of LANES 3 S/R Width Fn/a S/R Width N/A F.P Width N/A F.P Width 1.7m ^S WIDTH 0.2m [l/S WIDTH |0.2n» O/S WIDTH 1m jO/8 WIDTH D/R Width N/A | D/R Width ' N/A CWY WIDTH 8.2m CWY WIDTH 10m C/M Width 1m | C/M Width I.Bntj
B-A B-A # of LANES 3 # of LANES 2 EOB To RE N/A EOB To RE N/A F.P Width 2m F^P Width 2m | l/S WIDTH 0.2m l/S WIDTH 0.2m i D/R Width N/A 1 D/R Width N/A O/S WIDTH 0.4m lO/S WIDTH 1m CWY WIDTH 9m C/MWidth (iJBm C/M Width 1m
Figure 4.52: G.T. road section-19: 11+000, 11+200
80
A-B 4 of LANES 3 A-B 4. S/RWidth 10.6m * of LANES F.P Width N/A S/R Width * l/S WIDTH tr 0.2m F.P Width HJA O/S WIDTH 0.2m l/S WIDTH 0.2m D/R Width N/A PIS WIDTH 0.4m CWY WIDTH 10m 1 o D/R Width HI A (0 C/M Width 1.6m CWY WIDTH 20.2m Or C/M Width 1.3m
B-A # of LANES 3 B-A EOB To RE IN/A # of LANES /.PWIdth EOB To RE 2m MIA l/S WIDTH ro.2m F.P Width 2m D/R Width l/S WIDTH N/A 0.2m O/S WIDTH 3.Sm EOB To RE N/A CWY WIDTH |14.4m O/S WIDTH 0.7m C/M Width 1.6m CWY WIDTH 11m C/M Width 1.3m
Figure 4.53: G.T. road section-20: 11+400, 11+600
A-B | • of LANES 3 sm width N/A L AB fo0*v I FA Width 2.7m • of LAMES 3 1 1/8 WIDTH 0.2m k S/R Width 6.2m pm WIDTH 0.2m; ; F.P Width 3m tD/H Width N/A , l/S WIDTH 0.2m' CWY WIDTH ».TW| O/S WIDTH OAm lew width 1.6mJ D/R width N/A CWY WIDTH4 10m C/M Width 11.3 ml %:s
U . B-A l» of LANES 3 EOB To RE N/A | FA Width 1.9m J/S WIDTH 1 0.3m L • P LANES O/R Width N/Aj EOB To RE N a rO/8 WIDTH OAml F-f WWh 2.1m CWY WIDTH 17 Am, "S WIDTH 0.2m C/M Width ] D/R Width N/A O/S WIDTH 5m cwr WIDTH 21m C/M Width 1.6m
Figure 4.54: G.T. road section-21: 11+800, 12+000
81
A-B 1 » of LANES 3 S/R Width M/A ] J A-B P P Width N/A , » of LANES 3 »/S WIDTH 10.3m S/R Width N/A O/S WIDTH A.4m *0 F.PWJdth 5.6m P/R Width N/A 9t/ l/SWIOTH 0.3m CWY WIDTH M.9m to O/S WIDTH 0.3m C/M Width 1.6m D/R Width N/A Sh !cwy width t2.3m *hi JCVM Wktth 1.6m J a *9/1 9 0*(f
B-A 1 » of LANES 3 EOB To RE L BA FNTA' « of LANES 3 LF-P Width N/A r 1 l/S WIDTH 0.3 m «OB To RE NiA~ ^F.P Width 5.6 m O/R Width N/A l/S WIDTH O/S WIDTH 2m 0.3m CWY WIDTH 14.8ml D/R Width N/A CMW O/S WIDTH O.Bm 1.6m f 'CWY WIDTH 16.5m C/M Width | 1.6m
Figure 4.55: G.T. road section-22: 12+200, 12+400
A-B • of LAMES 4 S/R Width N/A ' F.P Width N/A 1/8 WIDTH , a-b - 0.3m * of LAMES 3 O/S WIDTH ! l^m S/R Width N/A [ P/R Width "NSi , F.P Width N/A lCWY width 16.3m i/8 WIDTH 0.3m C/MWldth l-LgfTv ;0/S WIDTH 1m ^/R Width N/A CWY WIDTH 12.9m C/M Width 1.7m
« of LANES 3 {EOS TO RE N/A 1 F.P Width 2.2m l/S WIDTH 0.2m • of LANES D/R Width N/A TORE N A O/S WIDTH J 3.7m F.p jytgth 2.1m CWY WIDTH 12m 1/8 WIDTH 0.2m C/M Width 1.6m ' D/R Width HIA ,0/8 WIDTH 4m CWY WIDTH 12.1 m Width ,1.6m
Figure 4.56: G.T. road section-23: 12+600, 12+800
82
L^of LANES 5 A-B - |8/IJ Width 10m • of LANES f>.P Width N/A 3 J/8 WIDTH S/R Width N/A 0.3m i F.P Width N/A ;o/s WIDTH 1.3m l/S WIDTH b.3m B.Width 20m j O/S WIDTH CWV WIDTH 22.7m 1m C/M Width B. Width 18m 1.7m CWY WIDTH 12.3m D/RWIdth N/Aj I'M! Width N/A BOB To RE J N/A
B-A • of LANES 3 D/R Width ( B-A r N/A » of LANES 2 ' F.P Width b.8m B. Width 16m l/S WIDTH 0.5m [F.P width O.Bm BOB To RE N/A 1 l/S WIDTH ,0.8m O/S WIDTH 1.8m [BOB To RE N/A CWY WIDTH l2.Bm O/S WIDTH 0.3m Bfldgo w 15.4m CWY WIDTH 6.4m DW N/A [C/M Width 1.8m 1 D/R Width N/A
Figure 4.57: G.T. road section-24: 13+000, 13+200
r a-b 1# of LANES •of LANES ' 3 3 8/R Width N/A 8/R Width N/A F.P Width N/A |P.P Width N/A 1/8 WIDTH 0^m i/8 WIDTH 0.3ni O/S WIDTH O'S WIDTH 0.6m 1m D/R Width N/A 0/R Width N/A CWY WIDTH CWV WIDTH 12.5m 12.2m C/M Width 1.6m IB. Width 17m EOB To RE n7a
1 B-A » of LANES 3 - EOB To RE LANES N/A EOB To RE N/A F.P Width 0.8m F.P Width «/8 WIDTH O-Sm N/A D/R Width l/» WIDTH 0.6m N/A D/RWIdth N/A O/S WIDTH 1.8 m O'S WIDTH 1.6m CWY WIDTH 13m B.Width is.sJ /CWY WIDTH 17> Crt* width"
Figure 4.58: G.T. road section-25: 13+400, 13+600
83
A-B « of LANES 3 [S/R Width N/A jr.p width N/A va WIDTH OJml * of LANES 3 O/S WIDTH 4.1 m ®/R Width rif/A1 D/R Width N/A I P.F WWtti N/AJ CWY WIDTH 10.1m 1/8 WIDTH 0.3m C/M Width 1.6m Of* WIDTH SnT] D/R WWth N/AJ CWY WIDTH 12.2 m, C/M Width i.&n
B-A • of LANES 3 EOB To RE H/A if.P Width N/A l/S WIDTH 0.2mn D/R Width N/A ' O/a WIDTH 1 5.6m; B-A [ CWY WIDTH B.Bm] • of LANES 3 CAM Width N/A] EOB To RE N/A ] | F.P Width N/A[ l/S WIDTH 0.2m D/R Wi dth N/A 1 O/S WIDTH sm:
Figure 4.59: G.T. road section-26: 13+800, 14+000
* of LANES L 3 8/R Width N/A F.P Width N/AJ 1 A"" 1/8 WIDTH [0.2m 1 »ot LANES 3 |D/8 WIDTH [S/R Width 1 4m N/A D/R Width N/A F.P Width N/A Icwir WIDTH 12.3m 11/8 WIDTH 6im C/M Width 1.6m iO/8 WIDTH 4m [O'R Width N/A CWY WIDTH I2^m ; C/M Width | 1.6m
B-A B-A [_« of LANES 3 « Of LANES | S/R Width N/A EOS TO RE N/A | F.P Width N/A F P WMUl N/A i la WIDTH 0.2m l/S WIDTH 0.2m O/S WIDTH , 4m on width N/A d/r Width N/A O/S WIDTH CWY WIDTH 10.6m CWY WIDTH 10.6m C/M Width N/A C/M Width N/A
Figure 4.60: G.T. Road Section-27: 14+200, 14+400
84
A-B • of LANES 3 s/r width N/A * of LANES , F.p Width N/A S/R Width N/A J/S WIDTH 0.3m F.P Width N/A O/S WIDTHI 4.3m 1/8 WIDTH 0.3m i 0/R Width N/A O/S WIDTH 4.3m CWY WIDTH 11m D/R Width N/A C/M Width 1.6m CWY WIDTH10.8m C/M Width 1.6m
I O-A B-A |» of LANES ) 3" • Of LANES 1 3 ; S/R width N/A 8/R Width N/A J_F.P Width , N/A i F.P Width N/A 1/8 WIDTH fo-amj •/S WIDTH 0.3m lO/S WIDTH 4.1m O/S WIDTH 4.1m 1 D/R Width N/A D/R Width 0.5m jCWY WIDTH 10.6m CWYWIDTH- l4Jml C/M Width N/A 1 | C/M Width N/A
Figure 4.61: G.T. road section-28: 14+600, 14+800
A-B 1 # of LANES 3 S/R Width N/A # Of LANES | F.P Width N/A 8/R Width H/A 1 i/S WIDTH 0.3m ' F.P Width N/A O/S WIDTH 4.4m J/S WIDTH 0.3m O/R Width N/AJ O/S WIDTH 4.1m CWY WIDTH 10.7m, [ P/R Width N/A C/M Width 1.6m, CWY WIDTH 0.9m C/M Width 1.6m
Zr~ B-A n * of LANES 3 B-A 1 S/R Width N/A ; F.P Width # of LANES 3 N/A S/R Width N/A J/S WIDTH 0.2 m! F.P Width N/A O/S WIDTH 4.5m I i/S WIDTH 0.2m' D/R Width 0.5m O/S WIDTH N/A CWY WIDTH 11.2m 1 C/M Width i D/R Width 0.5m N/A 1 JCWY WIOTHI 16.9m C/M Width N/A
Figure 4.62: G.T. road section-29: 15+000, 15+200
85
L A-B #of LANES "I 3 L A-B B/R Width N/A l*_of LANES 3 F.P Width Pn/a [S/R Width l/S WIDTH 0.3m | F.P Width N/A O/S WIDTH 1 1 1 4^m l/S WIDTH 0.3m D/R Width M/A O/S WIDTH S-lml CWY WIDTH 10.7m! I D/R Width N/Aj [C/M Width 1.6mP CWY WIOTH^ 10. Bm1 C/M Width Jl .6m |
B-A B-A of LANES 3 1 * of LANES 3 S/R Width N/A fs/R Width N/A F.P Width JF-F Width N/A N/A l/S WIDTH i0.2m i l/S WIDTH 0.2mJ O/S WIDTH OB WIDTH 4.5m 4.5m D/R Width 0.5m i O/R Width | 0.5m CWY WIDTH CWY WIDTH ' I1.2m 11.2m CMW N/A C/M Width N/A
Figure 4.63: G.T. Road Section-30: 15+400, 15+600
A-B | 1 * of LANES 3 " COB To HE N/A 1 i F-P Width n7a"I i S/R Width N/A l/S Width 0.3m i O/S Width 3.1m CWY WIDTH O.Bm C/M Width 1 1.6m A , D/R Width N/A
B-A 1 #of LANES 3 COB To RE 1 N/A i F-P Width N/A S/R Width N/A | l/S Width 0.2m O/S Width 4.5m CWY WIDTH 11.2m C/M Width 1.6m D/R Width 03 |
Figure 4.64: G.T. Road Section-31: 15+800
86
4.5.2 Inventory of Peshawar Ring-Road
A detailed survey of the Peshawar Ring for conducted and an inventory was prepared. The purpose of this inventory was identify was to identify bottlenecks and prepare feasible and cost effective solution for traffic issues on Ring Road. The inventory details of ring road are given below:
A-B B-A # of lanes' # of LANES 4 iCWYWIDTH 15.2fn CWY WIDTH 15m 0/S WIDTH 0.6m dl0 O/S WIDTH 0.6m C/M WIDTH 2.5m A Rio9^- C/M WIDTH 2.5m FPWIDTH 2.15m B-A FP WIDTH 2.15m # Of LANES A-B 3 # of LANES CWY WIDTH 3 fil-Sm CWY WIDTH O/S WIDTH Lucky Dhayre fn.Ymj 0.5m O/S WIDTH 0.6m C/M WIDTH 0.6m C/M WIDTH 1 «/S WIDTH 0.6m 0.6m l/S WIDTH 0.6m Ring Road FP WIDTH 1.95m| lO/R WIDTH B-A 1m # of LANES 3 CWY WIDTH 10.65m B O/S WIDTH 0.5m A-B C/M WIDTH 0.6m # of LANES 3 l/S WIDTH 0.9m CWY WIDTH 11m FP WIDTH 1.8m O/S WIDTH 1.8m D/R WIDTH 1m C/M WIDTH 0.6m l/S WIDTH 0.6m
Figure 4.65: Ring-road section-1: 0+000-0+400 nr B-A I B-A — # Of LANES 3 # of LANES 3 J CWYWIDTH 10.9m) CWY WIDTH 10.5m A B O/S WIDTH 0.9m I O S WIDTH 0.5m C/M WIDTH r0.6mj C/M WIDTH 0.6m l/S WIDTH l/S WIDTH 0.6m B A 0.6m J D/R WIDTH » of LANES FP WIDTH 6,85m 1m A-B ~j 3 D/R WIDTH I.SSmr" n of LANES 3 fewY WIDTH 11.85m CWY WIDTH 10.5m O/S WIDTH 1.3m O/S WIDTH 0.6m^ |_C/M WIDTH b.6m [C/M WIDTH" 0,6m 1 l/S WIDTH 1m l/S WIDTH FP WIDTH 0.6m ( I.SmJ A-B D/R WIDTH 1.8m LANES # of LANES cvvy WIDTH 11 2m WIDTH CVVY WIDTH lO.Sm CM 0.9m O/S WIDTH 0.6m B-A 0,6m C/M WIDTH 0.6m » of LANES WIDTH l/S WIDTH Im CWY WIDTH 10.55m WIDTH 5m O/S WIDTH 1.15m WIDTH 8m A-B C/M WIDTH 0.6m LANES # of LANES l/S WIDTH 0.6in CWY' WIDTH 11.15m CWV WIDTH 0.75m WIDTH S WIDTH □.8m FP WIDTH 1.5m 0.8m C/M WIDTH D/R WIDTH 1.8m CMI WIDTH b.6m 0.6m WIDTH 1m l/S WIDTH 1m B-A n of LANES A-B A B 3 - # of LANES CWY WIDTH 11.45m 3 n of LANES 3 O/S WIDTH 0.75m CWY WIDTH 11.01m CWY WIDTH 10.5m C/M WIDTH O/S WIDTH 0.75m O/S WIDTH 0.6m C/M WIDTH 1.8m l/S WIDTH 0.6m 0.6m C/M WIDTH 0.6m | FP WIDTH 1.5m n J l/S WIDTH 0.6m l/S WIDTH 0.6m D/R WIDTH 1.8m FP WIDTH 1.8m FP WIDTH 1.45m D/R WIDTH 1.85m D/R WIDTH 1.8m
Figure 4.66: Ring-Road section-2: 0+600-1+600
87
B-A » of LANES 3 A-B pVYWIDTH 11.4m B-A A ft of LANES 3 O/S WIDTH CWY WIDTH C/M WIDTH- ft of LANES 11.6m 0.6m CWY WIDTH lO.Sm O/S WIDTH 0.8m l/S WIDTH 0.6m b-a C/M WIDTH ^0.6m FP WIDTH O/S WIDTH ■1.25m « Of LANES 1.5m CTiVTwiDTH 0.6m l/S WIDTH 0.6m D/R WIDTH 1.8m f 0.6m FP WIDTH 1.1m FP WIDTH 1.3m D/R WIDTH 1.8m 1 D/R WIDTH iTSm
Figure 4.67: Ring-Road Section-3: 1+800-2+800
B-A " B-A # of LANES 3 # of LANES 3 CWY WIDTH 'll.8m B-A 1 B-A jCWY WIDTH ilO.SnT1 O/S WIDTH 1.35m # of LANES f 3 [ t* of LANES 3 O/S WIDTH 0.9m | C/M WIDTH 0.6m B-A CWY WIDTH 11.45m CWY WIDTH (l 1.45m C/M WIDTH 0.6m M/S WIDTH 0.6m [ # of LANES O/S WIDTH 0.9m O/S WIDTH 0.9m l/S WIDTH 0.6m 'FP WIDTH 1.5m 3 | C/M WIDTH C/M WIDTH CWY WIDTH 11.8m 0.6m | 0.6m [_p/R WIDTH 1.8m D/R WIDTH 1.8m O/S WIDTH 1.7 m l/S WIDTH 0.75m l/S WIDTH 0.75m C/M WIDTH 1 FP WIDTH 1.75m FP WIDTH 1.75m 0.6m d/r width ' d/r width l/S WIDTH 0.9m 1.8m J 1.8m, \ [_FP WIDTH 1.5m Id/r width 1.8m
A-B 1 ti 1 # of LANES 3 »of LANES 3 [ CWY WIDTH 11.2m v.«r*T WIDTH j10.65m O/S WIDTH 0.95m A-B 1 O/S WIDTH 1.35m I C/WI WIDTH 0.6m # of LANES f 3 j j C/M WIDTH 0.6m | l/S WIDTH 0.8m V CWY WIDTH 10.95m l/S WIDTH O/S WIDTH 0.9m FP WIDTH FP WIDTH 1.35m C/M WIDTH 1.3m ( D/R WIDTH 1.8m 0.6m [j/S WIDTH 0.6m 1 d/r width 1.8m ( A-B # of LANES
1.8m Figure 4.68: Ring-Road Section-4: 3+000-3+800
88
B-A B-A B-A » of LANES # of LANES 3 » of LANES 3 CWY WIDTH 3 CWY WIDTH jl0.65m 111.3m ( A ) ' " 11.35m O/S WIDTH 0.8m O/S WIDTH 1.2m ( # of LANES 3 O/S WIDTH 1.5m C/M WIDTH 3.6m C/M WIDTH 0.6m CWY WIDTH 12.3m C/M WIDTH 0.6m l/S WIDTH 0.7m l/S WIDTH 0.7m v MO/S WIDTH 1.1m l/S WIDTH 0.7m FP WIDTH 0.9m FP WIDTH 1.5m C/M WIDTH 0.6m FP WIDTH 1.5m D/R WIDTH 0.95m P D/R WIDTH l/S WIDTH 0.85m D/R WIDTH 1.8m FP WIDTH 1.5mp D/R WIDTH 1.8m V B-A # of LANES 3 CVWY WIDTH lO.ISm O/S WIDTH 1.1m A-B C/M WIDTH 0.6m # of LANES - 3 l/S WIDTH 0.7m ^ CWY WIDTH 11.5m | FP WIDTH 1.5m O/S WIDTH 0.7 m D/R WIDTH 1.8m A-B C/M WIDTH 0.6m # of LANES 3 1/8 VVIDTH 0.7m CWY WIDTH 10.85m FP WIDTH 1.5m : b ) O/S WIDTH 1.15m D/R WIDTH 1.8m A-B C/M WIDTH 3.6m # of LANES 3 l/S WIDTH 0.75m CWY WIDTH 11.2m FP WIDTH 1.45m A-B O/S WIDTH 0.9m D/R WIDTH 1-8m # of LANES 3 C/M WIDTH 0.6m 3 CWY WIDTH 10.85m l/S WIDTH 0.6m llm 4J O/S WIDTH 1.25m FP WIDTH 1.5m , C/M WIDTH D/R WIDTH 1.8m 0.6m 1 l/S WIDTH 0.7m 0.6m FP WIDTH 1.4m •t .5m D/R WIDTH 1.8m 1 1.8m
Figure 4.69: Ring-Road Section-5: 4+000-4+800
B-A B-A » of LANES 3 B-A # of LANEj 3 B-A # of LANES cwTwidth 111-4iti # of LANES 3 fcwYWlDT H 11.Sin 3 O/S WIDTH J.lmJ CWY WIDTH ro/s WIDTH 0.9m CWY WIDTH 11.4ml fc/M WIDTHl 0.6m O/S WIDTH fc/ivTwiDTH To.6m O/S WIDTH 1.1m l/s WIDTH 0.9m l/S WIDTH 0.75m C/M WIDTH r0.6m l).9m 1 rcTMWIDTH 0.6m Tp WIDTH | 1.5m l/S WIDTH 0.75m ^P WIDTH 1.5m l/S WIDTH 0.75m D/R WIDTH 1 1.8 m FP WIDTH 1.5m D/R WIDTH ] 1.8m FP WIDTH 1.5m (_ B-A D/R WIDTH ( 1.5m D/R WIDTH 1.8m-] P# of LANES 3 CWY WIDTH 11.6m O/S WIDTH 0.7m C/M WIDTH 0.6 m l/S WIDTH 0.9m FP WIDTH 1.5m D/R WIDTH 1.8m A-B » Of LANES 3 Bwy width !l 0.85m O/S WIDTH 1.15m A-B I C/M WIDTH 0.6m - # of LANES Lip J/S WIDTH 0.75m CWY WIDTH llOSm1 FP WIDTH 1.5m A-B O/S WIDTH # of LANES 1.2m 3 C/M WIDTH 0.6m A-B CWY WIDTH 11m l/S WIDTH 0.7m # of LANES 3 A-B lO/S WIDTH 1.4m FP WIDTH 1.45m # of LANES 3 C/M WIDTH] jCWY WIDTH lO.SSm^ 0.6m D/R WIDTH] 1.8m | lO/S WIDTH 1.25itt1 CWY WIDTH |l2.37m| l/S WIDTH 0.75m [C/M WIDTHl D/R WIDTH 1.8m FP WIDTH 1.4m 0.6m C/M WIDTH ll/S WIDTH 0.7m 0.6nT D/R WIDTH | 1.8m FP WIDTH 4USWIDTH 0.9m 1.4m FP WIDTH 1-5m lD/R WIDTH | 1.8m Figure 4.70: Ring-Road Section-6: 5+000-5+800
89
B-A B-A I n of LANES # of LANES Of LANES 2 | B-A CWY WIDTH ll.Stn CWY WIDTH CWY WIDTH 7.5m n of LANES O/S WIDTH 0.9m 6.8m O/S WIDTH C/M WIDTH A O/S WIDTH 1.6m C/M WIDTH 0.5m CWY WIDTH 11.6m 0.6m C/M WIDTH B/R B/R O/S WIDTH 0.6m l/S WIDTH 0.6m l/S WIDTH 0.5m l/S WIDTH 0.5m C/M WIDTH 0.6m FP WIDTH 1.45m D/R WIDTH 0.6m FP WIDTH 6m l/S WIDTH 0.6m D/R WIDTH 1.8m D/R WIDTH 1.2m B-A # of LANES CWY WIDTH 10.6m O/S WIDTH 0.5 m C/M WIDTH 1.1m A-B l/S WIDTH 95m 1# of LANES D/R WIDTH 5m ^ 3 'CWY WIDTH 12.32m I>/R WIDTH 1.8m C/M WIDTH 0.6m l/S WIDTH 0.8m 1 FP WIDTH I.SmH A ^ - F» of LANES-B | 3 J A-B B A CWY WIDTH 10.5m * of LANES 3 \o O/S WIDTH 0.6m CWY WIDTH 11.6m A-B C/M WIDTH B/R O/S WIDTH CT A-B FP WIDTH 0.8m n of LANES ] * of LANES 2 2.1m C/M WIDTH 0.6m 3 CWY WIDTH 6.9m l/S WIDTH 0.8m CWY WIDTH 11.85m O/S WIDTH O/S WIDTH 1.6m 4m C/M WIDTH C/M WIDTH bTr 1.1m fob to RE 6.9m P/W WIDTH 1m D/R WIDTH ^ 0.9m
Figure 4.71: Ring-road section-7: 6+000-6+800
B-A B-A — B-A # of LANES # Of LANES # of LANES 3 3 3 CWY WIDTH 11m CWY WIDTH ' llm CWY WIDTH O/S WIDTH O/S WIDTH ^llm 0.6m 0.75m O/S WIDTH 0.6m C/M WIDTH 1.1m C/M WIDTH 1.1m cm WIDTH 1.1m l/S WIDTH l/S WIDTH 0.6m 0.6m^ l/S WIDTH ! 0.6m FP WIDTH"f 1.1m B-A ' n of LANES 3 CWY WIDTH 11m FP WIDTH 2.3m B-A 1 C/M WIDTH 1.1m # of LANES l/S WIDTH 0.6m | 3 1 CWY WIDTH 11m O/S WIDTH 0.5m C/M WIDTH 1.1m l/S WIDTH 0.6m A-B ( A-B 1 # of LANES 3 | It of LANES 3 cwy_width 11.6m CWY WIDTH 11.6m1 O/S WIDTH 1-95m FP WIDTH 2m C/M WIDTH 1.1m C/M WIDTHl 1.1m l/S WIDTH 0.6m l/S WIDTH J 0.6m D/R WIDTH 1m D/R WIDTH ( 1m | A-B ~1 A-B # of LANES # of LANES 3 3 pVVYWIDTH 11-6m A-B CWY WIDTH HmH FP WIDTH 2m # of LANES FP WIDTH 0.9m C/M WIDTH 3 C/M WIDTH 1.1m ICWY WIDTH iTo.em 1.1m 'US WIDTH 0.6m O/S WIDTH! 0.6m l/S WIDTH 0.6m | Id/rwTdth 1m j B C/M WIDTH 1.1m O/S WIDTH 0.6m| l/S WIDTH 0.6m
Figure 4.72: Ring-road section-8: 7+000-7+800
90
B-A B-A B-A # of LANES # of LANES 3 » of LANES 3 3 |CWY WIDTH CWY WIDTH ! 11m twY WIDTH llmT"| 11m O/S WIDTH O/S WIDTH 0.6m O/S WIDTH 0.6m 0.6m C/M WIDTH C/M WIDTH 1.1m C/M WIDTH 1.1m 1.1m l/S WIDTH l/S WIDTH 0.6m l/S WIDTH 0.6m 0.6m FP WIDTH FP WIDTH 1.5m FP WIDTH 1.5m 1.5m D/R WIDTH D/R WIDTH I.SirTl D/R WIDTH 1.8m 1.8m
B-A # of LANES 3 CWY WIDTH 11m A-B O/S WIDTH 0.6m C/M WIDTH # of LANES 1.1m CWY WIDTH 11.15m B-A 1 l/S WIDTH 0.6m CHS WIDTH 0.4m # of LANES 3 FP WIDTH 1.5m C/M WIDTH l7lm CWY WIDTH 11m d/r width 1.8m l/S WIDTH 0.6m O/S WIDTH 0.6m FP WIDTH 2.3m C/M WIDTH 1.1m l/S WIDTH 0.6m A-B A-B FP WIDTH ] 6m # of LANES 3 # of LANES 3 CWY WIDTH "Tim ICWY WIDTH 11m A-B O/S WIDTH 0.6m C/M WIDTH O/S WIDTH 0.6m » of LANES ( 3 1.1m c/M Width 1.1m CWY WIDTH 11m l/S WIDTH 0.6m l/s WIDTH 0.6m O/S WIDTH 0.6m FP WIDTH 2.3m A-B c/m wTdth 1.1m ( B ) # of LANES l/S WIDTH 0.6m CWY WIDTH 11m FP WIDTH 2^m O/S WIDTH 0.6m cnrwiDtH 1.1m l/S WIDTH 0.6m FP WIDTH" 2.5m
Figure 4.73: Ring-road section-9: 8+000-8+800
r b-a rz b - a B-A B-A # of LANES # of LANES U of LANES 3 # of LANES 3 3 3 CWY WIDTH 11m CWY WIDTH 11m CWY WIDTH 11m CWY WIDTH 11m O/S WIDTH O/S WIDTH O/S WIDTH 0.75m O/S WIDTH 0.6m 0.75m C/M WIDTH 1.1m C/M WIDTH C/M WIDTH 2.15m J C/M WIDTH 1.1m 1.1m l/S WIDTH l/S WIDTH l/S WIDTH 0.6m l/S WIDTH 0.6m 0.6m 0.6m FP WIDTH 1.6m FP WIDTH FP WIDTH 2.5m FP WIDTH 1.6m D/R WlDTHj 1.8m 1.6m D/R WIDTH 1.8m > A-B # of LANES 3 I B-A twY WIOTIH pTi.em O/S WIDTH 1# of LANES 0.9m [CWY WIDTH 11m C/M WIDTH 2.15m O/S WIDTH 0.75m l/S WIDTH 0-7m C/M WIDTH 1.1m iMFFwiDTH 1.4m l/S WIDTH 0.6m A-B FP WIDTH 1.6m » of LANES A-B D/R WIDTH 3 # of LANES 1.8m fcwY WIDTI-1 11.15m 3 \ O/S WIDTH 0.9m CWY WIDTH 11m cTnTwidth 1.1m O/S WIDTH 0.9m [l/S WIDTH 0.6m C/M WIDTH 1 1.1m f FP WIDTH 2.5m l/S WIDTH 0.6m FP WIDTH 2.5m
I A-B A-B # of LANES 3 1 # of LANES 3 1 CWY WIDTH 10.25m CWYWIDThS 1.15m O/S WIDTH 0.9m O/S WIDTH 0.9m C/M WIDTH 1.1m C/M WIDTH 1.1m l/S WIDTH 1m [ l/S WIDTH 0.6m FP WIDTH 2m FP WIDTH 0.9m D/R WIDTH 0.5m
Figure 4.74: Ring-road section-10: 9+000-9+800
91
r BA BTA 1 B-A B-A # of LANES # of LANES 3 # of LANES 3 B-A j of LANES 3 3 CWY WIDTH 11m | CWY WIDTH [Jim # of LANES 3 CWY WIDTH CWY WIDTH 11m (O/S WIDTH O/S WIDTH 0.6m 1 11m 0.9m IC/M WIDTH CWY WIDTH 11m [O/S WIDTH 0.9 m 1 O/S WIDTH 0.9m C/M WIDTH 1.1m 1.1m O/S WIDTH C/M WlDflT C/M WIDTH 1.1m l/S WIDTH 0.6m rd.6m - | l/S WIDTH 1 0.6m 0.6m c/mwTdthI 1.1m Li/S WIDTH 0.6m l/S WIDTH O.Sm ! (fp width-! 2m FP WIDTH 1.7m l/S WIDTH^I 0.6m FP WIDTH 8.3m FP WIDTH 3.1mj D/R WIDTH 1.8m
A-B A-B # of LANES 3 # of LANES 3 A-B - CWY WIDTH # of LANES CWY WIDTH 10.2m 10.1m O/S WIDTH 0.9m 1 O/S WIDTH 0.9m CWY WIDTH 11m C/MWIDT»r 1.1m O/S WIDTH C/M WIDTH 1.1m A-l AB 0.75m l/S WIDTH 0.6m l/s WIDTH 1m # of LANES C/M WIDTH 1.1m d/r width # of LANES 3 US WIDTH FP WIDTH 2,3m 0.5m CWY WIDTH 11.15m CWY WIDTH 0.6m d/r width Ill7lm FP WIDTH 2,2m 0.9m O/S WIDTHJ0.75m O/S WIDTH 0.75m CTiTwiDfHTlTl,,, jCTiW WIDTH 0.6m J/S WIDTH 0.6m l/S WIDTH 0.9m FP WlDTH 2.15m FP WIDTH 8.3mn Figure 4.75: Ring-road section-11: 10+000-10+800
B-A i» of LANES 3 CWY WIDTH 11m O/S WIDTH 0.6m 1 ¥A |CWY WIDTH 11m C/IVJ WIDTH j_» of LANES J)/S WIDTH 1.1m 3 0.6m l/S WIDTH 0.6m ^WYWIDTH 11m C/M WIDTH 1.1m B-A O/S WIDTH l/S WIDTH 0.6m »of LANES 0.6m 1 B-A 3 C/M WIDTH] 1.1m~l F/P WIDTH" 1.5m A # of LANES CWY WIDTH 11m l/S WIDTH 0.6m D/R WIDTH 1m n~3~ O/S WIDTH 0.6m F/P WIDTH CWY WIDTH 11m - 2m 1 'O/S WIDTH C/MWIDflT 1.1m" 0.5m l/S WIDTH 0.6m |C/M WIDTH ^.1m F/P WIDTH l/S WIDTH 0.6m 1.85m f/p_width_ 2m
B A-B A-B # of LANES 3 * of LANES 3 CWY WIDTH 11m CWY WIDTH 11m O/S WIDTH A-B O/S WIDTH 0.6m # of LANES 0.6m rC/M WIDTH Ij.lm" 1 3 C/M WIDTH ^l.lm l/S WIDTH 0.6m CWY WIDTH 11.1m l/S WIDTH 0.6m jO/S WIDTH FP WIDTH 1.6m A-B 0.6m FP WIDTH 1.6m D/R WIDTH # of LANES C/M WIDTfT 1.1m D/R WIDTH 0.8m L a-b 3 l/S WIDTH 0.8m # of LANES 3 1 CWY WIDTH 11m 0.6m j CWY WIDTH 11.1m O/S WIDTH 0.6m J>/R WIDTH 1 -Sm [O/S WIDTH (O-Sm C/M WIDTH1 1.1m C/M WIDTH 1.1m l/S WIDTH 0.6m l/S WIDTH 0.6m FP WIDTH 2.3m FP WIDTH 2.2m
Figure 4.76: Ring-road section-12: 11+000-11+800
92
B A B-A # of LANES B-A # of LANES 3 # of LANES 3 ICWY WIDTH llmj 1 L 3 £WY WIDTH 11m^ O/S WIDTH SWY WIDTH 11m O/S WIDTH 0.75m 0.6m O/S WIDTH 0.6m C/M WIDTH C/M WIDTH 1.1m C/M WIDTH 1.1m l/S WIDTH 1.1m l/S WIDTH 0.6m 0.6m l/S WIDTH 0.6m F/P WIDTH F/P WIDTHJ 2m F/P WIDTH 2m 2m lo/R WIDTH 1.7m
B-A A-B # of LANES B-A U of LANES 3 3 # of LANES 3 CWY WIDTH 11m CWY WIDTH 11m O/S WIDTH CWY WIDTH |l 1.45m O/S WIDTH 0.6m 0.6m O/S WIDTH 0.6m C/M WIDTH 1.1m C/M WIDTH 1.1m C/M WIDTH A-B J/SJVIDTH 0.6m 0.6m l/S WIDTH 0.6m # of LANES 3 F/P WIDTH J/S WIDTH 0.6m FP WIDTH 2.3m 1.6m F/P WIDTH 2.6m 1m CWY WIDTH 11.1m D/R WIDTH 1m D/R WIDTH O/S WIDTH 0.6m (d/r width 1m | C/M WIDTH 1.1m l/S WIDTH 0.6m FP WIDTH 2,3m O/R WIDTH 1m
A-B # of LANES A-B 3 # Of LANES CWY WIDTH 11m 3 A-B O/S WIDTH CWY WIDTH 10.75m # of LANES 0.6m O/S WIDTH 3 C/M WIDTH 1.1m 0.9m CWY WIDTH 11.1m -J l/S WIDTH C/M WIDTH 1.1m 0.6m l/S WIDTH |J)/S WIDTH 1m FP WIDTH 2.3m 0.6m C/M WIDTH 0.6m D/R WIDTH FP WIDTH 1.1m 1m D/R WIDTH l/S WIDTH 1.5m 1m FP WIDTH J 2.5m d/r width I 1m j
Figure 4.77: Ring-road section-13: 12+000-12+800
B-A # of LANES 3 B CWY WIDTH 11m O/S WIDTH 0.5m B-A C/M WIDTH 1.1m # of LANES 3 l/S WIDTH 0.6m [CWY WIDTH 11m B-A F/P WIDTH # of LANES 2.1m O/S WIDTH _ 0.5m C/M WIDTH 1.1m CWY WIDTH 11m l/S WIDTH 0.6m F/P WIDTH 2m »/S WIDTH |a6m B-A F/P WIDTH i.sm # of LANES 3 A-B CWY WIDTH 11m # of LANES 3 O/S WIDTH 0.6m C/M WIDTH n.lnTI CWY WIDTH 11m l/S WIDTH J O/S WIDTH 0.5m 0.6m^ B-A C/M WIDTH 1.1m A-B F/P WIDTH 1.5m I # of LANES 3 [j/S WIDTH 0.6m # of LANES 3 CWY WIDTH 11m CWY WIDTH 11.1m O/S WIDTH 0.6m O/S WIDTH 0.5m C/M WIDTH 1.1m C/MWIDTH" 1.1m l/S WIDTH j 0.6m l/S WIDTH 0.6m F/P WIDTH 1m
A-B # of LANES A-B 3 1# of LANES 3 A-B CWY WIDTH 11m SWY WIDTH 11m # of LANES O/S WIDTH 0.6m [O/S WIDTH 3 FcTm width 0.6m CWY WIDTH 11.1m j 1.1m |C/M WIDTH 1.1m O/S WIDTH l/S WIDTH 0.6m 1 l/S WIDTH 0.6m LfP WIDTH 0.6m C/M WIDTH 1.1m 2.1m FP WIDTH 2.3m l/S WIDTH lD/R WIDTH 1m 0.6m D/R WIDTH J 1m FP WIDTH 2.2m j O/R WIDTH 1m ^J
Figure 4.78: Ring-road section-14: 13+000-13+800
93
_ B-A # of LANES 3 (CWY WIDTH 10.85m IO/S WIDTH 0.5m C/M WIDTH B-A 1.1m # of LANES 3 fl/S WIDTH 0.9m F/P WIDTH CWY WIDTH 11m 1.5m O/S WIDTH 0.5m B^A C/M WIDTH 1.1m # of LANES 3 l/S WIDTH 0.6m CWY WIDTHl 11m F/P WIDTH 2.5m O/S WIDTH 0.5m C/M WIDTH 1.1m | B-A # of LANES l/S WIDTH 0.6m 3 If7p width 2m / CWY WIDTH 11m O/S WIDTH 0.5m C/M WIDTH 1.1m A-B l/S WIDTH 0.6m # of LANES 3 F/P WIDTH 2mJ CWY WIDTH TlO.Sm fo/S WIDTH 0.8m C/M WIDTH 1.1m l/S WIDTH 0.6m FP WIDTH 1.8m D/R WIDTH 1m _ A-B A-B # Of LANES 3 # of LANES ^3~~ A-B A-B CWY WIDTH 11m CWY WIDTH 11m # of LANES 3 # of LANES 3 lO/S WIDTH 0.6m O/S WIDTH 0.6m CWY WIDTH 11m CWY WIDTH pllm- C/M WIDTH ^l.lm C/M WIDTH 1.1m O/S WIDTH 0-6m IO/S WIDTH 0.75m '/S WIDTH 0.6m l/S WIDTH 0.6m C/M WIDTH 1.1m C/M WIDTHi 1.1m FP WIDTH 1.6m FP WIDTH 2m l/S WIDTH 0.6m l/S WIDTH 0.6m J>/R WIDTH ! ImJ FP WIDTH [2,45m
Figure 4.79: Ring-road section-15: 14+000-14+800
B-A # of LANES 3 CWY WIDTH S^TSm O/S WIDTH - 0.5m C/M WIDTH 1.1m B-A # of LANES ^ 3 B [j/S WIDTH 0.9m F/P WIDTH 4m CWY WIDTH 11.1m O/S WIDTH 0.6m C/MWIDTH 1.1m l/S WIDTH 0.9m F/P WIDTH 2.3m B-A # of LANES 3 CWY WIDTH 10.75m [O^SWIDTH 0.6m |c7m width 1.1m psIwiDTH 0.9m |F/P WIDTH 2.5m
( A-B |# of LANES 3 CWY WIDTH 11m O/S WIDTH 0.75m A-B C/M WIDTH l.lm # of LANES 3 '/S WIDTH 0.6m CWY WIDTH HiiiT | A^B # Of LANES [FP WIDTH^ 1.8m O/S WIDTH 0.6m r3 D/R WIDTH 1m C/M WIDTH 1.1m CWY WIDTH 11m l/S WIDTH 0.6m O/S WIDTH 0.6m FP WIDTH 1.5m C/M WIDTH 1.1m D/R WIDTH 1m Us WIDTH 0.6m r |FP WIDTH 1.5m i A D/R WIDTH | 1m
Figure 4.80: Ring-road section-16: 15+000-15+400
94
B-A # of LANES 3 B-A B-A ~l # of LANES # of LANES CWY WIDTH 11m 3 P 3 fo/S WIDTH 0.5m CWY WIDTH B-A "I CWY WIDTH 11m^ C/M WIDTH 10.75m # of LANES lO/S WIDTH Pl.lm O/S WIDTH 0.5m I 3 0.5m l/S WIDTH 0.9m ' C/M WIDTH 1.1m CWY WIDTH 11m C/M WIDTH 1.1m FP WIDTH l/S WIDTH O/S WIDTH 5.2m 0.9m 0.5m I l/S WIDTH 0.6m ' D/R WIDTH N/A FP WIDTH 1.2m \ C/M WIDTH ri.1m (FP WIDTH^ 3m l/S WIDTH 0.6m D/R WIDTH I N/A ] FP WIDTH N/A N D/R WIDTHI N/A j A-B # of LANES 3 A-B A-B # of LANES # of LANES 3 CWY WIDTH ' 11m 3 A-B O/S WIDTH CWY WIDTH ^llm y# of LANES 3 CWY WIDTH 11m O-TSm^ O/S WIDTH O/S WIDTH O.gm IC/M WIDTH 1.1m 0.75m CWY WIDTH ^11.1m C/M WIDTH l/S WIDTH C/M WIDTH 1.1m O/S WIDTH 0.9m ri.lm' 0.6m l/S WIDTH C/M WIDTH rT/S WIDTH ^ 0.6m FP WIDTH i 1.8m 0.6m ri.lm FP WIDTH FP WIDTH 1.8m l/S WIDTH 0.6m 1.6m D/R WIDTH 1m FP WIDTH 1.6m rD/R WIDTH 1m D/R WIDTH 1m J
Figure 4.81: Ring-road section-17: 15+600-16+200
B-A # of LANES 2 B-A ICWYWIDTH 8.65m B-A # of LANES 3 O/S WIDTH N/A CWY WIDTH C/M WIDTH # of LANES 3 | # of LANES 3 11.25m) 4.7m CWY WIDTH CWY WIDTH O/S WIDTH 0.75m l/S WIDTH 0.35m 12.6m^ loTasm C/M WIDTH Jj)/S WIDTH N/A O/S WIDTH 0.75m 1.1m FP WIDTH 1.2m C/M WIDTH C/M WIDTH l/S WIDTH 0.9m EOB 8.65 0.6m 2^3m l/S WIDTH N/A l/S WIDTH 0.6m FP WIDTH N/A FP WIDTH 7.5m FP WIDTH 7.1m D/R WIDTH N/A D/R WIDTlT] 1m D/R WIDTH 0.8m
A-B # of LANES 2 A-B CWY WIDTH 8.65m A-B uanes O/S WIDTH A-B # of N/A # of LANES 3 C/M WIDTH 4.7m # of LANES .9m (CWY WIDTH 14.25m CWY WIDTH ,1m l/S WIDTH 0.35m' O/S WIDTH 11m y^\DTH fpwidth N/A O/S WIDTH 0.9m .6m 1.2m C/M WIDTH 0.6m C/M WIDTH vs D/R WIDTH [ N/A 2.3m ,6m l/S WIDTH , 0.9m l/S WIDTH 0.9m FP im FP WIDTH WIDTH N/A FP WIDTH 5.3m D/R WIDTH I 0.6 D/R WIDTH 0.6m
Figure 4.82: Ring-road section-19: 16+400-17+000
95
B-A U of LANES 3 cwy WIDTH 8m GREEN BELT 4.6M C/M WIDTH 4.65m B-A l/S WIDTH 0.6m n of LANES 3 S/R WIDTH 5.2 |CWY WIDTH 8m EOB to RE 1.8 green BELT 4.6M C/M WIDTH 4.7m l/S WIDTH 0.6m B-A [S/R WIDTH # of LANES 5.2 CWY WIDTH EOB to RE 1.8 8m GREEN BELT 2,8M A-B C/M WIDTH [_# of LANES 4.7m ) B-A 3 »/S WIDTH 0.6m I « of LANES cwy WIDTH 8.15m 2 WIDTH 5.3 [CWY WIDTH 8.65m O/S WIDTH N/A EOB to RE 1.8 C/M WIDTH 4.65m A-B _CREEN BELT N/A # of LANES C/M WIDTH 4.7m t/S WIDTH 0.6m I 3 FP WIDTH 2.6m (cwy width 18.75m l/S WIDTH 0.35m O/R WIDTH N/A O/S WIDTH N/A FP WIDTH 1.2m C/M WIDTH 4-7m EOB to RE N/A l/S WIDTH A-B 0.6m # of LANES FP WIDTH 3m 3 EOB to RE | twy WIDTH 8.7m 1.8m O/S WIDTH N/A A-B C/M WIDTH 4.7m # of LANES l/S WIDTH 0.6m CWY WIDTH 8.65m ^P WIDTH 3m O/S WIDTH EOB to RE N/A C/M WIDTH 0.35m 1.2m N/A
Figure 4.83: Ring-road section-20: 17+200-17+800
4.5.3 Analysis and Inventory of Junctions
For the preparation of a robust Traffic Management Plan, all the important road junctions of Peshawar City were studies and detailed inventory of these junctions was prepared. The inventory details of different junctions are shown below:
Junction Z. Junction out LANES » of LANES 2 WIDTH 11.5m 7m WIDTH 0.3m 2m CM WIDTH CMWIOIHS Width 0.3m £ 2. Junction In » of LANES 3 Junction out CWY WIOTHjiO.lm » of FP WIDTH cyinr width if Aman a width 2.6m o _ C/M Width Chowk CM Width 1.6m FP Width 51 < r-t
3. Juncti on In | # of LANES 3 CWY WIDTH, 10m CM Width O.flm FP Width 1.2m . 3. Junction out » of LANES 3 CWY WIDTH 9.5m CM Width o.am F.P Width
Figure 4.84: Aman Chowk (Re-design during BRT)
96
1. Junction in # Of LANES 4 CWYWIDTH 16.5m O/S WIDTH 0.2ni l/S WIDTH 0.2m SR width 11.7m C/M Width 1.3m 2. Junction out # of LANES 1. Junction Out CWY WIDTH MAm « of LANES 4 FP WIDTH 2m fo/S WIDTH 0.4m LCMWIDTH l/S WIDTH 0.5 CWY WIDTH 15.7m LC/M Width | 1.3m at®IBP
Vf .V® 3. Junction out 3. Junction In « of LANES _ 2. Junction In # of LANES 3"^ CWYWIDTH 9m » of LANES 4 CWYWIDTH 9m CWY WIDTH LI 5m O/S WIDTH 0.2m _ WIDTH 0.2m "•Olfl FP WIDTH 2m CM Width 4.5m F.P Width 2m Service 11.5m l/S WIDTH 0.3m Figure 4.85: Bagh-e-Naran * 2. Junction Out 2. Junction In of LANES 2 » of LANES CWYWIDTH 6.5m CWY WIPTT 6.5m 1/8 WIDTH 0.2m 1/8 WIDTH 0.3m C/ST WIDTH 0.3m 0.3m ( 3. Junction out • of LANES 1 CWY WIDTH 3.5m O/S WIDTH wwnmr TaSl WIDTH 0.2m | X 1. Junction In • of LANES 2 ICWY WIDTH, 6.5m p^WlDTlT 0.3m" 3. Junction In 0.3m 1. Junction Out • of LANES of LANES 2 CWY WIDTH 3.5m CWYWIDTH 6.5m 0.3m JOWIDTH 0.2m I,ffP WTDTH Um vSx C/MWDtHora- t)M WIDTH 0.2 ml Figure 4.86: Charsadda Northern Bypass 97 2.G.T road to 1 3. Junction Out charsada « of LANES 2 j 2. Junction out road _CWY WIDTH 7m « of LANES 2 2. Junction In FP WIDTH 1.2m ^CWYWIDTH 8.1m » of LANES C/M WIDTH 7m FP WIDTH N/A CWY WIDTH 8.1m C/M WIDTH' b.6mj fP WIDTH N/A C/M WIDTH 0.em a i - £2 i 7 2 3. Junction In 5 S S " • of LANES 2 nS S.S CWYWIDTH 7.9m CM WIDTH 7 m 1. Junction In * of LANES*Esj 2 cwy wipjnDTH7.5 5m CM WIDTH 1. Junction out 0.6m • of LANES 2 CWY WIDTH 6.4m CM WIDTH | 0.6m lO IUP & HP Figure 4.87: Charsadda Road Chowk Oalazak Intersection 3. Junction Out # Of LANES 2. Junction in CWYWIDTH |3.35ni • of LANES 0/S WIDTH N/A CWYWIDTH 7.4m C/M WIDTH 7.3 3. Junction In # of LANES CWYWIDTH 3.35m S/W 2.6m 2. Junction out •of LANES CWYWIDTH 7,5m C/M WIDTH 7.3m C 1. Junction out # of LANES _ _4. Junction in CWYWIDTH 7.5m # of LANES 2 C/M WIDTH 7.2m CWYWIDTH 7.1m \ / C/M WIDTH 0.6 F/P WIDTH 1.5 4. Junction out 1. Junction in o* 98 1.M-1 1 interchange 1. Junction out 1. Junction In #of LANES >f LANESnesT i 3 DTH'1 5.8m CWY WIOTI 16m C/M WIDTHBTHla i2^42m GT Road C/M WIDTH Intersection 3. Nowshehra 4. Peshawar City 3. Junction In # of LANES i 2 4. Junction out CWY WIDTH) 13m # of LANES c/mwidthT N/A 15m C/M WIDTH NJB 2. Junction Out # of LANES 1 2. Junct on in CWY WID 11.7m 6 of LANES 3 r D/W 0.6m |CWY width fll.Sm C/M WIDTH NJB D/W 1m C/M WIDTH NJB F/P WIDTH 1.95ml 2. Ring Road L S/W 0.5m! Figure 4.89: G.T. road intersection . 1. Junction In 1# of LANES 2 1. Hayatabad Mor CWY WIDTH 6.1m Torfcham to Habib 1 l/S WIDTH 0.4m C/M WIDTH 3. Junction out Jalib Chowk 0.3m • of LANES 3 O/S WIDTH 10.0m Edgo CWY WIDTH 16.5m N/A | Hablb JaHb C/M WIDTH 0.6m intersection l/S WIDTH N/A' \ O/S WIDTH 4.Bm Eds. 3.2m| / 1. Junction out »of LANES CWYWIPTY 6.4m 1/8 WIDTH O^ffl C/M WIDTH 0.3m O/S WIDTH N/A N/A ^ 3. Junction In \ • of LANES 3 2. Junction In V ■"""cLlT" CWY WIDTH 16.1m » of LANES 2. Junction out C/M WIDTH 0.6m CWY WIDTH 7.3ni « of LANES l/SWIDTH 1 b.4m C/M WIDTH 4m CWY WIDTH 7.5m O/S WIDTH 4.2m IIS WIDTH N/A C/M WIDTH F F WIDTH] 1.6m O/S WIDTH 3.7m US WIDTH N/A N/A q/s WIDTH 3.3ml Edge Figure 4.90: Habib Jalib intersection 99 Junction # of lanes 1. Junction out # of LANES 2.Hayatab CWY WIDTH 6.4oi 4 O/S WIDTH N/A CWY WIDTH 23m "•or to J/8TWDTH 5^ O/S WIDTH 0.3m C/M WIDTHl o.Om 0.2m to''ayatabad C/M WIDTH rkham 2m 0.6m "FTP WIDTH 1m J 2. Junction out # of LANES iPWY WIDTH 6.1m 1 O/S WIDTH 1. Junction in r/s WrDTH 10.9m * of LANES 3 0.4m CWY WIDTH 10.9ml i 0.3m O/S WIDTH 4m 2m 0.3m Junction 3.2m LANES 3. Junction out CWY WIDTH 12 7m * of LANES 3 o/oWIDTH f).3m (CWY WIDTH 12m i ™ o73m O/S WIDTH 0.3m C/M WlbTH 2.1m 0.3m ^CTMWIbTH 2.101] ,3- To 0a Figure 4.91: Hayatabad Mor to # of LANES 1 # of LANES 3 CWY WIDTH 5.65m CWY WIDTH 10.8m FPWDTO i.94m O/S WIDTH 0 O/S WIDTIT l.Sm 0.9m V C/M WIDTH NJB I 3. Junction In # of LANES CWnrWIDTHlO.SSm O/S WIDTH 0,9m c/mwidth NJB D/R WIDTH 1.8m 1. Junction Out # of LANES 1 CWY WIDTKS.SSn FP WIDTH 1.6m O/S Winrw D/R WIDTH 6m Junction 2. Junction out I LANES # of LANES 1 1 WID CWY WIDTH 5.5m O/S WIDTH 9m EOB to RE ^4.1m) D/R WIDTH 8m C/M WIDTH NJB F/P WIDTH 1 75m \9 rid® Junction Out LANES CWY WIDTH 11 1m O/S WIDTH 9m 2. Junction in O/R WIDTH 1.8m »f LANES ! 1 C/M WIDTH NJB CWY WIDTH 5.5m F/P EOB to RE ! 3.4m WIDTH 1.2m Figure 4.92: Jameel chowk on Ring Road 100 2. Junction out 9* ■zt 4. Junction In 4. Junction out KP # of UAN ES 2 « of LANES 2 #ofLANES 3 lO CWY WIDTH 8m aw CWY WIDTH 6m O/S WIDTH CWY width 6m O/S WIDTH 3m LD/R WIDTH 4.7m 0/S WIDTH 1m V-O® OJV- EOB TCTRE 2m *0 5.2m N/A C/M WIDTH 34m C/M WIDTH F/P WIDTH 1.5 mj I F/P WIDTH 1.5m j 1. Junction in # of LANES 0*° tX CWY WIDTH 13.5m O/S WIDTH 0.5m EOS TO RE 1.9m u 2. Junction In • of LANES 2 CWY WIDTH 9.8m O/S WIDTH 1.2m EOB TCTRE im| JtP to 3- 3. Junction Out 3. Junction in # of LANES 2 1. Junction Out CWY WIDTH A « of LANES 2 » of LANES L8.5m CWY WIDTH F/P WIDTH 1m \0 CWY WIDTH 11m 8.3m C/MWIDTH to O/S WIDTH F/P WIDTH 1.4m 0.4m 2m c/mwidth af J»/R WIDTH 1.2m OAm Figure 4.93: KohatChowk _ ^. Junction In * of LANES # of LANES ' 3 i.Barra Road CWY WIDTH 11 r* CWY WIDTH 7m4 topishtakhara O/S WIDTH i 1. m chowk C/M WIDTH NJB C/MWIDTH|o.29m O/S WIDTH 6m F/p Width 1 i .7 m D/R WIDTH 1m _ 1. Junction In F/P WIDTH # of LANES 2 CWY WIDTH 6.8m O/S WIDTH Li .3m C/M WIDTH 0.29 m 4. Junction Out [F/P WIDTH 1.2m j 4 of LANES CWY WIDTH 10.75it F/P WIDTH 1.1 L _3. Junction out j # of LANES 3 J CWY WIDTH I1.45iri FP WIDTH 2.6m | NJB] 1m o/s wiothI 0.6m] 2. Junction in # of LANES 1 CWYWIDTH 3.7m / 3. Junction In EOB TO RE 5m • of LANES 2. Junction out CWYWIDTH 11.1m # of LANES FP WIDTH ' 2.5ir to CWYWIDTH 3.7m C/ST WIDTH NJb oarr EOB TO RE D/R WrDTH^ S m Faea 3.6m O/S WIDTH •r> Figure 4.94: Pushtakhara Chowk on Ring Road 101 ro*d to 2. Junction out s of LANES 2 hero t// 8/1/ ihangj CWYWIDTH 6.1m l/S WIDTH 0.2m ®*a»*ada C/M WIDTH wife 0.3m 2. Junction In rBecf/ on # of LANES Junction CWY WIDTH 6m LAMES 1/8 WIDTH 0.2m CWY WIDTH 5m C/M WIDTH 0.3m ^ o 52 3. Junction out ft of LANES 1 4. Junction out \ CWYWIDTH 3.6m # of LANES 1 CWY WIDTH 5m 4. Junction in # of LANES 1 1. Junction in CWYWIDTH 2.5m 1* of LANES 2 7- to JCWY WIDTH 6m 1. Junction out ; i/swiDfiT 0.2m us statio # of LANES C/M WIDTH 0.3m n CWYWIDTH 6.1m l/S WIDTH 0.2m CTMWjDfH 0.3m Figure 4.95: Shero Jhangi Charsadda road 1. Junction out ofLANES 3 CWYWIDTH 11m G1 FP WIDTH 3.2m C/M WIDTH 1.5m | 2. Junction in tt of LANES 3 CWYWIDTH 11.7m FP WIDTH 1. Junction In 4m * of LANES C/M WIDTH 1.5m CWY WIDTH O/S WIDTH 3m 11.3m FP WIDTH 1.3m C/M WIDTH 1.5m O/S WIDTH 1.18m o 3. Junction out 2. G.T * of LANES road(Habib 2. Junction out 2 Jalib # of LANES 3 CWY WIDTH 6.6m FP WIDTH N/A Chowk) to CWYWIDTH 11.3m S.Safwat FP WIDTH 3. Junction In 1 C/M WIDTH ' 0.8m Safwat 3.2m » of LANES Ghayur EOB to RE 7m Ghayur C/M WIDTH 1.5m CWY WIDTH O/S WIDTH 2.4m 7.3m chowk FP WIDTH 3m circular C/M WIDTH 0.8m lane road EOB to RE 1.7m Figure 4.96: Safwat Ghayur Chowk 102 4. Junction out # of LANES CWVWIOTH 6m 1. Junction in L# of LANES 3 CWY WIDTH ll2.Sm FP WIDTH, 2m 2. Junction out C/M WIDTH 1.6m * of LANES (O/S WIDTH 0.4m CWY WIDTH 9m FP WIDTH 2m C/M WIDTH 1m a. o O/S WIDTH 1m 2 ■¥ 2.Qlla bala IA IB hisar to surai pull chowk 1 ■ Junction out 3. Junction "'LANES 3 # of LANES 2. Junction in CWY WIDTH 10,8m CWY WIDTI 6m • of LANES 2 FP WIDTH 2.1m C/M WIDTH CWY WIDTH B.2m C/M WIDTH 1.6m FP WIDTH N/A O/S WIDTH 0.4m Junction out C/M WIDTH" InTj LANES| [O/S WIDTH 1m | CWY DTM 5m If WIDTH C/M WIDTH arid O/S WIDTH N/A Figure 4.97: Surai Pull Chowk GT Road I* 1. Junction in 1. Junction Out # of LANES 3 ofLANES 3 ICWYWIDTH 9.4m CWY WIDTH 10m l/S WIDTH 0.3m 2. Junction out O/S WIDTH 0.3m 0.3m * of LANES FP WIDTH 3 1m CWY WIDTH 14.8m l/SWlbTM 0.2m O/S WIDTH CMWIDtH 6.3m 0.5m FP WIOflTi 2m l/S WIDTH 0.2m |CMJNIDTH 1m j 3. Junction # of LANES CWY WIDTH 112.7m O/SWIDTHii 3m "•^SWIDfHjO0.4 FP WIDTH 1.2 CM WIDTH 1° _ 2. Junction in L 3. Junction Outl * of LANES 3 # of LANES 3 CWY WIDTH 14.8m CWY WIDTH 12.7m| O/S WIDTH 0.5m O/S WIDTH O.SnTj FP WIDTH 2m FP WIDTH 1.2m i/swnmr 0.2m O.Smj CM WIDTH~ OM WIDTH if] 0.3m | Figure 4.98: Warsakchowk on Khyber Road 103 4.5.4 Zone A Roads Inventory Inventory survey was conducted for different roads located in zone A. Figures below give the details. Afgha Colo r»y Road B B-A » of LANES 1# % 1 N CWY WIDTH O/S WIDTH D/N WIDTH EOB to RE 2.8m LANES DTM2. B5m Q/S WIDTH 1m O/H WIDTH N/A EOB RE N/A A Figure 4.99: Afghan Colony Road A Charsada Road B-A 1 # of LANES 1 2 CWY WIPTM 7.3m 1 A-B O/S WIDTH 1.2m 1 * of LANES 2 F.P WIDTH 2.7m CWY WIDTH 6m | EOB to RE 4.3m O/S WIDTH 2.5m D/R WIDTH N/A | EOB to RE N/A Afat.«n road to *hanmf»«|oorabad «h Afghan Colony Road Figure 4.100: Charsadda Road Section 1 104 ® 1 a-b * of LANES 2 CWY WIDTH 7.2in O/S WIDTH 1m D/R WIDTH N/A C1 A-B "1 EOB to RE 1.7m # of LANES 2 CWY WIDTH 7.2m O/S WIDTH N/A 0/R WIDTH N/A EOB to RE 2.7m ^ III 'ci^^Tnhan **ch ® Figure 4.101: Charsadda Road Section 2 B >* A-B * of LANES 1 v\e« CWY WIDTH 3.65m 0° O/S WIDTH N/A D/R WIDTH N/A %« EOB to RE 2.5m B-A # of LANES 1 CWY WIDTH 3.65m O/S WIDTH N/A D/R WIDTH A N/A EOB to RE~j N/A Oalazak Road Figure 4.102: College Road 105 B-A » of LANES 2 CWY WIDTH 7.1m O/S WIDTH N/A F.P WIDTH 1.5m a* EOB to RE Dalazak Road N/A A ✓ B-A » of LANES 2 A-B # of LANES CWY WIDTH 7.35m & 2 O/S WIDTH 3.3m CWY WIDTH 6.9m F-P WIDTH 1.5m O/S WIDTH N/A EOB to RE N/A D/R WIDTH 1.2m COB to RE 5.16m WIDTH 0.6m _ A-B » of LANES 2 CWY WIDTH 7.2m O/S WIDTH 2.7m ® F.P WIDTH 1.7m C/M ttiDXH-J 0.85m Figure 4.103: Dalazak Road Section 1 B-A # of LANES 1 2 CWY WIDTH 7.4m O/S WIDTH - 1.2m F.P WIDTH 1.7m Dalazak Road EOB to RE 6m A \ A-B * of LANES 2 CWY WIDTH 7.4m O/S WIDTH 2.2m F.P WIDTH 1.8m / ' C/M 0.8ml ^ \ Figure 4.104: Dalazak Road Section 2 106 A-B • of LANES 2 CWY WIDTH 7.2m 0/S WIDTH N/A Dalazak road to Eid D/R WIDTH 1.2m gha Road B eob to re] 8.7fn Bacha Khan Chowh to Afghan Chowk \ A Afghan Chowk BA to Bacha Khan Chowk * of LANES 2 CWY WIDTH 7m 0/S WIDTH 1.2m D/R WIDTH N/A C/M —WJDIH 0.8m Figure 4.105: Dalazak Road Section 3 Eid Gah Road B-A # of LANES ( 2 I CWY WIDTH A-B 8m # of LANES 2 O/S WIDTH N/A O/R WIDTH CWY WIDTH 8.2m N/A O/S WIDTH I.Sm ) EOB to RE 3.1 J O/R WIDTH 0.2m EOB to RE 3m C/M WIDTH flyovoi Charsada Road Dalazak to to Dalazak Road Charsada Road A Dalazak Road Figure 4.106: Eid-Gah Road Section 1 107 I B I (IZZBI * of LANES 1 CWY WIDTH 5m 0/S WIDTH N/A D/R WIDTH A-B N/A Eid Gah Road * of LANES 1 EOB to RE 4m CWY WIDTH 5m F.P WIDTH 3m D/R WIDTH to N/A EOB to RE N/A I A I ufto ad to Co»oaV ooad Mghao Figure 4.107: Eid-Gah Road Section 2 BA 1 # of LANES 1 CWY WIDTH 5.35m O/S WIDTH N/A D/R WIDTH N/A | EOB to RE 2.5m| % oacf I I '^a 0*o B A A-B LANES CWY WIDTH 5.35m e/:>^ WIDTH 1.5m oaa D/R WIDTH •3m EOB RE N/A Figure 4.108: Faqeerabad Road 108 Peshawar Budni Road 0 A-B of LANES CWY WIDTH 3.5Sm WIDTH N/A EOB to RE N/A A | B-A l*of LANES 1 CWY WIDTH 3.55m EOB to RE 1.7m Figure 4.109: Peshawar Budni Road on Ring Road Peshawar Kambo Adda Road B-A (••f LANES i |CWY WIDTH 3.05m |0/S WIDTH i.2m D/R WIDTH J 1.3m Figure 4.110: Peshawar Kambo Adda Road 109 4.5.5 Zone B Roads Inventory The inventory of road network located in zone B is given in Figures below: * A LANES CWY WIDTH 7.3m RE 2.2m C/M 0.2m WIDTH *0* B-A # of LANES 2 CWY WIDTH 7.1mn EOB to RE 2m C/M 0.2m WIDTH \ :-'b) % \ o* Figure 4.111: Malik Saad Shaheed Road B B-A • of LANES 1 CWY WIDTH 3.2m O/S Width N/A EOB to RE Pajaggi Road 6m A-B • of LANES i ICWY WIDTH 3.2m O/S Width N/A % EOB to RE Ss % -O V V B-A P of LANES 1 A-B CWY WIDTH |4.25m * of LANES 1 O/S Width N/A CWY WIDTH >4.25m J EOB to RE 2.5m O/S Width N/A D/R Width N/A ( A ) Shaml Road "•a Hioat/ Figure 4.112: Pajagi Road Section 1 110 ® B-A ,* of LANES 1 Pajaggi Road CWY WIDTH 4.5m O/S Width 3.67m EOB to RE N/A - A-B # of LANES 1 CWY WIDTH 4.5m c4^ JO/S Width 4m D/R Width 0.5m Vc © Figure 4.113: Pajagi Road section 2 Figure 4.114: Shama Cinema Road 111 A B-A # of LANES 2 iCWY WIDTH 7.5m _0/S Width N/A 0.45m C/M Width A-B •of LANES 2 Shaml Road nP ipWY WIDTH 7.5m F.P Width / 2m /<& C/M Width 0.45 m s/ / GT Road N5 Figure 4.115: Shami Road Section 1 i B-A S of LANES 1 CWY WIDTH 3.175m _F.P Width J N/A Shami Road Afghan Colony Road EOB to RE 3.3m /<>*$ A A-B • of LANES 1 CWY WIDTH 3.175m F.P Width N/A EOB to RE 6m | B Figure 4.116: Shami Road Section 2 112 4.5.6 Zone C Roads Inventory Figures 4.117 -4.121 presents inventory details of Zone C road network. Chalmaray Road 0*« ( B ) Of 9t Of LANES CWY WIDTH 3m EOB to RE 1.52in A ) Figure 4.117: Chalmary Road N-Can®4 Road to GT Gtaood b-a A-B # of LANES 1 # of LANES 1 CWY WIDTH 3.5m CWY WIDTH 3.5m O/S WIDTH 3.3m ^^WIDTHT) N/A C/M WIDTH N/A C/M WIDTH | N/A 41*5 gt ^oa Figure 4.118: N Canal Road 113 B toOt 6a9h d Roa r V^ B-A « of LANES CWY WIDTH 3.85m F.P WIDTH 1.67 A-B - C/M N/A *0? LANES 1 —WIDTH CWY WIDTH 3.85m O/S WIDTH 1.3m C/M N/A A HO ad ea®1* I4as*f 0 ad HS Gt^ Figure 4.119: Nasir Bagh Road Palosi road to Palosi Road Spin Jumat Chowk A-B # of LANES 1 CWY WIDTH 3.55m EOB to RE 4m B-A # of LANES •t CWY WIDTH 3.55m EOB to RE 11.9m Spin Jumat Chowk to Palosi Road © .y v GT Road Figure 4.120: Palosi Road 114 B Warsak Road B-A « of LANES 2 CWY WIDTH 7.3m Lf/P WIDTH 1.3m C/M A-B 1 WIDTH 0.5m # of LANES 2 CWY WIDTH 7.3m FIP WIDTH, 1.3m C/M 0.5m -jaannL v EOB to REj 1.7m VI B-A v i* of LANES 2 % CWY WIDTH 7.9m ! F/P WIDTH 1.6m C/M —WIDTH 0.5m \ A-B « of LANES 2 Jcwywidth 8m [ p/P WIDTH 2m A r c/m L WIDTH 0.5m Figure 4.121: Warsak Road 4.5.7 Zone D Roads Inventory OLO*6 * A si Abdara Road | A-e » of LANES 1 b-a n CWY WIDTH 4.5m • of LANES 1 ■ O/S Width 0.8m CWY WIDTH 4.5m D/R Width 0.7m F.P Width 2m O/R Width 0.7m B Figure 4.122: Abdara Road 115 Achlni Road A-B « of LANES 1 CWY WIDTH 2.75m _B-A O/D Width 0.5m # of LANES 1 EOB to RE 1m CWY WIDTH 2.75m O/S Width 0.6m D/R Width N/A */i >to at/ Figure 4.123: Achini Road % % Bagh e Naran Road O s B-A # of LANES 2 A CWY WIDTH 9m JF.P Width 2.5m 4.5m C/M Width of lanes WIDTH 9m EOB to RE 2.9m C/M Width 4.5m Z // B // Figure 4.124: Bagh-e-Naran Road 116 A-B 1 * of LANES [2 Circular Lane A CWY WIDTH 2.5m o/s Width 3.4m F.P Width 1.5m 0/R Width 0.94m j GT Road to Old Bara Road Canal Road B-A I GTo ara Road to » of LANES 2 Or Road CWYWIDTH 2.5m O/S Width 3.2m C/M Width N/A Figure 4.125: Canal Road GT Road N5 h (9 o A Gulshan e Iqbal *0 n 18 K a tj 0 - c (8 (0 o OGC o o A-B # of LANES 1 CWYWIDTH 3.8m O/S width J N/A #Of LANES 1 F-P Width CO 2.5m 60 E CWYWIDTH ■ 0/R Width N/A O/S width 5.8m F.P Width 1-6m 0/R Width N/A f B ) Figure 4.126: Gulshan-e-Iqbal Road 117 GT Ro*d Ns Hablb Jalib Road / © B-A # of LANES 2 CWY WIDTH 7.3m O/S width J 3.7m A-B 1 C/M Width 4m J « of LANES L2 CWY WIDTH 7.5m 'D/R Width j -N/A J _ O/S width 3.3m C/M Width 4m 1 D/R Width H/A B Figure 4.127: Habib Jalib Road B Hayatabad P6 Road A-B . B-A 1 fiof LANES 2 » of LANES 2 CWY WIDTH 9m (CWY WIDTH 9m O/S width N/A " O/S width N/A C/M Width C/M Width 4.6am - - - 4.68m 0/R Width N/A D/R Width N/A A Figure 4.128: Hayatabad P6 Road 118 4** Peshawar Industrial B ) Estate Road •ot B-A # of LANES 1 CWY WIDTH 3.6m O/S width 3.3m EOBto RE 12m A-B 1 D/R Width | N/A # of LANES 1 ^ CWY WIDTH 3.6m _0/8 width 2m 0/R Width 0.83m BOB to RE 19m Figure 4.129: Peshawar Industrial Estate Road 4.5.8 Zone E Roads Inventory Airport Road B-A 1 iP * Of LANES 3 CWY WIDTH 9.5 m F.P Width 1.2m C/M Width 0.8m EOB to RE N/A Figure 4.130: Airport Road 119 v ^ Arbab Road B % V0 B-A SOTLANCS 2 \ CWY WIDTH 8.2in O/S width N/A C/M Width EOS to RE 2in A-B » of LANES 2 CWY WIDTH 5.7m F.P width 3.8m C/M Width 0.94m | COB to RE IBmJ A ✓ Figure 4.131: Arbab Road A B-A * of LANES 2 CWY WIDTH 7m O/S width 1.4m F.P Width Barra Road 1.7m C/M Width 0.29m A-B # off LANES 2 CWY WIDTH 6.8m O/S width 1 -3m o Figure 4.132: Bara Road 120 Hospital Road Khyber Bazar to Naz Cinema Road BA * of LANES 1 cwy WIDTH 5.85m F.P width N/A C/M Width N/A EOB to RE N/A A-B ~| Naz Cinema Road • of LANES 1 to Khyber Bazaar CWY WIDTH 5.85m O/S width N/A C/M Width N/A EOB to RE 6.5m B Figure 4.133: Hospital Road Kohat Road A '1 A-B r* of LANES " 1 # of LANES 1 (CWY WIDTH 5.1m O/S width N/A (CWY WIDTH 5.1m Lo/S width 2m F.P Width 1.4m 0 F.P Width 1.5m eob to RE N/A EOB to RE N/A o1 ov 5f II — A-B B-A # of LANES j#of LANES 1 1 CWY WIDTH CWY WIDTH 4.6m 4.6m O/S width O/S width N/A 2.8m F.P Width F.P Width N/A n/aJ JOB to Re J EOB to RE _ N/A | H/A "1 B Figure 4.134: Kohat Road section 1 121 A Kohat Road t A-B # of LANES 2 CWY WIDTH 6m O/S width 1.3m F.P Width 1.5m j B-A " EBO to RE 5.2m '# of LANES 2 CWY WIDTH 6m o/s width 1m F.P Width 1.5m C/M Width 0.34m AJlL Koh.« Chowk Figure 4.135: Kohat Road section 2 A ad r\O9 Ro v \ \ A-B » of LANES 2 CWY WIDTH 8.5m F.P width 1m B-A * of LANES 2 C/M Width 0.4m CWY WIDTH [ 8.3m EOB to RE N/A _ F.P width 1.4 m O/S Width N/A C/M Width 1 0.4m | Figure 4.136: Kohat Road section 3 122 Landi Arbab Road B-A I 'CWY WIDTH 2.5m O/S width N/A C/M Width N/A O®4 EOB to RE 2.73m A-B • of LANES 1 CWY WIDTH 2.5m F.P width N/A C/M Width N/A EOB to RE N/A B Figure 4.137: Landi Arbab Road v0 o®6 8-A # of LANES 2 CWY WIDTH 10.5m O/S width 1.8m # F.P Width - ✓ C/M Width 1.77m ir A-B — CWY WIDTH 10.5m O/S width 1.7m F.P Width 2m Mall Road C/M Width 1.77m B Figure 4.138: Mall Road 123 A i Nauthia Road v% V A-B # of LANES 1 CWY WIDTH 3.25m EOB to RE 0.9m cur** ]* or LANES 1 1 F P Width N/A jCWY WIDTH 3.2Sin i C/M Width N/A 1 EOB to RE 0.6m F P Width N/A j 1 C/M Width N/A Figure 4.139: Nothia Road Railway Road B-A I# of LANES 1 CWY WIDTH r5.32m EOB to RE N/A P.P Width 1.6m A C/M Width N/A \ KO A-B *.& # of LANES 1 CWY WIDTH 5.32m ifiSr [EOB to RE N/A \o F.P Width 1.7m C/M Width N/A B Figure 4.140: Railway Road Section 1 124 B-A n Railway Road • of LANES 1 .cwy WIDTH Sin BOB to RE N/A - F.P Width 1.8m A C/M Width N/A A-B • of LANES ] 1 CWY WIDTH 9m EOB to RE ^ - N/A F.P Width 1.3m C/M Width N/A ; B Figure 4.141: Railway Road Section 2 \ Saddar Road B-A • of LANES 2 CWY WIDTH 1 7.6m [o/s width 2m F.P Width 1.5m \ A i c/M Width 0.35m t _ 1 | A B \ o»4 |« of LANES 2 (CWY WIDTH 7.8m 0 L O/S width 2m V » ( F.P Width 1.5m : C/M Width 0.35m V1 B Figure 4.142: Saddar Road Section 1 125 Saddar Road B-A « of LANES I 2 CWY WIDTH 6.Sn» O/S width 3.4m P P Width 2m C/M Width 0.33m A-B » of LANES 2 CWY WIDTH 6.5m LO/S width 3.7m F.P Width 1.5m A® C/M Width 0.33m Figure 4.143: Saddar Road Section 2 \« Saddar Road B B-A # of LANES 2 | CWY WIDTH 7.9m O/S width N/A F-P Width 1.4m \ C/M Width 0.37m A-B * of LANES 2 CWY WIDTH 7.8m .O/S width N/A P.P Width 1.6m 1 C/M Width 0.37m f A ) Figure 4.144: Saddar Road Section 3 126 Umer Gul Road A-B • of LANES 1 CWY WIDTH 4.15 m EBD widlh 12m F-P Width N/A C/M Width N/A « Of LANES B CWY WIDTH 4.15m F.P width 1.5m 8/R Width 3.5m Figure 4.145: Umer Gull Road 4.5.9 Zone F Roads Inventory GT Road H5 o P ! ( A ) Ashraf Road Ow -B« B-A >0 A of LANES 1 CWY WIDTH 3.65m EOB to RE N/A F.P Width N/A A-B * of LANES 1 C/M Width N/A CWY WIDTH 3.65m iEOB to RE N/A » Rosd H®* cw®^ F.P Width N/A C/M Width L__ N/A Karlmpura ®azar Road ( B Figure 4.146: Ashraf Road 127 B-A # of LANES 1 CWY WIDTH 3m OS width N/A F P Width N/A — J C/M Width N/A Church Road 1 A LANES CWY WIDTH 3m B OS 0.9m Width N/A C/M Width N/A % Road en®-* Figure 4.147: Church Road B City Circular Road A-B B-A # of LANES J 2 " # of LANES 2 CWYWIDTH 8.7m CWY WIDTH 8.5m OS width N/A _pS width N/A F.P Width 1.5m F.P Width 1.5m C/M Width 0.32m C/M Width 0.32m C 5 (9 o A ■3 u Ganj Bazar Road Xo^ Figure 4.148: City Circular Road Section 1 128 GT Road B City Circular Road B-A A-B # Of LANES # of LANES 2 C WY WIDTH 8.4m CWY WIDTH 8.4m OS width N/A OS width N/A F-P Width 1.5m F.P Width I.Sm C/M width 0.32m C/M Width 0.32m o o A ^^•Ikhmbad Road Figure 4.149: City Circular Road Section 2 B-A » of LANES 1 UCWY WIDTH 3.9m Dubgari Road EOS to RE 2.76m F.P Width N/A C/M Width N/A Figure 4.150: Dubgari Garden Road 129 B-A # of LANES 1 Ganj Bazar Road CWY WIDTH 3.3m EOB to RE N/A D/R Width 0.53m C/M Width Yakatot market to City L - WA Circular Road © City Circular road to Yakatot market A-B # of LANES 1 CWY WIDTH 3.3m EOB to RE 1.6m D/R Width N/A C/M Width N/A Figure 4.151: Ganj Bazar Road GT Road A Gulbahar Road 5S II 0 7 tt o 1 M A-B * of LANES 1 B-A CWY WIDTH 5.18m # of LANES 1 O/S width 0.6m CWY WIDTH 5.18m F/P Width 2.21m EOB to RE N/A C/M Width N/A F/P Width N/A C/M Width j N/A Figure 4.152: Gulbahar Road 130 GT Road ( A ) Hushtnagrl Road * DC A-B 1 _ B-A # of LANES # of LANES 1 1 CWY WIDTH CWY WIDTH 5.Sm 5.5m iEOB to RE EOB to RE i 3m 2.65m xo F/P Width F/P Width N/A N/A C/M Width C/M Width N/A N/A i S ~ Karimpura Bazar Figure 4.153: Hashtnagri Road City Circular Road s Khan Mast Road 2? ® •o v- B-A A-B # of LANES 1 tfi # of LANES 1 CWY WIDTH 2.25m CWY WIDTH 2.25m EOB to RE 2.38m EOB to RE 0-4m F/P Width N/A F/P Width N/A C/M Width N/A C/M Width N/A Figure 4.154: Khan Mast Road 131 Khyber Bazar Road A-B # of LANES Q\6a 2 cbO^K to CWY WIDTH 12m O/S width 2.2m F/P Width 2.7m C/M Width 0.32m B A-B A * of LANES CWY WIDTH 8.5m O/S width 3.78 m F/P width 1.8m C/M Width ; 0.32m <4?'' o»6 Figure 4.155: Khyber Bazar Road Kohatl Road B-A # of LANES 2 CWY WIDTH 9.1m A EOB to RE N/A F/P Width 1.5m C/M Width 0.62m AB # of LANES r t 2 (CWY WIDTH 9.1m && «■ fob to RE N/A F/P Width 1.5m -? ^ C/M Width ' 0.62m \ \ Figure 4.156: Kohati Gate Road 132 Lahori Gate Road A-B # of LANES 1 ( B 1 CWY WiOTH f3.95m EOB to RE 4.67m F/P Width N/A | ZZZ"~'°°"yroad C/M Width N/A J © n 3 Si U I C0 Ki C eU,a < oKa"1j'mpurg""« I A-B * of LANES CWY WIDTH 3.95m EOB to RE 1.5m F/P Width 2.2m C/M Width N/A Figure 4.157: Lahori Gate Road i# of LANES 1 [CWYWIOTH 2.1m Lucky Dhyre Road [p/S width 1.5m B | F/P Width N/A ^ — C/M Width N/A | —J to A-B # of LANES 1 CWY WIDTH 2.1m O/S width 1.66m ( A F/P Width N/A C/M Width N/A Figure 4.158: Lucky Dhyre Road 133 * m Namak Mandi Road < w \\ V % %■ . i# of LANES 2 [CWY WIDTH 7.3m lEOB to RE 1.78m J F/P Width N/A A-B C/M Width 0.3m * of LANES 2 CWY WIDTH 6.8m EOB to RE 2m E/P Width N/A A C/M Width 1 0.3m Figure 4.159: Namak Mandi Bazar A-B # of LANES 1 CWY WIDTH 2.5m EOB to RE 1.5m O/S Width A 1.8m Ashraf Road to C/M Width Clnoma Road ** | Cinema Road to B-A Ashraf Road # of LANES 1 CWY WIDTH 2.5m lEOB to RE N/A P/P Width N/A C/M Width N/A Figure 4.160: Naz Cinema Road 134 B — b-a : i « Of LANES 1 ^CWY WIDTH 4.45m Phandu Road EOB to RE 4.2m F/P Width N/A 1 C/M Width N/A .s B-A A-B » of LANES # of LANES 1 1 iCWY WIDTH 5.65m CWY WIDTH 4.45m O/S width EOB to RE 4m 1.3m F/P Width P/P Width N/A : 1.94m C/M Width 0/R Width N/A N/A 1 _ A-B » of LANES 1 CWY WIDTH 5.65m 0/S width 1m 0/R Width 0.6m F/P Width 1.6m Figure 4.161: Phandu Road Section 1 & 2 Phandu Road A | A-B |# of LANES 1 [CWY WIDTH 4.6m 1 EOB to RE 1.7m 1 F/P Width N/A C/M Width N/A 0O "'•r at/ B B-A • of lanes [ 1 ~ CWY WIDTH 4.6m Jeob to re 4^3m F/P Width N/A C/M Width N/A Figure 4.162: Phandu Road Section 3 135 Rampura Road B-A # of LANES 1 CWfy WIDTH 3.2m O/S width 0.72m ^•hraf »_ F/P Width C'ra'>»rlSLto c"y 2.23m [ O/R width N/A ® ©ad A-B »of LANES 1 CWY WIDTH 3.2m O/S width 0.7m F/P Width 1.7m 1 D/R Width 0.3m —_u Figure 4.163: Rampura Road Sheikhabad Road A-B • of LANES 1 CWY WIDTH 4.7 m A FOB to RE N/A F/P Width 1 Am C/M Width N/A City Circular Road _ | to Gulbahar Road Figure 4.164: Sheikhabad Road 136 A o*6 Sirki Gate Road * A-B # of LANES I 1 CWY WIDTH [2.85m EBD width N/A F.P Width N/A Drain B-A Width 0.7m F o* LANES 1 ICWY WIDTH 2.85m 0c EBO width N/A F.P Width N/A Drain Width N/A AN B \\\ \\ I Figure 4.165: Sirki Gate Road A-B • of LANES 1 1 CWY WIDTH 2.85m EOB to RE N/A Ashraf Road F/F Width N/A C/M Width N/A B-A VS. • of LANES 1 CWY WIDTH 2.85m EOB to RE 2.66m F/P Width N/A C/M Width N/A Figure 4.166: Wazir Bagh Road 137 CHAPTER 5 5 CURRENT TRANSPORTATION PROBLEMS 5.1 DEMAND-CAPACITY GAPS This section presents the results of demand-capacity analysis for major links and intersections for Peshawar city. Table 5.1 elaborates the results of this analysis. The traffic flow data was analyzed using Synchro software. Synchro is a macroscopic analysis and optimization software application. Synchro supports the Highway Capacity Manual’s methodology (2000 & 2010 methods) for signalized intersections and roundabouts. Synchro also implements the Intersection Capacity Utilization method for determining intersection capacity. Since, Synchro basically developed for the USA traffic capacity analysis, therefore, mirror of the existing road geometry is required i.e. left turns become right turns and vice versa. Steps involved in traffic analysis using Synchro are following: • Conversion of traffic volumes into passenger car unit • Flip the intersections about y-axis i.e. left turns become right turns and vice versa. • Usage of Split turns and Protected turns where necessary. • Analysis results in the form of Level of Service, Volume to Capacity Ratio and Intersection Delay • In case of signalized intersections, cycle length is not greater than 120 sec. The results show that most of the intersections have ‘F’ level of service. Only few traffic directions or lanes have A or D level of service. It can be argued that most of the intersections are operating at over capacity which increases travel time and other related social and environmental costs. It is required to induce geometric improvements at all intersections along with traffic management measures e.g. installation of traffic controlling devices. 138 Table 5.1: Synchro results of demand-capacity analysis at various intersections Volume/ Timing (Sec) Name of Delay Level of Level of Service of Volume/Capacity Traffic Volume Capacity Lane Movements Phasing Intersection (Sec) Service R Y G Lanes Ratio for Lanes (PCU) Ratio Eastbound Through= 1307 Eastbound (Through+ Eastbound Roundabout/Un- Eastbound Right= 846 Right) Through=3.52 Baghe-Naran Signalized with N/ N/ Westbound Left= 848 14.2 N/A N/A Westbound (Left+ N/A N/A Westbound Left+ Roundabout yield sign at each A A Westbound Through= 1582 Through) Through=14.2 approach Northbound Left= 2304 Northbound Northbound Northbound Right= 3033 (Left+Right) Left+Right=13.2 Eastbound Through= 1002 Eastbound Eastbound (Through, Eastbound Left= 250 Through, Left + Left + Right) Eastbound Right= 200 Right=5.02 Westbound Through= 2000 Westbound Westbound (Through, Roundabout/Un- Westbound Left= 775 Through, Left + Bara Left + Right) Signalized with N/ N/ Westbound Right= 350 N/A N/A N/A N/A N/A Right=4.75 Roundabout yield sign at each A A Northbound Through= 215 Northbound North bound (Through, approach Northbound Left= 299 Through, Left + Left + Right) Northbound Right= 300 Right=3.66 Southbound Through= 196 Southbound Southbound (Through, Southbound Left= 196 Through, Left + Left + Right) Southbound Right= 276 Right=15.59 139 Volume/ Timing (Sec) Name of Delay Level of Level of Service of Volume/Capacity Traffic Volume Capacity Lane Movements Phasing Intersection (Sec) Service R Y G Lanes Ratio for Lanes (PCU) Ratio Eastbound Right= Eastbound Right= 3234 Eastbound (Right+ Eastbound Right= F 3.06 Left) Eastbound Left= 600 Eastbound Left= F Un-Signalized Northbound Northbound (Through+ with yield sign at Through+Left= CharsadaCh Northbound Through= 1631 Left) N/ N/ Northbound N/A N/A F Eastbound Left N/A 8.41 owk A A Through= F Northbound left= 1455 Southbound (Right) Northbound Left= F Southbound Right= Southbound Right= 2136 0.73 Southbound Right= A 140 Volume/ Timing (Sec) Name of Delay Level of Level of Service of Volume/Capacity Traffic Volume Capacity Lane Movements Phasing Intersection (Sec) Service R Y G Lanes Ratio for Lanes (PCU) Ratio Eastbound Right Turn= 3349 Eastbound (Right Turn) Eastbound Right Eastbound Right Turn= A Turn= 0.59 Westbound Through= 3439 Westbound (Through) Westbound Northbound Left= 2878 Northbound (Left) Un-Signalized Through= A Westbound with yield sign at Through= 1.1 (Free Hayatabad Northbound Left= 2666 Northbound (Left) South N/ N/ Northbound Left= F Flow) Mor Near 0.98 3.9 A N/A Northbound A A Marco Polo (Left+Right) Northbound Left= F Northbound Left= 23.93 Northbound Left= 2.78 141 Volume/ Timing (Sec) Name of Delay Level of Level of Service of Volume/Capacity Traffic Volume Capacity Lane Movements Phasing Intersection (Sec) Service R Y G Lanes Ratio for Lanes (PCU) Ratio Eastbound Through= 905 Eastbound (Through+ Eastbound Eastbound Right) Through= A Through= 0.30 Eastbound Right= 747 Westbound (Left+ Eastbound Right= A Eastbound Right= Westbound Left turn= 1543 Through) 0.25 Un-Signalized Westbound Left Westbound Through= 625 Northbound (Left+ with yield sign at turn= F Westbound Left Hayatabad Right) South N/ N/ turn= 2.38 Mor Near N/A N/A F N/A Northbound Left= 1762 Northbound A A Westbound Torkhum (Left) Through= A Westbound Northbound Right= 591 Through= 0.19 Northbound Left= F Northbound Left= Northbound Right= N/A F Northbound Right= 1.26 142 Volume/ Timing (Sec) Name of Delay Level of Level of Service of Volume/Capacity Traffic Volume Capacity Lane Movements Phasing Intersection (Sec) Service R Y G Lanes Ratio for Lanes (PCU) Ratio Eastbound Through= 1000 Eastbound Eastbound Left= 2632 Through, Left + Eastbound (Through, Right=47.51 Eastbound Right= 2453 Left + Right) Westbound Westbound Through= 284 Westbound (Through, Through, Left + Left + Right) Right=304.38 Westbound Left= 352 North bound (Through, Un-Signalized Northbound JameelChow Westbound Right= 300 N/ N/ 304.38 N/A N/A Left + Right) with yield sign at N/A Through, Left + k A A N/A each approach Right=125.53 Northbound Through= 1953 Southbound (Through, Left + Right) Southbound Northbound Left= 1561 Through, Left + Right=21.50 Northbound Right= 605 Southbound Through= 1911 Southbound Left= 266 Southbound Right= 1610 143 Volume/ Timing (Sec) Name of Delay Level of Level of Service of Volume/Capacity Traffic Volume Capacity Lane Movements Phasing Intersection (Sec) Service R Y G Lanes Ratio for Lanes (PCU) Ratio Eastbound Through=4236 Eastbound (Through+ Eastbound Right) Through+ Eastbound Right=2914 Right=54.06 Westbound (Left+ Un-Signalized SafwatGhay Westbound Left= 2249 Through) with yield sign at N/ N/ Westbound Left+ 79.64 N/A N/A N/A urChowk each approach A A Through=14.42 Westbound Through = 5575 Northbound (Left+ Right) Northbound Left+ Northbound Left=694 Right=79.64 N/A Northbound Right=1104 Eastbound Through= 2518 Phase 1 Eastbound Left= 1422 Eastbound (Through+ 53 3 64 Eastbound Eastbound Southbound Left Westbound Through=2038 Left) Through= F Through= 1.48 Phase 2 Westbound Right=1791 WarsakCho Eastbound 59 3 58 SouthboundLeft=2914 6.95 551 F Westbound (Through) Eastbound Left= F Eastbound Left= wk Through Southbound Right=1413 Southbound 6.95 Phase 2 (Left+ Right) 10 Westbound Eastbound Left 14 3 3 Through=F Westbound (Protected Turn) 144 Volume/ Timing (Sec) Name of Delay Level of Level of Service of Volume/Capacity Traffic Volume Capacity Lane Movements Phasing Intersection (Sec) Service R Y G Lanes Ratio for Lanes (PCU) Ratio Through=1.84 Westbound Right=F Westbound Phase 2 Southbound Right=1.21 Westbound 41 3 76 Left=F Through Southbound Southbound Left=1.96 Right=D Southbound Right=1.08 145 Volume/ Timing (Sec) Name of Delay Level of Level of Service of Volume/Capacity Traffic Volume Capacity Lane Movements Phasing Intersection (Sec) Service R Y G Lanes Ratio for Lanes (PCU) Ratio Eastbound Left =1158, Eastbound Eastbound Eastbound Through= 321 (Left+Through Left+Through Eastbound Right=701, Right) Right=12.7 Westbound Through=229, Westbound Left=479 Westbound Westbound Westbound Right=1250 (Left+Through Roundabout/Un- Left+Through KohatChowk Northbound Through=998 Right) Signalized with N/ N/ Right=19.42 (Without 19.42 N/A N/A N/A N/A Northbound Left=619 yield sign at each A A Bridge) Northbound Right=350 Northbound approach Northbound Southbound Through=1115 (Left+Through Left+Through Southbound Left=630 Right), Right=10.27 Southbound Right=905 Southbound Southbound (Left+Through+Right) Left+Through+Righ t=6.68 146 For insufficient intersections, PTVVISSIM was used due to complexity of the existing infrastructure. VISSIM allows you to simulate traffic patterns exactly and lay out the schematics in any possible manner especially in case of separate grade intersections. GT Road Bridge, Surai Pull and Aman Chowk were modeled in VISSIM in order to calculate the network performance delay. Steps involved in simulation of these intersections were following: i. Lay out the existing links and connectors in VISSIM ii. Define vehicle routes and input traffic volume iii. Calculate the overall network performance average delay through simulation (600 seconds) of existing traffic. VISSIM results for three intersections are given in table 5.2: Table 5.2: VISSIM results of Demand Capacity at three intersections Delay Average of Network Performance Intersection (seconds) GT Road Bridge 17.30 seconds Surai Pull 6.95 seconds Aman Chowk 60.31 seconds 5.2 INSUFFICIENT ROAD NETWORK From analysis of the results and observations of traffic flow during field survey, it was depicted that the existing road infrastructure is not sufficient to meet the required travel demand. Up-gradation and widening of selected portion of the existing roads, construction of interchanges, underpasses and flyovers as well as completion of existing ring-road and provision of a new outer Ring Road are essential projects that need to be considered in future development scenario. Some geometric improvements in existing infrastructure can also be beneficial in this regard. 5.3 CURRENT PUBLIC TRANSPORT SITUATION The current public transport system is extremely fragmented, insufficient, under developed, and mismanaged. The public transport in Peshawar is outdated, the vehicles are old and in dilapidated condition, generally the vehicles are overloaded beyond their seating and loading capacity. The public transport system is totally depends on the multitude of 147 Para-transit modes. These modes have been operating without any proper route and schedule. As per existing law vehicles more than 10 years old should not be used for public transport, while most of the public transport vehicles flying on the roads are much older than that and a major sources of air and noise pollution in the city making Peshawar among the most polluted cities across the globe. It was also observed that there is no proper passenger information system at bus terminals, specifically at General bus stand. The public transport system of Peshawar city does not provide facilities to the people with disabilities. In the absence of segregated lanes for Public transport buses, usually these buses get stuck into heavy traffic which causes intensive delays and discourages people to use public transport. Currently the provincial government is making huge investments in the Peshawar BRT to bring extensive improvement in the public transport system and the BRT will greatly enhance mobility and will meet increased travel demand. The BRT buses will also run on off- BRT routes and will provide safe, efficient, cheap and reliable option to the people of the city. 5.4 TRAFFIC MANAGEMENT ISSUES The improper working of signalized intersections and un-signalization of intersection results unmannered traffic flow. Installation and proper working of traffic controlling devices is essential for smoothing flow of traffic. The presence of vehicle encroachment alongside roads, illegal parking and improper U-turning traffic cause disruption to the traffic flow. Such hurdles results traffic delays and increases social costs. Most of the existing parking spaces are illegal. It was observed that there are no proper parking facilities along the bus terminals like Daewoo bus terminal, Peshawar bus terminal etc. Currently there is not a single properly designed parking plaza. Proper parking facilities do not exist specifically in commercial areas to accommodate required parking demand. There is need of parking plazas along roadside especially in commercial areas. Parking lots at chowk Yadgar basement and Lady reading hospital and main sadder road were recently closed. On Hospital Road there is legal parking stand from Younis chowk to Mall Road but there is not much security for the parked vehicles and parking facilities are not good. Also on Ashraf Road there in legal underground parking stand. 148 The Police Department should be responsible for preparing crash report for each accident which addresses driver, vehicular, environmental and geometric details so that information about road crashes can be investigated Also, possible countermeasures, to mitigate both frequency and severity of crashes, can be suggested. Eventually, positive interventions can be suggested in existing road geometric characteristics. Proper traffic management policies need to design and implement at proper time in order to mitigate traffic congestion. Below is the list of key traffic management issues in the city needs urgent attention: • Absence of dedicated U-Turns • Illegal parking of public transport and private vehicles • Improper working of signalized intersections • Non-signalized intersection • Management of pedestrian traffic near commercial areas • Absence of proper traffic signage • Lack of Enforcement • Lack of drivers education and training 5.5 URBAN LAND USE ISSUES The uncontrolled conversion of land use and excessive commercialization along all major roads and streets causes severe traffic problems and safety issue. Along all major and minor roads people are building commercial plazas and shops without any development control mechanism. Commercial and business activities along the roads and streets results increase in travel demand, require more space for road side parking, and encourage encroachments along roads, streets and other busy areas. In addition, development of new housing colonies and societies generate more travel demand on the road network located in the urban areas. Proper land use planning and its integration with transportation planning policies are mandatory in order to overcome the traffic problem of traffic congestion. A separate institution for land use, development control monitoring and implementation should be established in major urban centers of KP. 149 5.6 INSUFFICIENT FACILITIES FOR NON-MOTORIZED TRAFFIC There is lack of pedestrian and bicyclist facilities infrastructure. There is no proper provision of footpaths, walkways and crossing facilities. Pedestrian accessibility and mobility is very restricted. There are some underground passages for pedestrians along GT Road. It is required to consider the provision of facilities for non-motorized traffic at the planning stage as these modes assure the sustainability of the city. 5.7 INSUFFICIENT INSTITUTIONAL SET-UP The existing institutional set-up is insufficient for the planning and implementation of transportation policies. Local capacity building is essential in this regard. Table 5.3 shows the details regarding different institutions and their responsibilities. Table 5.3: Existing institutions and their Responsibilities Institution Responsibilities o Planning city’s infrastructure. o Preparing city’s master plans. o Keeping in view city’s urban development. o Developing transport plans and policies. o Ensuring that city does not expand Peshawar Development Authority irregularly beyond urban boundaries. o Developing traffic management plans and policies and ensuring their implementation. o Ensuring the development of effective transportation infrastructure and public transport. o Implementation of government policies for providing comfortable and convenient transport. o Preparation and implementation of transport plans and policies. Regional Transport Authority o Improving the public transport standards by introducing subsides, environment friendly transport. o Fixing reasonable fares. o Vehicle inspection and certification. o Development of effective plans for city. o Governing city’s’ urban expansion. Urban Policy Unit o Improving urban transport. o Suggesting effective transport strategies and policies. 150 o Urban research and policy management. o Managing resources effectively. o Providing sustainable urban development. o Developing effective transport policies and strategies. o Regulating the traffic flow smoothly. o Implementation of traffic rules and regulations. o Training and education of drivers. o Issuance of driving license after proper Traffic Police testing of drivers. o Dealing effectively with road accident conditions. o Building awareness among road users. o Providing effective public transport. o Developing efficient public transport policies. o Ensuring sustainable public transport. Peshawar Transport Company o Plan & facilitate a high quality, safe, efficient, environment friendly & affordable Urban Transport. o Providing public transport according to the demand. o Construction of new roads according to the increasing traffic demand. o Maintenance, rehabilitation and repair of the existing roads. o Road development funding. Communication and Works Department o Tolling of transport facilities. o Planning and designing roads and connected a works for the department financed from Provincial and /or Federal Funds. o Road research and material testing. 151 CHAPTER 6 6 TRAFFIC AND TRANSPORTATION IMPROVEMENT STRATEGIES 6.1 OVERALL TRANSPORT POLICY 6.1.1 Proper Planning of Transportation Infrastructure Development Owing to the increase in urban sprawl and travel demand due to increased population, there is need of a development of multi-modal transportation system. The concerned government departments may focus to maintain balance between transportation demand and supply. The master plan and maps of transportation infrastructure may be developed and updated regularly in order to assess the current and future situation of transportation infrastructure. For this purpose, the development of a proper institutional setup and data repository of existing infrastructure is required. The transportation master plans will help to propose effective traffic management measures. The traffic accident record data may be checked and updated regularly to identify the critical sections of the roads and their counter measures. It is required to consider Transportation Demand Management (TDM) and Transportation System Management (TSM) strategies development. Continuous improvement in transport infrastructure is essentially required in order to mitigate the traffic congestion and its related problems. The integration between these three approaches (i.e. TDM, TSM, and Supply Chain Management) will ensure economically viable, socially acceptable and environmental friendly solutions of traffic issues. Accidental data needs to be collected and compiled properly. Crash Report for each accident may be furnished. The availability of such data will help in development of crash prediction models. That will help the planners to identify and mitigate the major influencing factors; including geometric improvements in the existing road network in Peshawar. 6.1.2 Encourage Public Transport Usage through Proper Planning It is required to increase the public transport facilities in the city. This can be done by improving the standards of existing public transport facilities such as vehicle conditions, bus terminal and stops, and passenger information and communication 152 system. Proper scheduling is also required of bus service and Para-transit modes. To enhance Proper urban public transport planning is required that may identify the required routes both for buses and Para-transit services considering the travel demand in city. In addition, along with proper investment in this sector and improvement in its standards, public-Private-Partnerships can play an effective role. Considering the social and religious constraints, it is suggested to provide a separation in the vehicles in order to accommodate female passengers. In long term perspective, there is need of exclusive lanes for bus service on routes having high travel demand for transit as buses get stuck in heavy traffic which results excessive travel delays and this condition is discouraging public transport users. 6.1.3 Proper Enforcement of Traffic Rules There must be proper enforcement of traffic rules and regulations in order to enhance efficiency of road infrastructure. Heavy fines should be imposed on illegal parking (e.g. on-street parking). Regularization of public transport service is mandatory in terms of route permits, scheduling, and fare structure. Enforcement is required from the concerned institution or authorities. It is required to control illegal operation of public transport vehicles and vehicles overloading. Proper safety standards need to be imposed with the help of enforcement agencies. Rules may also be imposed for restriction of heavy traffic on certain roads so that roads may not get damaged due to overloading. Heavy fines may be imposed on violators of traffic rules and driving licensee cab be suspended for certain period. Authority must be given to Traffic police in order to stop illegal driving. Lenient behavior of Police wardens must be discouraged by the authority so the traffic violations and illegal driving may be avoided. Furthermore, Installation of high resolution cameras at major intersections in high demand cities like Peshawar can help in controlling the signal violations and valuable life losses. 6.1.4 Proper Funding and Utilization of Resources The local available resources must be managed properly and effectively. The transport policies must be developed keeping in view the available resources. The implementation and enforcement of these policies must also be ensured. Proper funding should be provided specially in the sector of public transport service so that its condition can be improved and people get encouraged to use public transport. 153 It is responsibility of the Government to provide proper funding to the concerned authorities and organizations for the provision of public transport system, so that they may be able to solve the current traffic and transportation issues. Sufficient funds must be available at the planning, implementation and operation stages. Traffic and transportation planning is a complex subject and requires specialized technical professionals currently unavailable in any government setup. Therefore funds at the planning stage are required for hiring experts for data collection, analysis of collected data and development of proper transportation plans and policies. At implementation stage, funds are required for the designing and construction of developed projects. Similarly, sufficient funds must be available in order to operate the constructed facilities in an effective and sustainable manner. 6.1.5 Encourage Private-Public Partnership For solving the traffic and transportation issues on sustainable basis it is of vital importance to encourage private sector organizations to invest in order to improve the transportation system. In developing countries, the public sector agencies have limited resources; therefore, their partnership with private sector can be an effective approach towards the solution of problems. The active participation of private sector will result in the better development of transportation infrastructure. 6.1.6 Better Coordination between Organizations Many traffic agencies and authorities collect various traffic related data. Traffic planning is done effectively upon the basis of this collected data. Coordination between different organizations is very important to develop effective traffic management plans. It will help in data sharing that can be used effectively to develop the policies as well as overlapping of similar works can be avoided. For example, proper integration between land use planning and transportation infrastructure planning is required, and if the organizations are working separately on these elements it will not result an effective policy making. Proper coordination between them is necessary for the better design of urban policies. 154 6.1.7 Consideration of Public Participation in Policy Making Road users know the best about the transportation system. Therefore, the road users must be encouraged to participate in transport policies development programs. This can be done with the help of designed questionnaire on regular basis. The purpose of the questionnaire should be to ask the road users regarding transportation problems and their appropriate solutions from their perspectives. In addition, the designed transportation policies must be consistent with the problems of local community of public. 6.1.8 Land Use Integration with Transportation Infrastructure Planning The long term transport plans and policies should be developed keeping in view the existing and future land use pattern of the city. Like if there is need of proposing a flyover at certain place and the area around it is all residential then it will become very difficult to develop a flyover there. The land use maps may be updated regularly so that better decisions can be made on their basis. There may be better integration of land use with transport policies as trip generation and attraction of particular area which will depend on it land use. 6.1.9 Cost Recovery Proper mechanism must exist at local level for recovery of invested money in order to assure the sustainability of development. The road users should contribute towards recovering the cost which government and other organizations are spending on them. Both the road users and public transport providers should contribute in recovering the cost by paying taxes, tolls and parking fares etc. This will result in recovering the cost and strengthening the financial resources which result in better decision and long term transport policies making. 6.1.10 Environmental Friendly Transport System Energy efficient and environment friendly modes of transport like bus rapid transit should be encouraged. Due to increase in vehicular traffic, the environment is getting badly affected. In addition to public transport, it is required to promote the usage of non-motorized modes in the community. The developed policies must favor the use of transit and non-motorized modes. Vehicle Inspection and certification system 155 should be adopted and the vehicles should be regularly inspected for fitness and awarded a Fitness Certificate upon satisfaction that the vehicle is safe to ply on public roads in the city and its noise and emission levels are within environmentally friendly limits. 6.1.11 Development of Urban Traffic Management Institutions In almost all urban centers of Pakistan including Peshawar, traffic police or wardens are responsible for traffic management but the traffic police have no proper education and training in traffic and transportation planning. As a result instead of managing traffic, they are further creating traffic issues. Therefore, proper traffic management institutions or centers must be established and sufficient funding should be provided to them so that they can effectively monitor the existing traffic conditions and problems and implement better solutions on the basis there technical expertise. Setting up of such institutes or centers will ensure the preparation, implementation and up-dation of solution oriented traffic management plans based on field research and national and international best practices. 6.1.12 Provision of Infrastructure for Non-Motorized Transport The provision of infrastructure only to motorized mode of transport will not solve the issue, there is alike need to include the provision of facilities for non-motorized travel demand e.g. sidewalks, pedestrian bridges, under passages and bicycle lanes, etc. However, these facilities are always susceptible to encroachments; therefore, strict enforcement should be made in order to discourage parking of vehicles and use of these areas for commercial activities. Specially the school going children are suffering badly as they have to cross busy roads during peak hours. Pedestrian bridges may be developed especially in commercial areas and in areas where there are schools. Commercial areas and community places should be pedestrianized. Appropriate pedestrian phase in signal or installation of push buttons in pedestrian demand areas can be helpful to enhance pedestrians’ safety while assisting older, female and people travelling for medical treatment. It is also important to educate general public on the use of traffic related signs, signals, and other markings etc. 156 6.1.13 Development of Public Awareness and Education Programs Along with the provision of hard core infrastructure facilities, there is also a compelling need to incorporate soft component in our transportation policies. The public must be made aware about transportation issues, demands and the best use of available facilities. Public education is very necessary, so that people become aware about their traffic problems, and starts to initiate transport planning and policy making process. Public awareness campaigns on road safety should be conducted regularly, so that the road users become aware about basic road safety rules. Moreover, drivers training institutions need to be set up is required for the education of drivers before they come at road for driving. Driver’s education regarding traffic rules and regulation is vital, if we want to solve traffic congestions problems in an effective manner because unmannered driving results traffic jams on road network. Moreover driver’s license should be checked and fines may be imposed along with disabling driver’s vehicle operation if he has got no driving license. Before issuing no licenses, proper training of drivers should be arranged. 6.1.14 Proper Implementation of plans and Policies To address transport and traffic issues, generally government develop various types of short and long term transportation plans and policies, however, due to proper institutional setups and lack of financial resources, these plans and policies are seldom implemented and the issues are further aggravated. Whether the policies are short term or long term their implementation is most important. Proper institutional setup with sufficient capacity may be established for the implementation of traffic management plans and policies. The concerned authorities or organization may keep their collaboration with other relevant stakeholders, which will help in implementation of the plans meeting the desired objectives. 6.1.15 Mobility for All The mobility of disabled and aged people is a matter of concern in the developing cities. At the planning stage it is required to provide the facilities for such groups of the society. Facilities for these groups can include provision of specific space in public transport vehicles, special parking place in parking lots, etc. 157 6.1.16 Policies to Change Modal Share It is suggested to deploy transportation demand management (TDM) and transportation system management (TSM) strategies along with supply side measures for the change of modal share (i.e. to reduce the use of private vehicle and increase the use of alternative travel modes). These TDM or TSM policies may include improvement of public transport system, provision of high occupancy vehicle lanes (HOV), park-n-ride facilities, parking management, land use management, incentives for the use of public transport and disincentives on use of private vehicle such as tolls, etc. the imposition of these measures can be helpful in changing the travel behavior of the people for the change of modal share. To promote public transport among public integration between different modes is very important. 6.2 UP GRADATION OF THE ROAD NETWORK 6.2.1 Current Scenario Besides other planning alternatives, the demand capacity analysis of the road network of Peshawar city suggests that there exist a huge gap between the demand and supply. The existing transportation infrastructure is not sufficient, even to meet the existing demand, and the rapidly increasing traffic on roads will further worsen the situation. During peak hours, roads become flooded with vehicles resulting in traffic jams and worst level of service. There is immediate need to improve the existing road network and transportation system of the city to keep pace with the increasing traffic demands. 6.2.2 Long Term Strategic Vision There is need of a long term and broader strategic vision. By keeping in view the present rapidly increasing traffic demand, better decisions may be made for future by projecting the future traffic growth based upon the current traffic demand. The capacity of the roads may be enhanced for future so that the roads will safely accommodate the increased traffic volumes. 158 6.2.3 Improvement of Road There is strong need to improve level of service of roads. This can be done by increasing the capacity of roads. In case of some roads like Dalazak road, Pajagi Road, Shami road, Phandu road, the available right-of-way can be utilized effectively to increase the road carriageway width to accommodate increased traffic volumes. Similarly, all the small links between major arteries i.e. Ring road and N-5 should be improved and widened and public transportation in form of Para-transit should be introduced. There are 5 no. of Canal Roads in Peshawar City. Improvement and widening of these roads is suggested similar to Canal Road Lahore which will immensely improve the intra city traffic as the load of traffic will be distributed. 6.2.4 Construction of Interchanges, Flyovers and Underpasses There exists no single solution for the current traffic issues of Peshawar. For easing the traffic condition on major arterial roads and streets a number of improvements are required. To solve the issue of conflicting traffic movement at the intersection of GT Road and Ring Road, the issue can be solved through the construction of an interchange, similarly the construction of interchange at the intersection of Kohat Road and Ring Road. On some other important and busy road junctions like warsak chowk, there is need to construct flyovers owing to the poor level of service due to high vehicular traffic volume. The construction of flyovers and underpasses will provide an alternative route to the traffic and hence the travel delays can be minimized and the level of service can be improved. 6.2.5 Completion of Ring Road The North Eastern of Peshawar Ring Road is not yet completed. It may be completed to keep traffic moving smoothly without any adverse interruptions and travel delays. Ring Road is one of the major and busy roads in Peshawar, which circulates the city’s heavy traffic and facilitates the Afghan-bound traffic. This Ring Road also diverts traffic from important roads like Charsadda Road, Bara Road, Jamrud-Warsak Road and Dalazak Road. Therefore, there is need to complete this Ring Road by constructing its North Eastern portion. 159 6.2.6 Pajagi Road Link Pajagi Road is one of the busy roads in Peshawar. It connects with Charsadda Road and Shami Road at Bacha Khan Chowk. Pajagi Road provides a link towards Peshawar city from River Kabul. The main Link of Pajagi Road is not yet completed. There is need to complete this link so that traffic from outside the city can enter into Peshawar city conveniently. 6.2.7 Bypass for Fright Transport There is a lot of inbound and outbound freight traffic from Afghanistan on Ring road which needs to be moved outwards. 6.2.8 Geometric Improvements at Road Junctions To deal with the increasing traffic demands, there is need to improve geometry improvements at road junctions. These Improvements are following: At some Road Junctions in Peshawar city like Bagh-e-Naran, and Jameel chowk, there is need either to remove the roundabouts (provide flyover or underpass) or reduce their inner radius and provide more lanes in order to accommodate heavy traffic volumes. There is need of proper channelization at major road junctions where there are heavy traffic volumes. 6.2.9 Traffic Calming devices At busy traffic locations like Bagh-e-Naran, there is need to provide traffic calming devices like speed humps, bumps, cushions to slow down the fast moving vehicles so that accidents might be prevented. In most of the roads of Peshawar, cat-eyes are installed to reduce speed of traffic. The safety measure usually turns into anti safety measure as proceeding and following vehicles do not have the same reaction which results in rear end collisions. The cat eyes are need to be replaced with other traffic calming devices including rumble strips, speed tables and speed humps. 160 6.2.10 Dedicated U-Turns Dedicated U-Turns is a simple solution to reduce the impacts of turning traffic on the flow of through traffic. It is recommended to provide dedicated U-Turns on all major links in the city subject to the availability of space for such dedicated U-turns. 6.2.11 Proper Road Network Expansion The road network of Peshawar is developing irregularly without any specific planning. There is need to keep a check that city’s road network may develop in accordance with the defined boundaries. 6.2.12 Improper Drainage Network Like any other un-planned city of Pakistan, Peshawar is also facing the issue of road drainage. The drainage system of the city has been built with any prior planning and the entire drainage system is un-mapped. During rainy season, the roads become flooded with water; hence the road users have to face the delays and adverse travelling conditions. Moreover, as the drainage network is unplanned and un-mapped, the municipal authorities unable to properly respond to the situation and the roads are severely damaged due to presence of water on roads for longer durations. There is need to map both the road and drainage network and improve road drainage system by removing encroachments from the drains and introduce efficient drainage designs and proper cleaning and maintenance of the drainage system. 6.2.13 Removal of Roadside Encroachments There is need to eradicate all encroachments such as due to illegal parking and commercial activities so that the road carriageway width can be increased and traffic can continue to flow smoothly without traffic jams and delays. 6.2.14 Pavement Conditions Evaluation The pavement conditions of road network may be regularly reviewed in terms of various pavement distresses such as cracking and rutting. The regular maintenance of roads is required so that traffic can operate efficiently. The government may provide sufficient funds for the maintenance purpose. 161 6.3 URBAN DEVELOPMENT SCENARIO 6.3.1 Need of Proper Urban Development Plans Peshawar city is on its way to rapid urban growth. The population is increasing very rapidly and city is expanding very vastly. The unplanned urban sprawl and the irregular land use development beyond the proposed boundaries is generating a lot of traffic and putting extra loads on major roads located in the city. Proper land use planning and its integration with urban transportation planning is required to meet the current and future needs of the society, This will provide information about the projects which have been completed in past as well as the projects which will be needed in the future. 6.3.2 Utilization of Transit-Oriented Development (TOD) Approach The urban expansion has increased the commercial activities so much as the roads have become surrounded with shops and the shop encroachments have come up to the level to road carriageways, thus limiting the road width which is actually for the movement of vehicular traffic. In addition, owing to the increased commercial activities and parking problems in the commercial areas located around sadder Road, Khyber Bazar, Qissa Khawani Bazar, Pipal Mandi, due to unavailability of parking spaces, there is need to develop mass transit system which will be able to cope with the increasing transportation demand in commercial areas. In this context, mechanism of transit- oriented (TOD) development will be useful to reduce the dependency on private vehicles and promote the use of transit facilities. With such kind of development it is necessary to provide facilities for non-motorized traffic in commercial areas as well as alongside of mass transit route. 6.3.3 Insufficient Parking Facilities on Roads In most parts of Peshawar City proper parking facilities are not available. People are forced to park their vehicles on roads; especially in the busy commercial areas people parked their vehicles in front of shops, severely affecting vehicular flow on roads. There is a need to provide proper parking facilities in the busy commercial areas through construction of parking plazas or creating open parking spaces in front of shops. 162 Currently parking of vehicles is partially managed by traffic Police warden. A separate entity for management of parking is required. The proposed authority will be responsible for construction of parking plazas, efficient utilization of open spaces on streets and roads and in the busy shopping areas and organizing parking facilities for special events. 6.3.4 Development Control Control over the conversion of land uses and development of land in accordance with the proposed plans and policies is required for the solution of traffic issues in the city. The urban land development plans must be consistent with transportation infrastructure development. It is suggested to provide all municipal facilities in the existing urban core to fulfill their needs. The open spaces in existing built up areas may be utilized for provision of parking facilities and provision of other ancillary services. These measures will help in reducing the unnecessary travel demand. The enforcement of building bye-laws is also required to construct buildings as per standards with sufficient parking facilities. There is need to ensure that basement in the building should be used only for parking of vehicles, use of such spaces for other purposes shall not be allowed. 6.3.5 Pedestrian Friendly Urban Development The future urban development must make sure the availability of sufficient space for the facilities of pedestrian. The mix land use shall be the priority so that people can access the facilities and activity centers within walking distance. 6.3.6 Vehicle restriction in commercial areas Due to the increase in urban growth, vehicles are flooding the roads and there is not much space available for constructing parking plazas, therefore in the areas, where there is commercial activity like shops, an open space may be provided at some distance from commercial area for people to park their vehicles and people must walk on foot for shopping to that area so that parking problems don’t result in traffic jams and congestion. 163 6.3.7 Management of Private Cars on the City Roads As the urban development increases there is increase in car ownership and as a result there is ever increasing private vehicle ownership and hence the roads become flooded with vehicles beyond the available road space and capacity. Therefore it is not needed to reduce private car ownerships as private cars are being provided on lease basis on easy installments. Public transport may be encouraged accordingly to cope with the ever increasing road user demands. 6.3.8 Decentralization of Facilities The location of all important buildings at one central place create huge travel demand and exert great pressure on the transportation system of the city, therefore to avoid this tendency, the concept of decentralization can be utilized effectively. Decentralization involves shifting major activities from city’s most congested places to the sub-urban areas or satellite towns. In this way the traffic load of the city’s road network city’s can be shifted to the new development or activity centers. The concept of decentralization helps to control the excessive movement of people from all parts of the city towards the city centre and ultimately the city centre will be free from traffic congestion. 6.4 PUBLIC TRANSPORT DEVELOPMENT 6.4.1 Current Scenario - Conventional Bus Service Currently in Peshawar city not much attention is given to Public transport. Owing to city’s rapid urban growth, it is essential that preference may be given to public transport as the traffic demands are increasing rapidly. The roads are flooded with all kind of traffic and the existing road network is unable to accommodate such large number of road users. In order to mitigate the issue, there is need to provide public transport facilities, so that the road users feel comfortable and use public transport more often rather than their own private vehicles. The dilapidated condition of existing passenger transport vehicles make them unsuitable for using them in a decent public transport system. During field visits, it was observed that most of the public transport buses, especially serving the Bara area of Peshawar city are usually more than 40 years old, over loaded with passengers beyond 164 their seating capacity. There is need not only to increase the number of buses but also that these buses should meet the minimum safety standards and to restrict them not to load passengers beyond their seating capacity, so that people will feel comfortable while travelling on public transport buses. User’s information systems may be implemented to convey the timely information to the users regarding public transport routes and schedule. The public transport system must cater for the needs of the physically challenged persons, so that they may feel comfortable while using the public transport system. Moreover, the fares must be affordable for all income groups and people with disabilities provided some extra incentives. The public transport bus terminal facilities must be improved in terms of capacity and provision of parking facilities at bus terminals and stations. The provision of parking facilities both at terminals and stations will help to provide park-n-ride alternative to the users in long term scenario. For improvement of the public transport some key improvements are listed below: Driver’s Education To maintain the standards of public transport up to the mark it is essential that the drivers of public transport services must be well educated and trained. They must have basic understanding of traffic rules and regulations as well as basic road safety awareness. The public transport bus service operators must give training to their drivers and conduct regular seminars. The public transport operators must keep a check on driver’s age, ability to drive, eye sight etc. Safety and Security Proper safety and security measures may be provided at bus terminal stations and also in public transport vehicles. The use of CCTV cameras may be made at bus terminal stations. Better lighting conditions may be provided during night time. Proper enforcement may be made to control the low quality gas cylinders in public transport vehicles. 165 Management of Public Transport System There is need to properly manage the public transport system operationally, economically, and administratively. There may be proper coordination between different bus service operators and they may know the user’s level of satisfaction so that they can improve their service quality accordingly. Integrated Bus and Para-transit Service The use of franchised bus service may be enhanced especially along major corridors. There is need to restrict all Para-transit vehicles operations on feeder routes to the main bus service. Emphasis may be laid on high-capacity buses instead of smaller buses. Better Fare Collection System The fare collection system may be improved to facilitate the public transport users. This can be done by introducing E-ticketing or by taking ticket fares at bus terminals or at the time of entry. Set minimum service standards The public transport authorities may set some minimum safety and operational standards and all the operators of public bus services may follow these minimum standards and the operators having lower standards may not be allowed to operate. 6.4.2 Future Scenario – Mass Transit system There is strong need to introduce Mass Transit System such as BRT or LRT especially along GT Road so that an efficient, convenient and comfortable public transport service can be provided to the road users. This will help to reduce traffic congestion and delays on roads. The development of BRT service should be target of local government in next few years on major corridors of the city. This system will encourage the road users to use bus service which will accommodate large number of road users. This system will also be environment friendly as large amount of smoke and other harmful emissions is emitted by heavy traffic. This mass transit system especially BRT is considered as cost-effective solution to urban transport problems in developing countries. BRT will provide city with a practical and reasonable solution to ensure that their transit systems keep pace with urban growth. As compared with regular bus, BRT is 166 much faster, because it has segregated bus lanes, and passengers pay at the station, rather than in the bus. The BRT station floor is at the same level as the bus floors so it is easily accessible to individuals with restricted mobility. With the development of mass transit corridors, the conventional bus service and Para-transit routes may service as feeder routes to the BRT. Provision of feeder routes along with mass Transit System is necessary; otherwise the benefit of Mass Transit System will be minimal. Feeder routes may be introduced based on Traffic assignment using modeling techniques such as Four Stage model. Feeder routes if properly introduced will reduce travel time and the usage of private vehicles to access BRT. 6.4.3 Development and Operation through Public-Private Participation In Peshawar city most of the public transport bus services are provided by private bus service owners. These private bus service providers have limited resources and the condition of their buses is not good and they also often do over loading of the passengers. There is need to encourage private sector to invest in public transport so that the resources can be increased and better public transport can be provided to road users at reasonable fares. 6.4.4 Provincial Transport Studies There is need of setting up urban centers which will conduct regular research on the existing public transport conditions and will evaluate the current public transport facilities. These centers will analyze the results and suggest the current level of road user’s satisfaction regarding public transport so that improvement plans can be developed to facilitate the users. 167 6.4.5 Financially Stable Public Transport The public transport system must be financially stable. The cost on bus operation and maintenance must be recovered from the bus ticket fare. In case of Bus Rapid transit system, project construction cost and maintenance cost must be stable. Moreover the bus fares should be reasonable so that average person can afford to use public transport. 6.5 TRAFFIC MANAGEMENT PLANS For effective management of traffic situation in Peshawar city, multiple improvements including the provision new infrastructure, the extension and up gradation of existing infrastructure and other structural changes are required. A summary of interventions that will improve traffic condition in Peshawar are listed below: 6.5.1 Proper Signalization of Intersections At present the working of signalized intersections is not proper and efficient. The road junctions like Aman chowk, Bagh-e-Naran, Bara Roundabout, Jameel chowk, Safwat Ghayur should be signalized. At Safwat Ghayur Chowk there is manual traffic control and the corresponding traffic volumes are very high especially during the peak hours so that there is need of traffic signal installation. The proper traffic signal installation will help in regulating traffic flow. At Surai Pull there is also manual control which is ineffective for regulating such large vehicular volumes efficiently. At this location, traffic controlling devices are required. 6.5.2 Managing Roadside Encroachments Due to the rapid urban expansion of the city, the commercial activities have flourished rapidly. The encroachments of the commercial shops and the roadside hawkers occupy the road space which was meant to be only for the traffic movement. Due to these encroachments on road, the condition is getting worse and traffic delays are becoming common. On Dalazak road some of the carriageway is illegally occupied by temporary hawkers. On Malik Saad Shaheed Road near Bacha Khan Chowk there is also encroachment like temporary hawkers and temporary fruit shops. There is need to 168 eradicate these illegal encroachments so that they may not adversely affect the traffic flow on roads. 6.5.3 Parking Management There is strong need to manage illegal parking on road side. On many busy roads of the city like Peshawar Govt. College road, Malik Saad Shaheed Road, Canal Road there is illegal parking of vehicles along roadside. On canal road there is illegal parking of Para- transit modes like rickshaws, Qingqi etc which is occupying the space on road carriageway and restricting the traffic movement especially during the peak hours. There is need of providing parking plazas or terminal facilities particularly in commercial areas. In commercial areas parking may be provided at some distance from the shops and malls and people must walk towards the shopping place. Parking management is very important to improve the efficiency of road infrastructure. It includes prohibition of on-street parking, heavy parking fees alongside roads and proper parking places near commercial areas. 6.5.4 Education and Training of Drivers The traffic issues are predominantly directly or indirectly dependent upon driver’s attitude, education and driving abilities and skills. Before issuing a driving license it is essentially required to properly assess the driver’s knowledge about basic traffic rules, regulations and drawing skills. They must be aware of the basic traffic safety rules so that they will keep the traffic system efficiently. There must be an institutional set up for the training of drivers. Management authority may be established and driving license should only be provided to the drivers who have passed the training test for driving but also test about basic traffic signs and road safety rules. 6.5.5 Enforcement by Traffic Police The city’s traffic police must play its role effectively. The police must enforce the traffic rules and regulations and impose heavy fines on the violators. The illegal parking on roadside shall be charged heavily and also the traffic police must divert traffic wisely in case of traffic jams during peak hours. The traffic police may provide alternative routes to the road users in case of VIPs movements. 169 6.5.6 Managing Pedestrian Movements Owing to the rapid increase in traffic stream it is becoming very difficult for pedestrians to cross these busy roads particularly during the peak hours. Along GT Road there are underground pedestrian underpasses but there is also need of Pedestrian bridges along Ring Road. Ring road is one of the most busy and major roads in Peshawar. This road serves many commercial activities and attracts road users from all over the city. It is very difficult for pedestrian to cross Ring road during the peak hours so there is need of providing pedestrian bridges particularly near commercial areas and near schools. 6.5.7 Proper Licensing System Traffic police Peshawar must issue permanent driving license on the basis of proper and thorough testing. Moreover the traffic police must also give training to the drivers during the 3 months period of learner license and issue permanent license afterwards. Mostly the license applicants have to learn driving and traffic rules on their own. The traffic police must itself refer the drivers to some training institutions for proper training. Currently no such driving training is given by the traffic police themselves. 6.5.8 Provision of Advance Traffic Information There is need to advance traffic information to the road users regarding traffic conditions on the road network. Such information can be provided with help of traffic radio channel, variable message signs, CCTV cameras, traffic control centers, and internet based traffic information, etc. These advance traffic information will facilitate the road users in making their travel decisions timely and effectively. There is need of establishing transportation control centre for the purpose of analyzing and integrating the real-time traveler data. The proper integration and analysis of this data will be helpful in providing timely and effective real-time information to the road users. Along with Advance traffic Information, Advanced Traffic Management System should be adopted especially for signalized intersections. This system detects traffic situations, transmits them to control centre via communication network, and then develops traffic control strategies by combing all kinds of traffic information. 170 6.5.9 Incident Traffic Management For the purpose of regulating traffic flow efficiently there is need of properly managing the road incidents. If accident occurs at some road then it will result in traffic jam on road. The traffic police must play its role effectively and divert the traffic in order to avoid traffic jams. Moreover the traffic police must also manage special VIP movements properly. In case of some VIP movement it must be informed to road users and the alternate route must be provided to travelers. 6.5.10 Provision of Posted Speed Limits For the effective management of the operating traffic it is essential that speed limits must be posted on major roads. The posting of variable speed limits on roads can increase the capacity and also it will contribute towards road user’s safety. 6.6 STRENGTHENING OF INSTITUTIONAL CAPACITY 6.6.1 Transport Institutional Coordination Network The focus of the government should be local capacity building in planning, designing and implementation aspects of transportation projects. There is need to develop a proper transport coordination network which includes developed transport policy council, a working transport coordination committee and an institute for transport policy studies and policy implementation committee. 6.6.2 Setting up Transport Planning Department A department may be set up which shall mainly focus on data collection, planning, technical, financial and economic aspects of transportation projects. 6.6.3 Transport Administration Department This department will be responsible for the conduction of transport projects and conducting research/training seminars in collaboration with research centers. This department will also be responsible for the timely implementation of developed polices and their proper funding. 171 6.6.4 Provincial Transport Policy There is a need of Provincial Transport Policy for the regulation of intercity traffic within the province, freight movements and road infrastructure of the province. 6.6.5 Establishment of Training and Education Institutes The driver training institutes may be set up and their association with transport policy making and traffic data collecting institutes may be ensured. This will allow the institutes to know about the level of driver training and hence traffic licensing can be done on its basis. Through association with training institutes, the decision making authorities can have a clear idea of the driver’s perception about road safety and the basic traffic rules education. These established institutes shall also responsible for awareness and education of general public regarding traffic rules and regulations through open seminars and workshops. 6.6.6 Traffic Management Department A proper traffic management department or institute needs to be established that should responsible for collection of data on day-to-day basis regarding traffic management issues. This department will analyze the collected information to provide the timely solutions to the problems. 6.6.7 Coordination between planning and execution agencies There is a need of close coordination between planning and execution agencies in the province so that all units are in a loop during any future planning in order to avoid inter-departmental conflicts. Geometric designs standard and functional classification standards etc. should be established at uniform level which should be followed by each individual agency in the province. 6.6.8 Transport Research Centre There is a need of establishing Transport Research Centre or Independent Road Traffic Safety Unit at divisional levels in KP to improve current safety hazardous situations and follow international safety policies and practices. 172 6.6.9 Urban Traffic Control Centre (UTC) Peshawar is a Potential Metropolitan City so there is strong need of development of Urban Traffic Control Centre (UTC) so that increasing traffic can be coped. Urban Traffic Control (UTC) is the method of coordinating traffic signals in a network by the use of timing plans loaded on a central computer. Timing plans that vary by time of day are automatically loaded by the computer and the timings on street change accordingly. Special timing plans can be created to cope with traffic associated with regular events which generate high traffic volumes over a relatively short period of time. The timing plan information is sent over a communications network with confirmation sent back from the controller on site. The communications network is also used for the controller to report back any on-street faults such as lamp faults and detection problems. 173 CHAPTER7 7 KEY SHORT, MEDIUM, AND LONG TERM PROPOSALS 7.1 SHORT-TERM MEASURES This section presents the details of short-term policy measures that need to be considered for implementation. 7.1.1 Widening of Roads There is a strong need to widen the existing roads to accommodate the increased traffic volumes. Considering the increased traffic volume and significant of roads, the widening of following roads is proposed in short term scenario: Phandu road and Pajagi road. The proposed improvements or widening details for these roads are shown in Fig. 7.1 & 7.2. For widening of roads, it is suggested to utilize available right-of- way or to acquire new right of way if possible. These improvements will help in reducing the traffic congestion problems and making traffic flow smooth. PROPOSED WIDENED SECTION OF PHANDU ROAD B-A » of LANES 2 CWY WIDTH 7m FP WIDTH 2m A-B « of LANES 2 CWY WIDTH 7m FP WIDTH 2m Figure 7.1: Proposed layout for widening of Phandu Road 174 PROPOSED WIDENED SECTION OF PAJAGGI ROAD iawmi | i WIDTH 7m / 7m "iST © Figure 7.2: Proposed layout for widening of Pajaggi Road 7.1.2 Protected U-Turns There is need of providing protected U-turns especially along Ring Road. The proposed Protected U-turns along Ring Road are following; Location map of U-turns is shown as Fig.7.3: 1. Protected U-Turn between Hayatabad and Sufaid Dheri with GPS coordinates S 727763.61m E 3762063.58 m N. 2. Protected U-Turn between Hayatabad and Sufaid Dheri with GPS coordinates S 728507.71 m E 3762125.71 m N. 3. Protected U-Turn between Bara Road and Sufaid Dheri with GPS coordinates S 729589.78 m E 3761754.28 m N. 4. Protected U-Turn between Bara Road and Sufaid Dheri with GPS coordinates S 730128.73 m E 3761496.28 m N. 5. Near Abasyn University with GPS coordinates S 739001 m E 3768700 m N. 6. Near Sarhad University of Engineering and science with GPS coordinates S 7334902m E 3760932 m N. 7. Protected U-turn at coordinates S 730840 m E 3761040 m N. 8. Protected U-Turn before Dalazak Chowk with coordinates S 740488m E 3764584 m N. 9. Protected U-turns in commercial area with coordinates S 726904m E 3761998 m N. 10. Protected U-turn proposed near commercial area with coordinates S 741047 m E 3765461 m N. 175 V ; ■ > ,V k * •t 4 9 0 * i. - V 11 I WMi eshawar m s •j I" i/JSJI Ml Wn 1 -» ? * nrs m .• < p i M ' |*v^ J I " v o >« I'*' 1 Cc • • - jrt' -> Bahadu • f -* - V'm / O'SJ'Jrf /i * Figure 7.3: Locations of U-turn in Peshawar City 176 Typical Cross- section of U-turn is shown below: 1 — is- a r l r _ RED REFLECTIVE STUDS 4m C/C -ROW DETAIL A —OUTER-SHOULDER Radius 23m— — INNER-SHOULDER — CENTRAL MEDIAN MEDIAN 3?m SEE DETAIL 'A Radius 10.3m 480m 30:1 TAPER FOR HIGH SPEED FACALTTY U-TURN DETAIL Figure 7.4: Typical Protected U-turn Diagram along Ring Road 177 7.1.3 Signalization of intersections/ Channelization of traffic Table 7.1 shows the details of proposed geometric and traffic management improvements for various intersections or junctions of Peshawar city. Respective improved intersections are shown in the figures. Table 7.1: Peshawar Road Junctions Recommendations for Improvements Junction Recommendations Name • Channelization of vehicles at the centre of intersection in order to segregate through and turning traffic. • Pavement Markings may be provided. This will help road users to see markings Charsada and also the lane usages and hence road users can make decisions accordingly. Road These markings warn users regarding potential hazards. Intersection • Provision of Give Way Signs at desired location. • Provision of slip lanes with minimum radius of 15m. • Through traffic coming from Charsadda Road may be allowed to transit towards GT Road. • Pavement Markings may be provided. Markings can also be used to warn users regarding potential hazards. • The slip lanes may have a minimum radius of 15m. Bara Road • Increase width of carriageway by 2 lanes i.e. provide road tapering and storage Intersection lane • Tapered length may be at least 45m. • Storage length maybe at least 60m • Pavement Markings may be provided. Markings can also be used to warn users regarding potential hazards. • The slip lanes may have a minimum radius of 15m. Jameel • Increase the width of carriageway by 2 lanes i.e. provide road tapering and Chowk storage lane. • Tapered length may be at least 45m. • Storage length maybe at least 60m 178 N G.T ROAD TO / CHARSADA ROAD s n » m > O II 3d 2 C/) W 30 m>P S\GH b P > AG H > O O 50 H Z O O > S\G^ Bie^ G.T ROAD TO CHARSADA ROAD CHOWK Figure 7.5: Improved Charsada Road Figure 7.6: U-turns near Safwat Ghayur Chowk 179 (wPTfiiTERCHANGE TO GT ROAD IimtersectioNl chugalpuratogt ROADIRTERSECTION G.T ROAD TO PESHAWAR CITY Igt intersection to | Iring road Figure 7.7: Improved GT Road Intersection 180 a $ o & % .o 30 TRAFFIC SIGNAL § o on O 0 on m fa 30 Figure 7.8: Improved Bara Road Intersection Z*Q $30. s OPTION • 2 SIGNALIZED INTERSECTION / / V TRAFFIC SIGNAL / / 'X// / / // ^0 i Figure 7.9: Proposed Signalized Jameel chowk 181 7.1.4 Kohat Road - Ring Road Junction Kohat road on Ring Road is a major junction which is largely affected by congestion and delays. After many improvements throughout the years, the junction still not has an acceptable level of service. Several considerations for the junction and their merits & demerits are discussed below: Option-1: Interchange at Kohat Road and Ring Road Merits: i. The interchange will provide free movement to the through traffic of Kohat road and Ring road. The interchange will make it possible to enter or leave Ring Road or Kohat Road with disturbing the through traffic. ii. The interchange will solve the issue of turning traffic on both roads and congestion will be reduced. iii. Will help in the conversion of Ring Road into an Express Way. Demerits: i. The interchange will have to be longer in length to adjust rate of vertical curve as a 6m high flyover already present on the GT Road. The ramps will reach far away than the junction; land acquisition on both sides will be required. ii. High construction cost. Option-2: Underpass along Kohat Road Merits: i. The underpass will provide free movement to the through traffic of Kohat road. ii. The turning traffic from both the roads will have fewer conflicts so congestion will be reduced. iii. Construction of underpass is easier than an interchange. Demerits: i. Land acquisition will be required on both sides. ii. Still there will exist some conflicting movements. 182 Option-3: Expansion of Roundabout Merits: i. The expansion of roundabout will increase the capacity of the junction, hence more vehicles could traverse the roundabout Demerits: i. Land acquisition will be required. ii. Change in geometry of both the roads at the junction is required. iii. As the Roundabout is already failed to provide the solution for the problem, so the roundabout expansion is still not a proper answer for the problem. Consultant’s Suggestion: The ideal solution is the provision of interchange, that will make possible the conversion of Ring Road into an Expressway, however, due to higher financial implications, the consultant has suggested option no. 2 (construction of underpass along Kohat Road) as a solution for the existing problem, since it is economical, construction is easier and less land acquisition is required. It will also provide conflict free movement for both the directions and turning traffic will also have fewer conflicts than existing. 7.1.5 Construction of BRT along GT Road The construction of BRT on the GT Road has changed the overall geometry of the main GT Jamrud road and it is expected that BRT will eliminate the un-wanted public transport from GT Road and will provide a safe, comfortable, efficient and economical means of transport to the local population. The construction of BRT on the main GT Jamrud Road has significantly impacted findings of the study and the consultant revisited the study and incorporated the emerging scenario due to the construction of BRT. The AAA experts visited the corridor and congestion/bottlenecks were identified and improvement proposals were formulated for easing the traffic situation along BRT corridor. Severe traffic congestion was observed on the following points: 1. End Point of Mixed Traffic Fly Over Near Firdous. 2. Hashtnagri Bus Stop &Hashtnagri Bus Station. 3. Haji Camp Bus Station. 4. Pir Zakori Bridge. 5. Khyber Bazar Chowk. 6. Shoba Bazar Chowk. 7. FC/Deans Plaza Chowk. 183 8. Gharbi Police Station Morr. 9. Stadium Chowk. 10. Aman Chowk. 11. U-Turn at PDA Underpass. 12. Phase-V Flyover (Before Phase-V Rotary). 13. Passport Office Chowk near Karkhano Market. 14. Karkhano Bus Station. 15. Hayatabad Police Station. 16. Board Bazar Bridge. 17. Taj Abad Road near Board Bazar Flyover. 18. Nasir Bagh Road Entrance into N-5 Highway. 19. B.I.S.E Peshawar. 20. Islamia College BRT Bus Station. 21. University Town U-Turn. 1. End Point of Mixed Traffic Fly Over Near Firdous Cinema on GT Road. On the eastern end of the ramp of mixed traffic flyover, it was observed that some vehicles take left turn from the ramp to the service road, causing hindrance to the flow of vehicle from the flyover. Similarly, vehicles entering from the service road (making right turn) causing the same problem. Proposals for Improvement: It is proposed that Kerb stones may be provided for separating service road from main GT Road, to avoid blockage caused by sharp turning of vehicles and alternate route may be provided to vehicles entering into the Chamber of Commerce. It is therefore, proposed that leaving a space for downward movement of vehicle to the service road several meters ahead of the main entrance of Chamber of Commerce, which will allow vehicles to take U-Turn on the western side of the main entrance of the Chamber and then enter into the Chamber of Commerce. 2. Hashtnagri Stop/Hashtnagri Bus Station. Vehicle entering to GT Road from Northern side of N-5 road (i-e Faqirabad) is causing congestion/hindrance in smooth flow of traffic. These vehicles enter into the GT Road almost at right angle at upto right lane (fast lane) and then move in 184 middle lane, thus blocking two lanes of traffic on the GT Road. The same problem also exist on the southern side of the GT Road, vehicle coming from Ashraf road create the same problem for the through traffic on N 5. It was also noticed that shopping plaza alongside the corridor did not have any parking facility and customers park their vehicles on the carriageway, creating hindrance to the free flow of traffic. Proposals for Improvement: i. It is proposed that the width of footpath at the corner of City Women College may be reduced to accommodate a dedicated slip road for the left turning vehicles of Hashtnagri road and another slip road at the southern side is also required for vehicle coming from Ashraf Road. ii. For further easing the situation, boundary wall of the City Women College may be pushed back that will provide more space for smooth traffic flow. iii. It is also proposed that parking plaza may also be built in this area. 3. Haji Camp Bus Station. It was noticed that a space for entrance and exit of vehicle from the mixed traffic carriage way into the General Bus Stand was left opened at BRT Bus Station. Vehicles entering into the mixed traffic lanes create obstruction for the through traffic on GT Road. Proposals for Improvement: One-way circulation plan for entrance and exit to the General Bus stand may be provided, to avoid obstruction of movement of vehicles on N – 5 and also on Service Road. 4. Pir Zakori Bridge. Un-controlled entrance of vehicle from service road at Pir Zakori Bridge was causing congestion in the area. 185 Proposals for Improvement: i. Proper merging lane may be provided few meters ahead of the end point of the bridge to control/regulate entry of vehicles to GT Road from the service road. ii. Loading and un-loading of passengers by taxis and public transports vehicles on N-5 at the end of the ramps on eastern side of Pir Zakori should not be allowed to ensure safety of passengers and avoid traffic congestion. 5. Khyber Bazar Chowk. At Khyber Bazar Road no channelization of vehicles has been done, vehicles are moving with no prescribed direction causing congestion. Proposals for Improvement: i. The provision of roundabout at Khyber Bazar is required to regulate vehicle flow. ii. Regulated parking under the bridge would also ease traffic situation in the area. 6. Shoba Bazar Chowk. Conflicting Traffic on Shoba Bazar Chowk Proposals for Improvement: Re-designing of the crossing junction with efficient geometry is required to ensure conflict turning of vehicles also geometrical improvement in the junction toward Namak Mandi is necessary for smooth traffic flow. 7. Railway Station, Press Club and FC/Deans Plaza Chowk. i. The road width between Peshawar Press Club and Cantt Railway Station and between FC Plaza and Deans Complex is narrow and can’t accommodate two lanes. ii. The space between Deans Complex Chowk till Gharbi Police Station is a busy commercial area and proper parking is available in the area. People park their vehicles on the mixed traffic carriageway, causing hindrance to the smooth flow of traffic and resulting congestion in the area. 186 Proposal for improvement: i. It is proposed that pushing back the walls on either side of the road by 10 ft towards the building which would be enough to provide an extra lane required for smooth flow of traffic. ii. A dedicated slip road/filter lane may be provided for left turning vehicle at FC/Deans Complex Chowk towards Ajab Khan Afridi Road (i.e. Dabgari and Kohat Road) to avoid obstruction of vehicle coming using Saddar Road (i-e Peshawar Railway station)by acquiring further land. iii. It is proposed that parking must be regulated on Sonehri Masjid Road to avoid unwanted parking particularly by shop owners. 8. Right Turning of vehicles to Gulberg near Gharbi Police Station Near Gharbi Police Station Mor, the right turning vehicles (from Saddar bazar to Gulberg and Gulbarg to Sonehri Masjid road) are abstracting trough traffic. Proposal for Improvement: i. Dedicated U-Turns near Shafi Market and Cantonment General Hospital at feasible location may be provided to ensure smooth traffic flow. 9. Stadium Chowk. Un-regulated turning of vehicles at stadium chowk, causing congestion in the area. Proposal for Improvement: i. Re-design of Stadium Chowk, to properly channelize turning of vehicles coming from different directions. 10. Aman Chowk. Near CMA building and Officer Colony the road width from Sadar Bazar towards Aman chowk is not sufficient for two lanes causing congestion and traffic jam. 187 Proposal for improvement: The Officer Colony wall at the Morr/Curve of Aman Chowk may be pushed back by 10 ft to provide one extra lane to allow smooth traffic flow on either side near CMA. 11. U-Turn at PDA under Pass. i. U-turn over the Under Pass near PDA building had no Kerb Stone. Therefore, taxis and other vehicle were wrongly turning towards the service road on the western side. ii. No provision of parking spaces near important offices like Higher Education Commission, KP Text Book Office etc. Proposal for Improvement: i. Kerbs Stones or studs must be provided to prevent illegal turning of vehicles. ii. Arrangement of proper parking facility for visitors is required to avoid congestion on the service road. iii. A dedicate U-Turn may be built under the Phase-5 (BRT flyover before Rotary) for allowing vehicles coming from Phase-V for turning towards MC (Hayatabad Medical Centre) or Phase 4. It will provide connectivity between Phase 4 and phase 5 of Hayatabad. 12. Passport Office Junction. The chowk may be redesign with dedicated lanes for left turning vehicles for smooth traffic flow near Karkhano market and U-turn for traffic from Karkhano Market. 13. Proposals for traffic improvement between Passport Chowk and Karkhano Bus Station. i. It is proposed that maximum numbers (at least more or than three) of U- Turns underneath the flyover is required for turning of vehicles. ii. Ample space on the southern side of the road is available that must be utilized for parking. iii. No parking on the northern side of the road shall be allowed. 188 iv. Illegal Taxi stand near Hayatabad Industrial state must be removed. v. The Fruit and Vegetable shops must move well back, so it cannot hurdle the traffic. 14. Hayatabad Police Station. Illegal (in wrong direction) turning of vehicles at the roundabout Proposal for Improvement: i. Kerbs stones or studs or especially tyres busters must be provided on the roundabout to prevent the wrong or illegal turning of vehicle on the roundabout. ii. Cycle Track between mixed traffic lanes and service road may be shortened and narrowed near Hayatabad Police Station to allow smooth transition of vehicles from service road into the mixed traffic lane. Further electric pole at gate of Pak Health Care Foundation may be shifted further to the edge (inward) to widen the mixed traffic lane. 15. Board Bazar Bridge/Jalil Kebab Restaurant. It was observed that vehicles entering from Gulabad road into GT Jamrud Road were crossing the road in linear direction (using U turn) which was causing obstruction. Proposal for Improvement: i. Firstly, Gulabad road may be re-aligned and rehabilitate for diversion of Nasirbagh road traffic. ii. Secondly, a dedicated U-turn may be provided on the eastern side of the bridge below the flyover to avoid obstruction of the GT Jamrud Road and near Jalil Restaurant. 16. Taj Abad Road near Board Bazar Flyover. It was observed that vehicles from the northern side of the main road were turning at right angle, and then moving straight for entrance into Tajabad road, which is causing huge obstruction to movement of vehicles on the southern side. In the same way, vehicle from Tajabad road were entering into northern side of the main road. 189 Proposal for Improvement: i. A dedicated U-Turn may be provided under the flyover for traffic from Hayatabad/Karkhano turning towards Tajabad and another U-turn near Jalil Kebab House for traffic from Tajabad turning towards Town. 17. Nasir Bagh Road Entrance into N-5 Highway. i. Short Term: A slip road has to be provided for left turning vehicles of Nasirbagh road by using the half of the Stair Case of Under pass on the northern side of the GT Jamrud Road. Each side of Nasirbagh road may be declared as one-way traffic road. ii. Long Term: Elevated interchange must be provided Board Bazar on Canal for all traffic movements (I-e Nasirbagh, Canal Road, etc). It will also provide a U-Turn for the traffic of Tajabad road) 18. Islamia College BRT Bus Station. On northern section road of the road in front of Islamia college, the vehicles moving from east to west (BISE towards Saddar), traffic is obstructed by improper geometry of footpath: Proposal for Improvement: i. Footpath needs to be smooth down to ensure even flow of traffic. ii. Gradual convergence of traffic lanes from five lanes to three lanes shall be done at a distance ahead of the bus stop. 19. University Town U-Turn. The University Town roundabout has been converted into a U-turn, where vehicles turn randomly. Some of the east bound traffic after taking U-turn taking another left turn towards University Town shops (service road), causing hindrance to smooth flow of west bound vehicles. Moreover, vehicles from Shaheen Town road entering into the main G.T road were also causing hindrance. 190 Proposal for Improvement: i. The provision of Kerb stones till Spin Jumat will avoid the issue and providing a turn back to the service road near Spin Jumat will enable the vehicles to enter into service road. ii. One way system for all vehicles to/from the traffic of University Town must be provided to avoid traffic congestion. iii. A slip road/filter lane for vehicles entering into/from Shaheen Town near Town Police Station road is required to ease out the traffic flow in the area (for extra lane acquisition of land may be required). iv. At University Road shops are located near to the edge of the road without proper parking facility for the customers. Therefore, a minimum of three parking plazas on either side of the road may be built at suitable locations to avoid the large number of parking on the G.T road. v. To divert some traffic from the main GT Road, the existing road from Palosi to Warsak Road may be upgraded. This will reduce congestion in cant area. vi. The security situation in Peshawar has improved over the years, therefore, some check posts may be removed from the GT Road to avoid delay in the traffic movement. 20. Pedestrian Crossing over BRT In the BRT design, there are limited facilities for pedestrian crossing over BRT and after completion the pedestrian will cover long distances for crossing the BRT and will create nuisance for the pedestrians. Proposal for Improvement i. Pedestrian Overhead crossing at least at a distance of 500 meters in the busy areas are required to facilitate the pedestrian crossing over the BRT. 191 7.1.6 Provision of Bus Service (Off – BRT) The BRT will run on the main GT Jamrud Road, while anon-conventional type bus service is proposed on all major roads of the City in short term scenario in order to handle the increase travel demand in appropriate manner. Below are some key features that need to consider making it an effective service: • There must be separate lanes for fast and slow moving vehicles especially on GT Road. • Signal free corridor for public buses on GT Road. • Bust stops or terminal facilities must be provided where roads are linking GT Road (proper connectivity between bus service and feeder service). • Introducing automated fare collection system. • Proper scheduling of buses and its monitoring. • Provision of proper information to the passengers at bus terminal and stops. • Proper security arrangements for the passengers. 7.1.7 Provision of One-Way Roads: On some roads where there is enough carriageway width, the use of median can be made for making roads one way as two way roads have greater chances of accident occurrence. The key suggestions in this regard are for following roads: Palosi road and Umer Gul Road. The layout plans for these roads are given in Fig. 7.10. A //. PROPOSED ONE WAY SECTION OF UMER GUL ROAD / A-B "v # of LANES 2 CWY WIDTH 7m OIS Width ■ m F.P Width 2m EBD width 7.3m B-A # of LANES 2 CWY WIDTH 7m B OIS width 1m C/M Width Cat eye *lnB Road Figure 7.10: Proposed One-way layout of Umer Gul Road 192 7.1.8 Pedestrianization of Bazaars and Parking Enforcement The commercial areas are attracting major amount of traffic. Due to the unavailability of parking plazas in commercial zones there is traffic congestion. To deal with this problem it is recommended that the existing bazaars must be pedestrianized and the road users must park their vehicles at only legal parking. There are two parking lots in Saddar area one is in open air and it is larger than the second one which is in a building basement, it is smaller but provides safety to vehicles from atmospheric and security point of view. 1. At Board Bazar GT Road, parking area may be provided by acquiring of land for construction of a parking plaza with sufficient parking spaces. 2. At Karkhano Market there is need of parking facility. Open space is available in front of markets, which may be utilized for parking purposes. 7.1.9 Pedestrian bridges There are several locations on major roads in Peshawar where pedestrians face problems while crossing the road. However, two locations are in need to provide urgent need of U-turns as given by: • Pedestrian crossing near Hayatabad area at Ring Road • Pedestrian crossing near Sufaid Dheri and Bara Road 7.1.10 Other Short-Term Measures Below are some other short term measures that can be considered for implementation considering their feasibility. The details of these measures are provided in Chapter 6. • Driving license reforms • Institutional Setup for Legalization of Public Transport and Parking Facilities • Development of Public Awareness and Education Mechanism • Time Management of Intercity Traffic or entry constraints on heavy traffic for certain time period to control the peak hour traffic 193 7.2 LONG-TERM MEASURES 7.2.1 Provision of Interchanges, flyovers / underpasses 1. Interchange at Bara Chowk along ring road. 2. Interchange at Kohat Road and Ring Road. 3. Interchange at GT Road and Ring Road. 4. Underpass at Dalazak Road and Ring Road. 5. Underpass at Jameel Chowk along Ring Road 6. Underpass at Khyber Road at Warsak Road Intersection Note: Proposed Diagram of Interchanges are mentioned at Annexure. Schematic Diagrams of flyovers/underpasses are shown in figure 7.11 – 7.15 while typical 4-lane bridge cross section is shown in figure 7.16. % n # -7 % Figure 7.11: Proposed Improvement at Hayatabad Bag e Naran 194 Figure 7.12: Diagram of Flyover at Bara Chowk on Ring Road OPTION -1 UNDERPASS Figure 7.13: Proposed Underpass at Kohat Chowk 195 o TRAFFIC O X SIGNALS UNDERPASS 73 O UNDERPASS >•O / G a o Figure 7.14: Proposed underpass at Warsak Road Intersection >£a / OPTION -1 /// UNDERPASS *°*o "§ Figure 7.15: Proposed view Flyover at Jameel Chowk 196 14,980 370 p.7QQ : 70 3 70 D.7QQ PGL. PGL. i.ax sljope i.a* SLOPE 00 1220 ?son 2500 1220 1220 2500 2500 1223 J Figure 7.16: Typical Bridge Cross-section (all dimension in mm) 7.2.2 Development of a Mass Transit System Keeping in view the greater demand for an efficient, affordable and reliable mass transit system for the people of Peshawar, the Provincial Government with Asian Development Bank and others donor agencies initiated the Peshawar Buss Rapid Transit System. In the initial phase the BRT will provide services on a 31 km long dedicated rout starting from Chamkani till Karkhano Market. The BRT buses will provide services on some off-BRT routs. The off-BRT buses will run in mixed traffic that will greatly jeopardize the efficiency of these buses and will create uncertainty in the BRT system. Therefore, to ensure the efficiency of the system and make the system more sustainable and reliable it should be extended to other parts of the city, so that an effective, convenient and comfortable public transport service can be provided to the road users. It will encourage the people to use public transport; as it is reliable, convenient, efficient 197 and more comfortable. BRT system has the capacity to meet travel demand of the growing population. The Bus Rapid Transit is environment friendly and will be an economical solution compared with conventional bus service or Light Rail Transit to the public transport problems for Peshawar city; hence BRT for other parts of Peshawar city is suggested. In next five years, the provincial and local government should extend the BRT facility to other parts of the city as earlier identified in the pre-feasibility study for BRT. The traffic situations may become more congested or worst due to any longer delay in the implementation of Bus Rapid Transit even in the presence of extensive road infrastructure. The extension of BRT along with other improvements as suggested by the present study will greatly ease the traffic issues in Peshawar and will largely contribute to the betterment of public transport in the city. 7.2.3 Conversion of Ring Road to Expressway To enhance the flow of traffic of Ring Road, the Peshawar Development Authority has provided a service lane or road along Ring-Road on both sides in order to make it access control. However, PDA has constructed the service road in bit and pieces, where in some areas the service lane is available while in some areas it is not available. Due to discontinuous nature of the road, it has limited utility and unable to perform the functions of service road: access to activity centers such as shops, commercial areas and minor or feeder roads without disturbing the traffic on Ring Road. The provision of proper service roads along the Ring Road will make it possible to convert the existing Ring Road to Expressway with controlled entry and exist and will be a source of revenue for PDA through imposition of toll tax on road users. 7.2.4 Construction of Parking Plazas/ Lots Most of the roads inside the city or narrow and not suitable for roadside parking, parking on these roads and street create impediment to the smooth flow of vehicular traffic and a safety issue for pedestrian movement. Therefore, the construction of parking plazas or lots is suggested at places where commercial, education, business, shopping and official activities are common. 198 7.2.5 Imposition of Toll Tax on Major Corridors of Road Network Pricing of roads is an effective tool for the collection of revenues from the facility users. The revenue collected can be utilized to fund further transportation infrastructure in the city and will also help in maintaining the existing infrastructure in good condition. Tolling charges must be imposed especially on commercial and private vehicles. The imposition of users charges may help in limiting the excessive use of private vehicle and will encourage the use of Public transport (BRT). Such economic measures are very effective to push people towards using public transport system instead of private vehicles. 7.2.6 Intra city Mass Transit System (Greater Peshawar Circular Railway) Peshawar is the provincial capital and mega urban centre of KP and thousands of people daily commute to Peshawar from surrounding areas for various reasons. Therefore, it is necessary to take into consideration the daily commuters, any solution proposed in isolation will not work. To reduce the number of cars and other passengers transport vehicles entering into the city, there is a strong need to link adjacent towns and cities with a mass transit system either through a circular train or other type of public transport. The implementation of proposed circular rail network is an ideal solution for providing safe, reliable and cheap alternative transport facility to the daily commuters. Similarly, traffic of industrial area or large transport vehicles should not be allowed to enter into the city particularly in peak hours. This traffic should use other alternative routes (Ring Road) while passing from the city. As the city is consciously growing and to accommodate the growing vehicular an outer ring road should be provided that will reduce the load on major links within Peshawar city. 7.2.7 Consideration TDM/ TSM Strategies 1. For keeping balance between demand and capacity the use of private vehicles must be discouraged through proper awareness campaigns. 2. The public transport must be improved and promoted 3. The provision of Mass Transit along GT Road 4. Limiting the entrance of heavy vehicles during day times on busy roads. 5. Road pricing (Tolling) scheme system must be introduced 6. Parking management and proper parking pricing. 7. Effective land use management 8. Awareness and education of public 199 9. Provision of Park-n-ride facility with state-of-the-art mass transit facilities 10. Policies including seatbelt law, helmet law, child restraint, speed enforcement and drunk and drive law need to be implemented. 11. Provision of High Occupancy Vehicle lanes on major corridors of road network 12. Promotion of ride-sharing among road users (i.e. car-pooling and car sharing) 13. Advance traffic information system 14. Promotion of walking and bicycling trend in the community 15. Planning for even and odd number policy 7.2.8 CONSTRUCTION OF OUTER RING ROAD • In the Northern Section of the City, the proposed Northern Bypass of NHA will function as a Express Outer Ring Road (Map is Attached Below fig 7.17). • Proposed Length = 32 km • Elevated Access Control Bypass around Peshawar City. • Need to be completed all other loop of Bypass so that it can be served as outer ring road and inner road network can be avoided to be overloaded. PESHAWAR NORTHERN BYPASS (32 KM) PaeWage Description Length PacTcage-1 M -1 to Char sad da Road 7.60 Km PacVcage- 2 Char sad da Raod to 1 1.60 Km Warsak Road Paclcaget- War sale Road to Nasir 5.50 Km 3A Bagh Road Package- Nasir Bagh to E nd Point T.50 Km SB (Takhta B aig) iJ.6 i i-.-: ■■r: m T»khtM ■ W ^ ISTABT POlEU 9 IfcNP PO^tj LEGEND NORTH # iMiBawia feMtwate B XISXINli NATtlHAl, S£r»*AM PHOK>S«>B«KK4l> |33f. o Figure 7.17: Map of Northern Bypass 7.3 PROPOSED MAJOR INVETMENT PROJECTS 7.3.1 Evaluation of Proposed Flyovers / Underpass / Elevated Expressway Flyovers play a major role in streamlining the traffic control system. Through flyovers, plenty of time is saved. Pollution effect is reduced. Flyovers reduce the risk of accidents. Flyovers also contribute a lot to the aesthetics of the city. 200 Expressways are relatively safe, with control entry and exit with high mobility and usually barriers or wider medians exist between traffic going in opposite directions. Only fast moving vehicles are allowed on expressways. They reduce the time to take to reach the destination and due to un-interrupted movement of vehicles greatly reduce the consumption of gasoline. However, from economy point of view, elevated expressways are more expensive approximately rupees 1.4 million per meter length of the 4 lane bridge. 7.3.2 Evaluation of Proposed Bus Service Dedicated bus lanes separate BRT buses from mixed traffic, allowing them to travel more quickly through a city. Pre-paid boarding and level platforms – reminiscent of a metro station rather than the traditional bus stop - speed up passenger boarding, while traffic signal management that prioritizes BRT buses and high-frequency bus service minimizes waiting times. BRT reduces the overall amount of vehicle Km Travelled (VKT) in a city by shifting commuters to high-capacity buses that can carry up to 160 passengers at a time. Fewer vehicles transporting the same amount of passengers reduce traffic congestion, and present the opportunity to replace older, more polluting vehicles. Implementing BRT systems contributes to reductions in traffic crashes and fatalities in a few key ways. First, an overall reduction in VKT results in fewer drivers on the road and a safer transport environment for drivers, pedestrians, and cyclists alike. Second, dedicated bus lanes reduce interaction between buses and other vehicles, minimizing the risk for traffic crashes. Finally, BRT can change bus driver’s behavior by reducing on-the-road competition with other vehicles and providing opportunities to improve driver training. BRT systems also increase physical activity for passengers, thanks to the spacing of BRT terminals, which tend to require longer walking distances than private vehicles and other motorized modes of transport. Despite the distance, shorter overall travel times make BRT worth the walk; with passengers across the world consistently moving through the city faster even with more time spent getting to terminals. 201 CHAPTER 8 8 IMPLEMENTATION OF STUDY’S PROPOSALS 8.1 IMPLEMENTATION PLAN The proposed geometric and traffic management improvements need to be implemented as per their needs and at the right time. The delay in implementation of any policy can worsen the traffic situation in the city. Below are the some guidelines for the implementation of proposed projects. 8.1.1 Implementation Schedule In previous chapter, the proposed traffic management strategies were categorized into short, medium and long-term strategies. The short, medium and long term strategies have been design in a manner that all these strategies complement each other and will ensure to achieve the desired objectives. It is recommended that short- term policies or strategies need to be implemented immediately followed by medium term strategies in the next 1-2 years time period in order to provide relief to the local population and reduce the worst traffic problems up to some extent. The city will suffer with the additional social costs of traffic congestions due to any delay in the implementation the proposed projects. Below is the list of proposed short and medium term strategies: 1. Improvement/widening of selected sections of existing roads and roundabouts 2. Provision of dedicated U-turns 3. Signalization of intersections / channelization of traffic 4. Provision of conventional public transport services 5. Conversion of some selected roads into one way roads 6. Time management of inter city traffic 7. Pedestrianization of bazaars and provision of proper bus stops 8. Provision of parking lots/plazas and enforcement of parking rules 9. Drivers training and reforms in the issuance of driving license 10. Institutional setup for legalization of public transport schedule routes 11. Awareness and Behaviors Change Communication (BCC) 202 The long-term strategies are recommended to implement within 3-5 years of this study. The timely implementation of these strategies will help to keep a balance between increased demand and supply. Otherwise, the continuous growth in urban population, vehicle ownership and its usage will result enormous increase in travel demand, and the difference between demand and supply will become significant. To manage travel demand in effective manner, it is vital to increase supply of infrastructure and imposition of travel demand management and transportation system management strategies at proper time. Below is the list of proposed long-term policies. 1. In the absence of a Master Plan or Land use Plan the city will grow in haphazard manner and it will not be possible to solve urban issues including traffic and transport issues, therefore, to control the un-planned growth of the city, it is essentially required to develop and implement land use plan and policies. 2. Provision of flyovers, underpasses and interchanges 3. Bus-rapid transit system along G.T. road and other major arterial roads as identified by pre-feasibility for Peshawar BRT. 4. Completion of northern section of ring road 5. Provision of service road along Ring road and conversion of ring road into Expressway with controlled access. 6. Construction of parking plazas 7. Tolling of facilities 8. Consideration of transportation demand management (TDM) and transportation system management (TSM) strategies 8.1.2 Financing the Proposed Projects The timely implementation of the proposed proposals particularly, the medium and long term strategies are subject to availability of financial resources with the government. Private sector should be encouraged to do investment in the public sector projects related to transportation. It will help in reducing the financial burden on government and also providing investment opportunities to the private. For mega projects such mass transit projects, the financial assistance can be obtained from internationally agencies e.g. World Bank (WB) and Asian Development Bank (ADB). However, this assistance must be at minimum level and main focus should be on utilization of own available resources. The proper mechanism needs to develop in order to get back the invested money from the public sector projects e.g. collection of taxes on utilization of road facility, proper parking fee structure, etc. 203 8.1.3 Strengthening of Institutional Framework It is also required to identify the responsible agencies or authorities for the timely implementation of proposed plans. For this purpose, dedicated institutional setup is required and during the transitional period UPU should be assigned this responsibility. Currently UPU is operating with minimal strength and not in a position to implement such strategic projects; therefore, it is recommended to strengthen the institutional capacity of UPU on priority basis. It is evident that urban and transportation planning activities must be accomplished, it will not only ensure integration of activities but will also ensure overlaps or gaps in these activities. However, the actual implantation of the infrastructure project will be done by the concerned department that have the expertise in a particular area i.e. construction of road network, land development, implementation of traffic management plans, etc. UPU will be responsible for coordination between different departments/agencies, channeling the financial resources for the project(s) and will also ensure the completion of the projects as per agreed standards. Fig. 8.1 shows the schematic diagram of organization structure. Urban and Transportation Planning Unit (e.g. Urban Policy Unit) Urban Roads Traffic Public Transport Pubk Transport Davalopmani Davelopmeni Management Devetopmant Management & Department Department Department Department Operational Department Figure 8.1: Proposed organizational structure for Traffic Management in Peshawar 8.2 KEY PLANNING PROPOSALS AND PROJECTS This section presents some strategic action plans for key infrastructure projects that can play a foremost role in lessening of traffic congestion on major arterial roads and some key streets that will have both short term and long-term out-comes. 204 8.2.1 Improve Public Transport System The improvement of existing public transportation system along G.T. road and other major corridors by implementing a conventional bus service in short term scenario. The implementation of conventional bus service must be accompanied by mass transit system such as BRT in long term scenario. The development in public transport sector in the city will play major role for the reduction of traffic congestion, travel delays, social and environmental problems. Proper regularization of public transport system is very important in terms of routes planning, route permit, scheduling, and fare structure. Appropriate agency or authority must exist at the city level that should be responsible for above mentioned planning tasks. This regularization process and institutional setup will help to sustain the public transport system for longer period from social, environmental, economic and financial perspectives. Timely enforcement is very important in order to restrict Para-transit vehicles on feeder routes, otherwise, any overlapping between services will results failure of imposed bus service. 8.2.2 Traffic Management on Major Corridors Currently most of the major arterial roads of the city including G.T. road, Ring Road as well as minor arterial roads facing severe traffic condition. To ease the situation a two prong strategy needs to be implemented: on the one hand, it is proposed to implement the infrastructure schemes identified in the study and other hand, it is essential to make sure implementation of traffic laws/rules and provision of proper education and training for drivers especially for drivers operating public transport vehicles. Delay in implementation would cause severe socio-economic and environmental costs. The study suggests that encroachment and illegal construction is one of the major cause of traffic congestion on all major and minor roads, therefore immediate action is required to remove encroachments and illegal parking along major roads as well as to acquire the right-of-way or land for those roads where widening is required. Other short term strategies include the provision of protected U-turns, geometric improvements and installation of traffic controlling devices at selected intersections. 205 8.2.3 Land Use Planning and Development Control Peshawar is the commercial hub and mega city of the province but unfortunately there exist no land use plan and or other development mechanism for the city. Without proper zoning regulations and control over conversion of land uses, it will not be possible to predict about future transportation needs. Further, the land use and development plans must be coherent with transportation development plans. The land use plan must include the control of unplanned commercial activities and urban development at the sub-urban of the city. The traffic impact assessment studies need to be conducted before proposing and implementing any major urban development project. These studies should focus on evaluating the impact of development on the existing inner city road infrastructure as well as requirements to add supply in order to meet the increased travel demand with the new urban land development. This integrated approach will help to handle the traffic congestion problems in beforehand. 8.3 CONCLUSION This study was conducted to prepare traffic management plans for Peshawar city in order to mitigate the existing traffic issues and congestion problems and ensure the smooth running of vehicular traffic on the city’s streets and roads. A participatory approach was adopted for the proposed study and all the relevant stakeholders were taken on board from the inception of the study. Questionnaires were designed and field surveys were conducted for collection of required data. Various analytical tools and simulation models were used for analysis of the collected data. The key traffic issues were identified from the survey and analysis of results. A number of short, medium and long term solutions were formulated for mitigating traffic problems in the city. For easing traffic issues in Peshawar, it is recommended that the proposed traffic management strategies should be implemented on priority basis with allocation of required financial resources in order to ensure the early completion of proposed projects. The Provincial Government should declare UPU as a focal department for implementation of the proposed activities, and UPU should coordinate with all stakeholders for effective implantation of the Traffic Management Plan and early completion of the proposed projects, so that the city must get maximum benefits from the invested resources. The successful implementation of the proposed strategies will be helpful to resolve the issue of traffic congestion on sustainable basis. 206