Traffic Management Plan Abbottabad City

URBAN POLICY UNIT PLANNING& DEVELOPMENT DEPARTMENT GOVERNMENT OF KHYBER PAKHTUNKHWA

DEVELOPMENT OF TRAFFIC MANAGEMENT PLAN FOR FOUR CITIES (PESHAWAR, MARDAN, KOHAT & ABBOTTABAD)

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FINAL REPORT (ABBOTTABAD CITY)

(JANUARY 2018)

0 AAA ENGINEERING CONSULTANTS (PVT) LTD Table of Contents

1. INTRODUCTION…………………………………………………………………………....1 1.1. GENERAL ...... 1 1.2. BACKGROUND OF THE PROJECT ...... 1 1.3. OBJECTIVE OF THE PROJECT ...... 2 1.4. SIGNIFICANCE OF THE PROJECT ...... 3 1.5. STUDY AREA ...... 3 1.6. SCOPE OF WORK ...... 3 1.7. WORK PLAN ...... 6 1.8. TEAM ORGANIZATION ...... 6 1.9. REPORT ORGANIZATION ...... 7 2. REVIEW OF EXISTING INFORMATION, ISSUES AND PROBLEMS………………...11 2.1. ROAD NETWORK OF KPK ...... 11 2.2. TRANSPORTATION IN ABBOTTABAD ...... 11 2.3. ABBOTTABAD’S ROAD NETWORK ...... 13 2.4. CURRENT TRANSPORTATION ISSUES ...... 19 REFERENCES: ...... 23 3. FRAMEWORK OF DATA COLLECTION………………………………………………. 24 3.1. DATA COLLECTION & CO-ORDINATION WITH DEPARTMENTS ...... 24 3.2. ZONING OF CITY ...... 24 3.3. SELECTION OF TRAFFIC SURVEY STATIONS ...... 31 3.4. TRAFFIC COUNT SURVEY STATIONS ...... 33 3.5. ORIGIN & DESTINATION SURVEY STATIONS ...... 40 3.6. LOCATION OF PARKING, PEDESTRIAN AND BUS TERMINAL SURVEYS .... 42 3.7. METHODOLOGY FOR CONDUCTING TRAFFIC SURVEYS ...... 45 3.8. PURPOSE, SIGNIFICANCE AND METHODS OF EACH SURVEY TYPE ...... 46 3.9. SCHEDULE OF TRAFFIC SURVEYS IN ABBOTTABAD ...... 52 3.10. TRAFFIC DATA COLLECTION AND ANALYSIS ...... 52 4. TRANSPORTATION DEMAND CAPACITY CHARACTERISTICS…………………...55 4.1. RESULTS OF OD SURVEY ...... 55 4.2. DISTRIBUTION OF TRAFFIC VOLUMES ...... 61

4.3. RESULTS OF PARKING SURVEYS ...... 75 4.4. BUS TERMINAL SURVEYS ...... 78 4.5. ROAD INVENTORY DETAILS ...... 79 5. CURRENT TRANSPORTATION PROBLEMS………………………………………….115 5.1. DEMAND-CAPACITY GAPS ...... 115 5.2. INSUFFICIENT ROAD NETWORK ...... 121 5.3. CURRENT PUBLIC TRANSPORT SITUATION ...... 121 5.4. TRAFFIC MANAGEMENT ISSUES ...... 122 5.5. URBAN LAND USE ISSUES ...... 122 5.6. INSUFFICIENT FACILITIES FOR NON-MOTORIZED TRAFFIC ...... 123 5.7. INSUFFICIENT INSTITUTIONAL SET-UP ...... 123 6. DEVELOPMENT OF TRAFFIC MANAGEMENT PLANS AND STRATEGIES……..125 6.1. OVERALL TRANSPORT POLICY ...... 125 6.2. ROAD NETWORK ...... 125 6.3. URBAN DEVELOPMENT SCENARIO ...... 126 6.4. PUBLIC TRANSPORT DEVELOPMENT ...... 126 6.5. TRAFFIC MANAGEMENT PLANS ...... 127 6.6. STRENGTHENING OF INSTITUTIONAL CAPACITY ...... 127 7. IDENTIFICATION OF KEY SHORT-TERM AND LONG-TERM PROJECTS…………..130 7.1. SHORT-TERM MEASURES ...... 130 7.2. PROJECTS PLANNED TO BE EXECUTED IN NEAR FUTURE ...... 148 7.3. LONG –TERM MEASURES ...... 158 7.4. EVALUATION OF MAJOR PROJECTS ...... 162 8. IMPLEMENTATION AND ACTION PLAN…………………………………….………170 8.1. IMPLEMENTATION PLAN ...... 170 8.2. ACTION PLAN FOR KEY PROJECTS ...... 172 8.3. CONCLUSIONS ...... 173 ANNEXURES……………………………………………………………………………175

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1. INTRODUCTION

1.1. GENERAL

The Government of Khyber Pakhtunkhwa through Urban Policy & Planning Unit (UPU), P&D Department has decided to develop Traffic Management plans to identify major weaknesses and constraints in the current traffic management and operation system of four major cities of KPK (Peshawar, Mardan, Kohat and Abbottabad) and to device improvements required to make system efficient and safe. The Urban Policy & Planning Unit (UPU) of Khyber Pakhtunkhwa has assigned M/s AAA Engineering Consultants (Pvt.) Ltd (hereinafter referred to as the “Consultant”) to develop Traffic Management plans for the four cities of KPK (Peshawar, Mardan, Kohat and Abbottabad). This Final Draft Report on Traffic Management Plan pertains to Abbottabad city.

Abbottabad city is located in Orash valley in Hazara region of the Khyber

Pakhtunkhwa province, in northeastern Pakistan. Total area of the city is 1,969 km2, with a population of 1,430,238. It is situated at 110 km (68 miles) north of the capital Islamabad, 130 km (81 miles) from Rawalpindi and 150 km (93 miles) northeast of Peshawar. Its altitude is 1,260 meters (4,134 ft) and is the capital of Abbottabad District. Azad Jammu & Kashmir lies to the east of the city. The city is well known throughout Pakistan for its pleasant weather, high-standard educational institutions and military establishments. It remains a popular hill station attracting hundreds of thousands of tourists every year. Location map of Abbottabad is shown in Fig. 1.1. (Imperial Gazetteer of India, 1931).

1.2. BACKGROUND OF THE PROJECT

Over the last decade, rapid increase in urban population and increase in private vehicle ownership and its usage has caused severe pressure on the infrastructure of the city and its condition is deteriorating each day. Lack of traffic management plan is one of the major issues in this context. These issues include absence of proper parking facilities, improper enforcement from the concerned authorities, and improper working of signaling

1 system. Other major issue is the absence of proper public transport system. The current public transport system is inadequate, fragmented and consist of multitudes of small Para- transit modes which are not sufficient to fulfill the required demand. The major roads of the city are subjected to acute traffic congestion, high accidents rate and increasing air pollution. The disorder condition of traffic is negatively affecting the efficiency and performance of the existing road infrastructure. Such aspects of traffic congestion cause increase in social costs (i.e. increase in travel time and cost, increase in energy consumption and environmental pollution) which put extra burden on city resources as well as country economy. The increase in motorized traffic and absence of traffic management plans also affects the safety of non-motorized modes users. The prosperity of residents and economic growth of a city lies with the good and efficient transportation infrastructure. Therefore, it is required to diagnose the root causes of the above mentioned transportation problems and to identify their appropriate solutions that should ensure the sustainability of the city.

Figure 1.1: Location Map of Abbottabad (Source: Wikipedia)

1.3. OBJECTIVE OF THE PROJECT

In order to seek appropriate solutions to the traffic congestion and increasing traffic problems; it is important to find the root causes of these problems. For this purpose a detailed traffic survey of this city was conducted to find the issues and weaknesses of the existing road infrastructure. The detailed traffic management plan is developed which

2 include short-term and long-term policies based on results of this traffic survey. Evaluation of major projects is the part of this study. Action and implementation plans are suggested for the developed strategies

1.4. SIGNIFICANCE OF THE PROJECT

The main objective of the project is to facilitate the public of Abbottabad city of KPK. Abbottabad holds an important position for KPK, a significant portion of the population depends on the medical, domestic and educational facilities offered in Abbottabad. The proposed traffic improvements in the transportation infrastructure of Abbottabad will uplift the living standard of these people. The suggested improvements would help to reduce the social cost which occurs in terms of accidents, traffic delays and environmental degradation.

1.5. STUDY AREA

The study area falls within the administrative boundaries of Abbottabad city. Figure 1.2 represents the study area. This study area is divided into four zones for analysis purpose, details of which are given in chapter 3.

1.6. SCOPE OF WORK

The Traffic Surveys were conducted in particular context of Abbottabad city and were focused only on the roads that actually connect the city, intersections and mid-blocks in the city which affect the city performance and productivity. These surveys were conducted between 24.9.14 to 30.9.14, detail of which is given in Table 3.2 (Chapter # 3). This study took into account, all the associated factors which actually contribute towards the traffic problems or affect the smooth flow of traffic in any way. This may encompass many social and technical factors, urban trends, prevailing traffic management techniques, available infrastructures and other sundry factors.

Following activities were performed to achieve the desired outputs of the project.

 Divide the city district roads network areas into zones, determine and establish the boundaries for each zone for surveys to be conducted to the satisfaction of UPU.

 Identify various locations, nodes/ junctions and mid-blocks where traffic backlogs are very frequent throughout the day to the satisfaction of UPU.

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Figure 1.2: Study Area (Source: Google Map)

 Selection of standard traffic surveys that were conducted upon completion of the above task for approval of the UPU.

 Illustrate aims, objectives and methodology for the various types of standard surveys and explain the desired outcome to be achieved.

 The surveys included the following:

 Traffic Count (including Vehicles composition) Survey  Road Inventory Survey  Origin-Destination Survey  Intersection Turning Movement Survey  Pedestrian Movement Surveys  In addition to the above surveys enlisted in the TOR, the Consultants also conducted the following additional surveys on the request of the UPU:

 U-Turn Surveys  Bus Terminal Survey  Parking Surveys

 Based on the outcome of the surveys, approaches/ techniques employed by the traffic and transport authorities are used to identify the major weaknesses and constraints in the current traffic management and operation system that is being followed by the traffic and transport authorities.

 Recommend improvements required to make the current traffic management and operation systems efficient, safe and in line with international practices.

 Analyze the existing traffic control measures and devices, geographic modifications and maintenance practices that have been adopted in the city and critically evaluate their advantages and effectiveness and conversely the flaws, and hence evaluate and prioritize the potential improvement projects and strategies that can solve the issues.

 Identify the encroachments that affect the operational performances of the road network (including junctions) and cause safety risk to road users.

 Develop and suggest various options of traffic management and control; that can be applied in the given situation, to get rid of the prevailing traffic problems

in Abbottabad. The options suggested have been accompanied and substantiated through technical and cost analysis of the given options, with most preferred options clearly brought out.

 Prepare and make a presentation on the results and conclusions/ recommendations at the completion of the studies.

 Development of Transport Plans: Develop long term-plans and short-term programs for Abbottabad city, identifying specific capital projects and operational strategies, with timelines and priorities that can solve the traffic problems and improve the life of its citizens.

1.7. WORK PLAN

The project completion period is thirty six (36) weeks for traffic surveys, data analysis, transportation plan and report submission.

A detailed proposed work plan is attached at the end of this chapter.

1.8. TEAM ORGANIZATION

The Project Team comprised the Team Leader, Traffic Engineers, Transportation Expert, Traffic Survey Expert, Computer Operators & Traffic Enumerators. See in Fig 1.3.

Names of the Key Team members along with their designations who worked for this project are given below:-

 Mr. Syed Asif Ali Burney Team Leader  Mr. Usman Riaz Senior Traffic Engineer  Dr. M. Ashraf Javid Transportation Expert  Mr. Khurshid Alam Senior Traffic Engineer  Mr. Munawar Qamar Traffic Engineer  Mr. Qayyem Awan Traffic Survey Expert

 Muhammad Shoaib Majeed Traffic Engineer  Mr. Sajid Latif Traffic Engineer

Table 1.1 elaborates project team organogram and the responsibilities of the key team members.

Table 1.1 Responsibilities of key project team positions Team Members Responsibilities Overall management of the project and Coordination with Team Leader U.P.U Senior Traffic Overall monitoring the site survey work, to attend meetings Engineers at UPU, analysis of traffic data & preparation of reports To monitor the outcome of traffic surveys, suggest measures Transportation Expert and 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 Traffic Engineers survey data.

1.9. REPORT ORGANIZATION

Chapter 2 describes the existing information relating to transportation infrastructure and institutional framework in the Abbottabad city. The existing issues of road network, public transport, land use, and institutional capacity are also presented in this chapter. Chapter 3 presents 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.

Team Leader Syed Aisf Ali Burney

Traffic Survey Senior Traffic Transportation Expert Expert (Site Engineer Senior Traffic Engineer (Office Work) Survey Work) Usman Riaz Khurshid Alam Dr. Ashraf Javed Qayyam Awan

Traffic Engineer Traffic Engineer Pedestrian Traffic Count Road Inventory OD Survey Movement M. Shoaib Majeed Sajid Latif Survey Survey Teams Survey rrrr

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Figure 1.3: Project Team Organogram

In chapter 5, issues and problems are identified from the basic collected data which is being projected for the future. Gaps between demand and supply for major roads and intersections are identified.

In chapter 6, Transportation Development Strategies have been provided to regulate the traffic. Overall Transport policies are also

In chapter 7, solution for each problem is identified. These solutions are divided into short-term and long-term perspective. Priorities have been set among measures and cost- benefit analysis is conducted for major proposals.

In chapter 8, implementation and action plan is prepared for major projects.

Development of Traffic Management Plan for Four Cities (Abbottabad) PROPOSED WORK PLAN

Weeks Sr.# Item of Work Activities Project Deferred Due to Administrative Reason (Feb 2015-June 2017) 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 IS IP 20 21 22 23 24 25 26 1 Kick Off Meeting Key issues, approach and team organization

Selection of standard traffic surveys, aims, objectives and methodology of these surveys 2 InceptionReport Approval of Inception Report i/c Zoning and Survey Stations by UPU W Data Collectioii Plan for Abbottabad a c_ Traffic count survey i 3 Traffic Data Road inventory survey Origin-Destination survey P Pedestrain movement survey 0 Tabulation of Data and Submission a Analysis of traffic data VI 4 Draft Report Preperation of transport plan Submission of Draft Reports ★ Stakeholder Draft Report to be shared with all the 5 Dissemination stakeholders ★ Workshop Discussion/ Comments of stake holders 6 Final Report Amendments and review of Reports Submission ofFinal Reports ★

No,e: Date of Commencement = 10/07/2014 Date of Complition = 15/01/2015 Submission ofFinal Reoort =31/08/2017

2. REVIEW OF EXISTING INFORMATION, ISSUES AND PROBLEMS

2.1. ROAD NETWORK OF KPK

In KPK, the road network consists of 9,100 km of provincial highways, secondary roads and rural roads. About 5,000 km of these roads are paved. The Pakhtunkhwa Highway Authority (PHA) is responsible for 2,380 km of provincial highways that connect all districts and provide links to the neighboring provinces. The remaining 6,720 km roads are managed by the local governments in the 24 districts. The road network of KPK is shown in Fig.2.1 (World Bank).

2.2. TRANSPORTATION IN ABBOTTABAD

The estimated population of Abbottabad is 1,430,238. Based on the 1998 growth rate, the city’s population has been growing at an average annual growth rate of about 1.8%. Since population and economy of Abbottabad are foreseen to grow steadily in the future, it is important to have an appropriate traffic management plan for the city.

District Abbottabad has an underdeveloped road network. The main cities and towns are linked with metalled roads. As per report by the Bureau of Statistics Peshawar, total road network as in 2003-04 is 1,443 km. Many farms to market roads have been developed in the past decades to link the major cities/ towns to adjoining villages / settlements (ERRA, 2007).

The nearest railway station is located in Havelian, which is the last station on the Pakistan Railway network in northern side. The station is approximately thirty minutes’ drive towards south from Abbottabad city center.

Passengers to national and international destinations have to use the Peshawar or Islamabad Airports as there is no nearby airport with scheduled flights.

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Figure 2.1: Road Network of KPK (Source: Google)

2.3. ABBOTTABAD’S ROAD NETWORK

Despite being one of the most populated cities in Khyber Pakhtunkhwa, the road network of this city is not very large. Its road network has primarily developed along the Karakorum Highway and Murree Road and has spread out with various settlements in the city without much planning as shown in Fig. 2.2.

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Figure 2.2: Major Arteries of Abbottabad (Source: Google Maps)

Major transportation arteries of the city are listed below (also see Fig.2.6):  Karakorum Highway  Circular Road  Hospital Road  Murree Road  Jinnah Road

 Liaqat Road  Kacheri Road  Allama Iqbal Road  College Road  Kakul Road  PMA Link Road  Main Bazaar Road  Kunj Road A brief description of each major artery is given below: a) Karakorum Highway (National Highway N-35) The Karakorum Highway is one of the two major highways that run through the city. It starts at Chamba Bridge on the Haripur-Abbottabad border and extends up to Mansehra-Abbottabad border at Abbottabad international medical college. Its length within Abbottabad is 10.8 km. In Abbottabad it starts at General Bus Stand. Upto Fawara chowk, it is 2-lane single road with carriageway width varying from 14.3 m to 14.9 m. From Fawara chowk upto Lady Garden, it is 2-lane dual road with carriageway width of 7.1 m to 7.8 m (either side) with New Jersey Barrier central median. From Lady Garden upto Kala Pull carriageway width varies from 6.0 m to 7.8 m (either side) with 1.2 m central median. From Kala pull upto Abbottabad international medical college , it is 2-lane single road with carriageway width varying from 6.7 m to 14.7 m. This highway plays a very important role in the city connecting many local roads to the national road network. Fig. 2.3 gives a pictorial depiction of the KKH within Abbottabad city.

Figure 2.3: Views of Karakorum Highway (Source: AAA)

Mansehra city is located on this road to the north of Abbottabad city while Havelian city is located towards the south. This road is very busy not only as it takes all of

the intercity traffic to and from the Northern Areas but also handles bulk of the traffic within the city. The traffic mix includes buses, cars, wagons, pickups, trucks and other private vehicles. b) Murree Road Murree Road is the other major highway that runs through the city. It enters the city at the border village of Barrian and joins the Karakorum Highway inside the cantonment.

Fig. 2.4 shows the Murree Road while passing through Abbottabad city. Murree road within Abbottabad city is 2-lane single carriageway .It starts at Murree chowk on KKh and ends at Thandiani chowk on Murree road having length of 4.5 km. Carriageway width varies from 7.5 m to 9.0 m.

Figure 2.4: Murree Road (Source: AAA)

Dhamtore, Nathia Gali, Dunga Gali, Ayubia & Murree are located on this road. The total length of this road is about 58 Km from Abbottabad to Murree. This road is very important in terms of tourism and has been upgraded in the recent years to a high speed highway. Pickups, Wagons and private vehicles are the main mode of transport on this road.

c) Circular Road It starts at Jinnah Road near Abbottabad Hockey Stadium and joins Shaheen chowk which leads to Karakorum Highway near FF Center. It is 2-lane dual carriageway road with 3.2 m central median upto panjpir chowk having carriageway width of 7.3 m to 7.5 m (either side). From Panjpir chowk upto sherwan chowk it is 2-lane single road having carriageway width of 6.5 m. It’s total length is 2.7 km and connects to other roads on the way. This road also works as a bypass for Sherwan road. Fig. 2.5 shows the start point of Sherwan road in the city.

Figure 2.5: Start of Sherwan Road on Circular Road (Source: AAA)

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Figure 2.6: Major Transportation Arteries of Abbottabad (Source: Google Earth)

d) Jinnah Road It starts at Fawara Chowk on Karakorum Highway and passes through Eid Gah Road, Pine View Road, Allama Iqbal Road and terminates at Jinnah road (shaheen chowk) near Army Baloch Center. Total length of the road is 1.43 km. It is 2-lane single road having carriageway width from Fawara chowk to shaheen chowk as 12m, from shaheen chowk to kacheri chowk as 9 m and from kacheri chowk to shaheed chowk as 14.2 m. e) Kakul Road It starts at Karakorum Highway and terminates at PMA link Road. Its total length is 3 km. Average width of this road is about 12m. This is the major access road for Kakul Military Academy. Fig. 2.7 gives views of the Kakul Road.

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Figure 2.7: Kakul Road (Source: AAA)

f) College Road It starts at Karim Pura Chowk on Karakorum Highway and terminates at Hospital Road near DHQ Hospitals. Its total length is 0.65 km. Width of this road varies between 6 m to 8m. g) Hospital Road It starts at Karakorum Highway near Eid Gah Road and terminates near Abbottabad Golf Club where it continues to the Murree Road with the name of Chinar Road. Its total length up to Abbottabad Golf Club is 1.8 km. Width of this road varies between 7 m to 9 m. h) Kacheri Road It starts at Jinnah Road and terminates at Pine View Road. Its total length is 0.76 km. Width of this road is from 5m to 6m

18 i) PMA Link Road It starts at Missile Chowk on Karakorum Highway and terminates at Murree Road near Women Medical Collage. Its total length is 5 km Width of this road varies between 7 m to 9 m.

This road leads to Jinnah Colony and Habibullah Colony. The traffic from Mansehra to Murree road takes the main KKH and turn off directly on Murree road. j) Allama Iqbal Road It starts at Karakorum Highway near Lady Garden Park and terminates at Circular Road. Its length is 1.05 km. Width of this road varies between 8m to 10m.

2.4. CURRENT TRANSPORTATION ISSUES

Traffic congestion in Abbottabad has become a major issue and is getting worse with every passing day. Numerous reasons are accelerating the intensity of this problem. With the growing population of Abbottabad and poor public transport infrastructure in city, the vehicle ownership has also increased to an alarming level causing a persistent state of traffic jam on the city roads. The congestion during morning and evening peak hours is even more because of the commuters from Mansehra, Havellian and Haripur who come to schools and businesses in Abbottabad. The Intercity traffic on KKH merges into Intra city traffic and creates bottlenecks.

Some of the major issues observed by the Consultant during the site visit are described below:

2.4.1. Unplanned Change in Land Use

Abbottabad offers good medical, commercial and educational facilities for the people of the province. This creates an attraction for to the people of the adjoining areas to migrate towards this city and influences the land use patterns of the city.

Natural events also influence the land use patterns of a region. They cause changes in the natural environment and interact with the human decisions of land use ultimately causing land-use change. The earthquake of 2005 was one such major natural event in district Abbottabad that significantly altered the pattern of land-use.

Increased migration was seen after the Earthquake of 2005 as people from adjoining earthquake affected areas moved here. Although Abbottabad was also hit by the earthquake, the damage to its infrastructure was not as severe as in other earthquake hit areas. Table 2.1 shows the changes in land use for 1998, 2005 and 2009. While the city of Abbottabad has been growing rapidly over the past few decades, no master plan has been implemented to regulate its development and expansion in order to tackle the issues effectively. (Raza, 2012)

Table 2.1: Land Use Distribution for Different Land Use Classes

1998 2005 2009

S.No Laud use Area Area Area

2 2 2 Classes (km ) (%) (km ) (%) (km ) (%)

1 Senlement 987.8276 50.169 1064.244 54.050 1170.767 59.46

a-1 Vegetation 217.6335 11.053 467.95255 23.766 196.9 10

3 Water 20.4776 1.040 36.3674 1.847 26.9753 1.37

4 Forest 235.1576 11.943 299.7211 15.222 290.8213 14.77

5 Bare land 507.8838 25.794 100.7143 5.115 283.5360 144

(Source: Raza, 2012)

2.4.2. Poor Public Transportation System

Currently, the public transport system is under-developed, inefficient and unregulated. There is no planning for the routes and scheduling. Mainly private transporters are responsible for the operation of vehicles (Pickups & Wagons) on major arteries of the city and they have developed a monopoly over this sector. A large number of illegal vehicles are also operating on the routes without any permit. The multitude of these small vehicles tends to generate more travel demand on the road network.

Due to lack of effective mass transportation system in the past, trend towards private transport increased which caused a rapid rise in number of private vehicles. Pickups & Wagons are major sources of local transport within the city. A large number of pickups cause traffic jams during peak hours. Development of a proper public transportation system is vital to discourage the use of private vehicles and to solve the traffic issues in the city.

2.4.3. Lack of Parking Spaces

The bylaws of the development authorities regarding parking spaces for commercial areas have kept inadequate spaces for parking which too were not implemented most of the time. This has resulted in vehicles being parked on the side as well as along main roads creating obstruction for moving traffic, e.g. the Karakoram Highway is a major road, but parking spaces on this road are not enough for parking causing through traffic to back up. Similarly parking facilities inside main bazaars are not enough, and vehicles are mostly parked on road sides, which create problems for pedestrians as well as vehicular traffic.

2.4.4. Lack of Departmental Coordination

Another major issue is that of governance or the lack of it, which is exacerbating the problem. For instance, there are number of government bodies responsible for managing and planning the traffic and transport issues of the city. But the roles and responsibilities of all these departments overlap. Additionally, they work in isolation and coordination is somewhat missing, which leads towards traffic problems.

2.4.5. Lack of Awareness of Traffic Rules

On one hand the local public is mostly unaware of the traffic rules, which are made for their safety. There is no system of driver training and education either at the time of issuance of driving licenses or thereafter. Anyone can get a license while sitting at home without going through any written test to check his/her knowledge of traffic rules or to verify his practical driving skills on the road. Resultantly, we have one of the most illiterate societies in the world with respect to knowledge of driving rules.

2.4.6. Non-Implementation of Traffic Rules

Since independence no improvement in the system of Traffic Wardens has been introduced in the city. The existing system of Traffic Wardens remains restricted and ineffective due to lack of number of wardens, which results in the culture of the rich & powerful getting away with traffic violations.

2.4.7. Non Availability of Right of Way

Since the city mostly falls in a mountainous terrain, the required right of way for the roads is generally not available. Moreover, encroachments on the road further reduce the space available for movement of the traffic, which is another cause of traffic problems. Mostly, available right of way is occupied by vehicles for parking purpose due to lack of parking spaces in the city, which causes traffic congestion on roads.

2.4.8. Lack of Road Maintenance

Due to general weakness of the economy in the past, there has been a scarcity of available funds for maintaining existing roads and developing new routes. Lack of proper drainage and inadequate maintenance meant that parts of city roads are often in poor conditions resulting in increased travel time and congestions.

2.4.9. Lack of Facilities for Pedestrians

Pedestrian movement is a major problem for traffic congestion on roads. In Abbottabad city pedestrian movement is frequent, but facilities for pedestrians are not enough. There are no proper footpaths for pedestrian movements which encourage pedestrians to move on the roads causing traffic congestion as well as hazard for the pedestrians.

REFERENCES:

Pakistan Economic Survey (2007-08a). Transport and Communications-, 223-224. Available online at: http://www.finance.gov.pk/survey/chapters/14-Transport%20final08.pdf (Accessed: 10/08/14)

Pakistan Economic Survey (2007-08b). Transport and Communications-, 224-226. Available online at: http://www.finance.gov.pk/survey/chapters/14-Transport%20final08.pdf (Accessed: 10/08/14)

Pakistan Economic Survey (2007-08c). Transport and Communications-, 226-228. Available online at: http://www.finance.gov.pk/survey/chapters/14-Transport%20final08.pdf (Accessed: 10/08/14)

World Bank. ANNEX 10 – TRANSPORT SECTOR- Available online at: http://siteresources.worldbank.org/PAKISTANEXTN/Resources/Publications-and- Reports/Annex10.pdf (Accessed: 11/08/14)

ERRA (2007). Abbottabad District Profile- Available online at: http://www.erra.pk/reports/kmc/abbottabadprofile200907.pdf (Accessed: 11/08/14)

Raza (2012). “Land-use change analysis of district Abbottabad, Pakistan: Taking advantage of GIS and Remote Sensing Analysis.” A scientific journal of COMSAT, Vol. 1 &2.

3. FRAMEWORK OF DATA COLLECTION

This chapter mentions the methodology, which the Consultant adopted to obtain the data required to complete this study.

3.1. DATA COLLECTION & CO-ORDINATION WITH DEPARTMENTS

During traffic surveys stage, the Consultants collected the necessary data and coordinated with following departments:-  Communication and Works Department.  Local Government.  National Highway Authority.  City Traffic Police.  Cantonment Board of the City.  Excise and Taxation Department.  Deputy Commissioner’s Office  PK Highway Authority

3.2. ZONING OF CITY

Zoning is a technique of land-use planning used by local governments and town planners in almost all the countries. The word is derived from the practice of designating mapped zones which regulate the use, form, design and compatibility of development.

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 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 those 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 the property in question.

3.2.1. Functional zoning – categories

Basically, urban zones fall into one of five major categories:

 Residential,  Mixed residential-commercial,  Commercial,  Industrial  Special (e.g. power plants, sports complexes, airports, Shopping malls etc)

The development of Abbottabad city, however, has not been done on the basis of above-mentioned categories and there is an overlapping of land-use throughout the city limits. Therefore for the purpose of this assignment, zoning has been done by using the metropolitan boundaries on one hand and the major road arteries running through the city on the other. Hence the zones being considered are bound by the following:

 Abbottabad City boundary  Karakorum Highway  Murree Road  PMA Road  Sherwan Road

Accordingly, overview plan showing four zones namely Zone A, Zone B, Zone C and Zone D for the Abbottabad city is shown in Fig 3.1 (A3 Size). Each zone with its boundary along with the road network has been shown on A4 size in Figs. 3.2 to 3.5.

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Figure 3.2: Zone A of study area

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3.3. SELECTION OF TRAFFIC SURVEY STATIONS

As discussed in the kick-off meeting held in UPU on August 5, 2014 and in line with the TOR, a program for a reconnaissance visit was prepared and intimated to UPU.

Accordingly, a traffic survey team comprising the following members made a visit of Abbottabad along with a representative of UPU:-

 Waqar Ahmed Khan Tanoli Team Leader/Focal Person UPU, KPK M/S AAA Staff:  Usman Riaz Senior Traffic Engineer  Dr. Muhammad Ashraf Javid Transportation Expert  Qayyem Awan Traffic Survey Expert  Muhammad Shoaib Majeed Traffic Engineer

The aim of this visit was to:-  arrange the meeting with Police department to provide requisite security and survey performance facilities.  finalize the traffic survey stations for: . traffic counts for Links . traffic counts for Intersections . O&D survey . Pedestrian Movement survey . Parking and bus terminal surveys Various locations, nodes/ junctions and mid-blocks where traffic backlogs are very frequent throughout the day were identified during the Reconnaissance Survey and were finalized with the UPU during the meeting at UPU Peshawar Office on September 16, 2014.

Ten Traffic Count Survey stations and four Origins - Destination survey stations were finalized, details of which are given below:-

Traffic Count Survey Stations a) General Bus Stand (A1) b) Near Lady Garden on KKH (A3) c) Murree Road (At Chinar Road Intersection) (A4) d) Kakul Road (A5)

e) Missile Chowk (A6) f) Fawara Chowk (A2) g) Sherwan Road (A7) h) Near Frontier Medical College (A8) i) Thandiani intersection on Murree Road (A9) j) Old College Road on KKH (A10)

Origin & Destination Survey Stations:-

a) General Bus Stand (AO1) b) Murree Road (AO2) c) Ayub Medical College on KKH (AO3) d) Sherwan Road (AO4)

3.4. TRAFFIC COUNT SURVEY STATIONS

Following sub-sections describe the details of each traffic count station. During reconnaissance visit pictures were taken for each point and are presented here:-

a) General bus Stand (A1)

This station is located on KKH and is at start of Abbottabad city. At this station, the incoming and outgoing traffic was counted. The location of this station is shown in Fig 3.6 below. Site pictures taken during reconnaissance survey by the consultant are shown in Fig 3.7.

b) Fawara Chowk (A2)

This station is located on KKH and it is close to Fawara Chowk. At this station, the incoming and outgoing traffic was counted on KKH (N-35), Kunj Road and Jinnah Road. The location of this station is shown in Fig 3.8.

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Figure 3.6: Location of Traffic Count Survey Station (A-1)

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Figure 3.7: Site View of General Bus Stand (A1) (Source: AAA)

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Figure 3.8: Location of Traffic Count Survey Station (A-2)

c) Near Lady Garden on KKH (A3)

This station is located on KKH and it is close to Lady Garden. At this station, the incoming and outgoing traffic was counted on KKH (N-35), Circular Road and Jinnah Road. The location of this station is shown in Fig 3.9 below.

Figure 3.9: Location of Traffic Count Survey Station (A-3)

d) Murree Road (At Chinar Road Intersection) (A4)

This station is located at the intersection of Murree Road and Chinar Road close to the Abbottabad Golf Club. At this station, the incoming and outgoing traffic was counted on Murree Road, Chinar Road and Narrian Link Road. The location of this station is shown in Fig 3.10.

Figure 3.10: Location of Traffic Count Survey Station (A-4)

e) Kakul Road (A5)

This station is located at intersection of KKH (N-35) and Kakul Road. At this station, the incoming and outgoing traffic was counted on KKH (N-35) and Kakul Road. The location of this station is shown in Fig 3.11 below.

Figure 3.11: Location of Traffic Count Survey Station (A-5)

f) Missile Chowk (A6)

This station is located at intersection of KKH (N-35) and PMA Link Road near Daewoo Bus Terminal. At this station, the incoming and outgoing traffic was counted on KKH (N-35), PMA Link Road and Old College Road. The location of this station is shown in Fig. 3.12.

Figure 3.12: Location of Traffic Count Survey Station (A-6)

a) Sherwan Road (A7)

Sherwan is a Union council of Abbottabad District. Incoming & outgoing traffic was counted at this station. Sherwan road starts from circular road and it connects different localities with Abbottabad and Sherwan. Banda Khair Ali Khan, Kothiala, Amirabad, Bammochi Kalan and Sherwan are some localities connected with Abbottabad by this road. The location of this station is shown in Fig. 3.13 below. b) Near Frontier Medical College (A8)

This survey station is located on northern outskirts of the city on the Karakoram Highway. At this station, the incoming and outgoing traffic was counted on KKH (N-35). The location of this station is shown in Fig. 3.14.

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Figure 3.13: Location of Traffic Count Survey Station (A7) (Source: AAA)

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Figure 3.14: Location of Traffic Count Survey Station (A8) (Source: AAA)

c) Thandiani Intersection on Murree Road (A9)

This survey station is located on Murree Road. At this station, the incoming and outgoing traffic was on this road as well as the road leading to Thandiani. The location of this station is shown in Fig. 3.15 below.

Figure 3.15: Location of Traffic Count Survey Station (A9) (Source: AAA) d) Old College Road on KKH (A10)

This survey station is starts from Karakoram Highway near Messile chowk. At this station, the incoming and outgoing traffic was counted . The location of this station is shown in Fig. 3.16 below.

Figure 3.16: Location of Traffic Count Survey Station (A10) (Source: AAA)

3.5. ORIGIN & DESTINATION SURVEY STATIONS a) General bus Stand (AO1) This station is located on KKH and it is at start of Abbottabad city. At this station, the incoming and outgoing traffic into the Abbottabad City was interviewed. The location of this station is shown in Fig 3.17 below.

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Figure 3.17: Location of O/D Survey Station (AO1) b) Murree Road (AO2)

This station is located just before the intersection of Murree Road and PMA Road and it is close to Garri Panna Chowk. At this station, the incoming and outgoing traffic into the Abbottabad City was interviewed. The location of this station is shown in Fig 3.18. c) Near Missile Chowk on KKH (AO3)

This station is located at intersection of KKH (N-35) and PMA Link Road near Daewoo Bus Terminal. At this station, the incoming and outgoing traffic into the Abbottabad City was interviewed. The location of this station is shown in Fig. 3.19.

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Figure 3.18: Location of O/D Survey Station (AO2)

Figure 3.19: Location of O/D Survey Station (AO3) d) Sherwan Road (AO4)

This station is located on Sherwan road near Shimla hill. At this station, the incoming and outgoing traffic into the Abbottabad City was interviewed. The location of this station is shown in Fig. 3.20 below.

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Figure 3.20: Site Views of Sherwan Road (AO4) (Source: AAA)

3.6. LOCATION OF PARKING, PEDESTRIAN AND BUS TERMINAL SURVEYS

3.6.1. Location of Parking Surveys

Several locations were selected in identified four zones to do survey for legally and illegally parked vehicles. The parking survey was conducted for 6 hours from 9:00 AM to 3:00 PM. Fig. 3.21 shows the locations of parking surveys.

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3.6.2. Location of Pedestrian Surveys

To know the volume of pedestrian movements at different locations, pedestrian counts were conducted. Six locations were selected for this purpose as shown in Fig. 3.22 considering the land use activity and potential pedestrian volume. This survey was conducted for eight hours from 11:00 AM to 7:00 PM.

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Figure 3.22: Locations of pedestrian counting survey

3.6.3. Location of Bus Terminal Surveys

Bus terminal survey was conducted in order to know the cuurent supply of intracity and intercity public tranpsort vehicles and physical characterisitcs of bus terminlas. Locations were selected for bus terminal surveys as shown in Fig. 3.21.

Figure 3.23: Locations of bus terminal surveys

3.7. METHODOLOGY FOR CONDUCTING TRAFFIC SURVEYS

Selected standard traffic surveys to be conducted at Abbottabad under the TOR were:

 Traffic Count (including Vehicles composition) Survey  Road Inventory Survey  Origin-Destination Survey  Intersection Turning Movement Survey

 Pedestrian Movement Surveys

In addition to the above surveys enlisted in the TOR, the Consultants also conducted the following additional surveys on the request of the UPU:

 U-Turn Surveys  Bus Terminal Survey  Parking Surveys

Draft Performa’s to conduct above mentioned surveys that were duly discussed with the UPU and approved by them are attached in the report as Annexure-I.

Details of the aims, objectives and methodology of the above mentioned surveys are given in the following sections.

3.8. PURPOSE, SIGNIFICANCE AND METHODS OF EACH SURVEY TYPE

3.8.1. Traffic Counts Survey

3.8.1.1. Objectives

The consultant carried out the traffic count surveys for:

 Design and management of road and traffic system  Selecting geometric standards  Economic analysis and determination of priorities  Warrant 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

3.8.1.2. Method of Counting

Manual counting method was adopted for traffic counts at selected locations. There were three / four teams (as shown in fig below) at a junction (depending on the number of

46 arms or legs) and a supervisor who monitored the activities at the junction. For links, two teams were used. The counts were conducted for 24, 16 and 12 hour’s duration depending on the location (see table 3.2 for details at end of this chapter). Counts of 24 & 16 hours were conducted in two shifts. Fig 3.24 schematically shows location of traffic count teams at a typical intersection. Each team consisted of two enumerators to carry out the traffic counts on particular arm of the intersection.

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Figure 3.24: Schematic View of Locations of Traffic Counts Teams

3.8.1.3. 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)

An origin-destination study is used to determine travel patterns of traffic on an installation during a typical day. They are useful in assisting long-range traffic planning, especially when there are substantial changes anticipated in the installation mission or strength.

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Figure 3.25: Surveyors Conducting Road Side OD Surveys (Source: AAA)

Origin-destination (OD) surveys provide a detailed picture of the trip patterns and travel choices of a city’s or region’s residents. 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:

 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 three survey stations as mentioned above by one team within duration of 12 hours at each selected location.

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. In this type of OD study, drivers are directly interviewed or vehicles are monitored (typically via license plates) at a set of roadside stations to determine their travel characteristics through the study area (Used for this study). Fig. 3.26 shows a schematic plan of roadside interviews.

upmu isifli wtn -— # o* o* o Signs: Legend: 1 Traffic survey, please 1 - Interviewer stop if requested P - Policeman/woman - Traffic cones 2. Stop here for interview g 3. Thank you - Temporary road signs L 4 Traffic survey, drive " hh-Vehicle-interview bay with extra care A - Line at which traffic is samoled Figure 3.26: 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.

49 iii. Tag-on-Vehicle Survey. In this method, drivers are stopped at roadside stations where a color-coded identifier is placed on the bumper, front window, or radio antenna of passing vehicles.

Each roadside station has one unique color assigned to it. Data collectors at each station then record the passing vehicles’ tag color (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 are designed to capture vehicle movements (total traffic and heavy vehicles), as well as pedestrian and bicycle activity through a U-turn for a designated amount of time.

Using Movement Survey at U-turns data was collected regarding number of vehicles turning at U-turns. Turning vehicles also cause hindrance in traffic as they have to give way to the traffic going through. This data is very useful in the preparation of the traffic management plan of the city.

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 8 hours. Manual counting technique was used for conducting surveys in which data was counted by using hand tally and manual.

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 3.27). There was one team at the selected Pedestrian crossing, which worked for 3 hours.

Figure 3.27: Pedestrian Crossing the Road (Source: Google)

The pedestrian counts were conducted at selected locations for 8 hours from 11:00 AM to 7:00 PM.

3.8.5. Road Inventory Survey

Road Inventory survey was conducted to assess:-  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 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

The nature and quality of facilities at bus terminals of both urban public transport and intercity public transport bus service along with quality of bus service, affect the people potential to use transit service. To make improvements in the service, it is vital to do assessment of the terminal facilities and operational frequency of each bus / para-transit operator. This assessment provides the ways for the improvements of the facilities. Therefore, this survey was conducted to make an overview regarding the type and quality of public transport services and their terminal facilities.

3.9. SCHEDULE OF TRAFFIC SURVEYS IN ABBOTTABAD

The Schedule of Surveys as discussed and finalized with Team Leader UPU is shown in Table 3.2. Composition of Survey Teams is also given.

3.10. TRAFFIC DATA COLLECTION AND ANALYSIS

Based on the outcomes of these surveys, the consultant identified major weaknesses and constraints in the current traffic management and operation system.

The analysis was conducted for the existing traffic control measures and devices, geographic modifications and maintenance practices that were adopted in the city and critically evaluated their advantages and effectiveness and conversely the flaws, and hence evaluate and prioritized the potential improvement projects and strategies that could solve the issues.

The collected data was analyzed for peak hour traffic volume for each traffic counts types. The demand-capacity analysis was conducted for the existing road network using HCS or SYNCRO software. From traffic counts, Annual Average Daily Traffic (AADT) was calculated using weekly & monthly variations factors published by National Transportation Research Centre. From these analyses the gaps and problems were identified for the transportation infrastructure in the city.

Table 3.2: Schedule of Traffic Surveys for Abbottabad I/C Team Composition TRAFFIC COUNTS ROAD & TURNING BUS PEDESTRIAN PARKING Date Day O-D SURVEY JUNCTION MOVEMENT TERMINAL Location 1 Location 2 Location 3 SURVEY SURVEY INVENTORY SURVEY SURVEY Frontier General Bus Old College Medical College Stand Road Zone B & C Zone B & C 24-09-14 WED (24 hours) (24 hours) (14 hours) [2S] [2S] [1S+4E 2 shifts] [1S+4E 2 shifts] [1S+6E] Sherwan / Chinar Road I/S Fawara Chowk Simla Hill Murree Road Zone A & D Zone A & D 25-09-14 THU (16 hours) (16 hours) (12 hours) [2S] [2S] [1S+6E 2 shifts] [1S+4E 2shifts] [1S+8E] Frontier General Bus Mizaeel Sherwan / General Bus Medical College Stand (Missile) Chowk Zone B & C 26-09-14 FRI Shimla Hill Stand (24 hours) (24 hours) (14 hours) [2S] [2S+2E] [1S+1E] [1S+4E 2 shifts] [1S+4E 2 shifts] [1S+6E] Lady Garden Thandiani / Kakul Road Ayub Medical on KKH Murree Road Zone A & D 27-09-14 SAT (12 hours) College (16 hours) (16 hours) [2S] [1S+6E] [2S+2E] [1S+8E 2 shifts] [1S+6E 2 shifts] Frontier General Bus Medical College Stand Murree Road Zone B & C 28-09-14 SUN (24 hours) (24 hours) [2S+2E] [2S] [1S+4E 2 shifts] [1S+4E 2 shifts] Frontier General Bus General Bus Medical College Stand Zone A & D 29-09-14 MON Stand (24 hours) (24 hours) [2S] [2S+2E] [1S+4E 2 shifts] [1S+4E 2 shifts]

Note: S: Supervisor, Jr. Engineer, E: Enumerator)

4. TRANSPORTATION DEMAND CAPACITY CHARACTERISTICS

4.1. RESULTS OF OD SURVEY

4.1.1. Present OD Matrix

Almost 1196 OD interview surveys were conducted at four selected locations as presented in chapter 3. The origin destination (OD) survey was conducted to explore the trip generation and attraction patterns between different parts of the city. For this purpose, the study area was divided into four zones (i.e. A, B, C, D) as presented in Chapter 3. In addition to four zones of study, four quadrants were identified after conducting OD survey to make trip generation/ attraction pattern more understandable from traffic management perspective. These quadrants include O1: Haripur side, O2: Mansehra Side, O3:Murree Side, and O4: Sherwan Side. The name to each quadrant is given seeking the location of OD survey. The trips were allocated to each zone and quadrant deeming the origin and destination of each trip. The OD matrix is presented in Table 4.1. It is worth noting that zone C has highest trip generation and attraction share and zone B possesses least share both in trip generation and attraction. The major source of trip generation and attraction of zone B is the presence of many educational and medical facilities and commercial activities. In outer quadrant, the most trips generate from Haripur side and least trips from Sherwan side. Most of the commuting and educational trips are generated from and attracted to Haripur side. This generation and attraction put much traffic demand near GBS and Fawara Chowk and on KKH which results traffic jam most of the time of day.

Table 4.1: OD matrix for Abbottabad City Based on Survey Data

Destinations Total Origins A B C D O1 O2 O3 O4 (Generation) A 16 19 52 30 21 16 3 7 164 B 24 5 9 3 15 11 5 5 77 C 45 5 27 15 62 33 42 43 272

D 42 6 23 16 22 14 24 12 159 O1 32 21 55 17 9 90 3 5 232 O2 5 3 19 11 65 7 110 O3 7 5 37 17 5 2 1 1 75 O4 2 12 26 12 1 1 54 Total 173 76 248 121 200 173 78 74 1196 (Attraction)

4.1.2. Distribution of OD Trips across Vehicle Type

In OD survey for motorized vehicles, the share of private car and motorcycle is almost 54% as shown in Fig. 4.1. The share of public transport vehicles is approximately 30%. The share of delivery and other trucks is around 5% in the selected sample of OD survey.

0 Motorcycle 4° O ( ■ 4% [5% ■ Rickshaw 3° 0% ■ Car 4° ■Taxi 3% ■ Passenger pickup ■ Hiace Wagon ■ Mini bus I70* ■ Bus I Pickup 39° ■Delivery truck ■ 2-axle truck 3-axle truck

Figure 4.1: Share of each vehicle type in OD survey

In OD survey, almost 76% respondents own private vehicle and 23% were company vehicles. It means some of the public transport vehicles are running on individual’s basis and some are provided by some private companies to operate.

4.1.3. Distribution of Trips at Origin and Destination by Trip Purpose

Figure 4.2 shows that the most of the trips originate at home and work place. The share of school based trip is much lower because OD survey was conducted from the drivers of vehicles which include private car, motorcycle and public transport and

56 commercial vehicles. This OD survey did not include trips of passengers of private and public transport vehicles. Figure 4.3 shows that most of the trips terminate at work and business places. Almost 19% drivers trip terminate at home.

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Figure 4.2: Trip distribution at origin by trip purpose

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Figure 4.3: Trip distribution at destination by trip purpose

Table 4.2 presents a trip matrix by trip purpose at origin and destination.

Table 4.2: Distribution of trips at origin and destination by trip purpose

Trip purpose at Trip purpose at destination origin At Home At work To school Business Private Other Total At Home 41 178 12 107 101 25 464 At work 94 248 2 31 11 2 388 To school 16 9 2 4 1 2 34 Business 24 34 0 155 9 0 222 Private 43 10 1 6 16 0 76 Other 4 2 0 2 3 1 12 Total 222 481 17 305 141 30 1196

The maximum home based trips generate in the evening for shopping and recreational purpose. Fig. 4.4 shows that the pattern of work based trips generation is almost same from morning to the evening and maximum occurs between 2-3 PM. The maximum work trips attracted after noon as shown in Fig. 4.5. The private trips are generated and attracted more in the morning.

pm 5:00 PM-6:00 PM

3:00 PM-4:00 PM 2:00 PM-3:00 PM 1:00 PM-2:00 PM

11:00 AM-12:00 PM 10:00 AM-ii:00 AM 9:00 AM-10:00 AM 8:00 AM-9:00 AM

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Share of trip purpose at Origin (%) ■ At home ■ At work BAt 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 5:00 PM-6:00 PM 4:00 PM-5:00 PM 3:00 PM-4:00 PM 3 o 2:00 PM-3:00 PM Q) 1:00 PM-2:00 PM E 12:00 PM-1:00 PM 11:00 AM-12:00 PM 10:00 AM-11:00 AM 9:00 AM-10:00 AM 8:00 AM-9:00 AM

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Share of trip purpose at destination (%) At home ■ At work ■ At school ■ Business ■ Private BOther

Figure 4.5: Distribution of trip purpose type at destination with time

Fig. 4.6 shows the distribution of vehicle share with the time. The private car traffic generated more in afternoon and in the evening as compared to morning. Motorcycle traffic is more prominent in the afternoon. The share of other vehicles with respect to time of the day is given in Fig.4.6 below.

7:00 PM-8:00 PM 6:00 PM-7:00 PM Motorcycle 5:00 PM-6:00 PM Rickshaw 4:00 PM-5:00 PM Car Taxi _ 3:00 PM-4:00 PM Passenger pickup 8 2:00 PM-3:00 PM Hiace Wagon | 1:00 PM-2:00 PM Mini bus ^ 12:00 PM-1:00 PM Bus 11:00 AM-12:00 PM Pickup 10:00 AM-11:00 AM Delivery truck 2-axle truck 9:00 AM-10:00 AM 3-axle truck 8:00 AM-9:00 AM 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% Share of each vehicle types (%) Figure 4.6: Share of vehicle type with time

4.1.4. Trip Maker’s Assessment of Their Journey

Figure 4.7 shows that almost 40% of the drivers are not satisfied with the driving comfort or traffic conditions on the road network. Figure 4.8 shows the drivers response for traffic congestion in the city. Traffic situation is bad according to 57% of the trip makers.

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i Very good Good So-So Bad Very Bad

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Figure 4.7: Trip maker’s assessment about driving comfort/ road conditions

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i Very good I Good So-So I Bad 23% Very Bad

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 in following-subsections.

4.2.1.1. General Bus Stand Traffic counts for 24 hours at General Bus Stand location were conducted for four days. The results of traffic counts for this link are shown in Fig. 4.9and 4.10. Fig. 4.9 depict that traffic volume per hour is highest for Saturday at most of the day time for outbound trips (from Abbottabad to Haripur) and Sunday accounts lowest volume. This situation arises because most of the trips made from Haripur towards Abbottabad city during day time become outbound trips in the evening which results highest traffic volume. In Fig. 4.10 it is shown that the highest traffic volume occurs on Saturday and Sunday and peak hour traffic occurs on Saturday and in the evening which is same for outbound traffic volume. For this location in both directions, it is interesting to note that highest traffic volume occur on Saturday-Sunday instead of other weekdays.

Location: General Bus Stand Direction: Abbottabad to Haripur (24 Hours) 1600

MCU

1200

[ir.m

srij

1 600

? 400

%pp ^ +0 ^ ^ aV5P ^ ^ ^ <>* ^ ^ Time (hr) ■24-09-2014 (Wednesday) ■26-09-2014 (Friday) -27-09-2014 (Saturday) -M-28-09-2014 (Sunday)

Figure 4.9: Traffic volume pattern from Abbottabad to Haripur

Location: General Bus Stand Direction: Haripur to Abbottabad (24 Hours)

1200

:(!; I'

n::i.

— 600

" 400

X(j

^ ^ %%cP ^ ^ ^ ^ 0CP jfi o/sfi ,.

■24-09-2014 (Wednesday) -#-26-09-2014 (Friday) 27-09-2014 (Saturday) 28-09-2014 (Sunday) Figure 4.10: Traffic volume pattern from Haripur to abbottabad

4.2.1.2. Frontier Medical College (FMC) The traffic counts for FMC inbound and outbound trips were conducted only for three days where as traffic counts for other directions were conducted for four days from 8:00 AM to 7:00 PM. For FMC inbound and outbound trips, the maximum traffic volume occur on Friday and for inbound the peak trips arises in the morning between 9:00-10:00 AM and for outbound trips the peak traffic occurs between 12:00-2:00 PM as shown in Fig. 4.11 and 4.12 respectively.

The Fig. 4.13 depicts that there is slight variation in traffic volume at different times of the day and at different days of the week for trips from Mansehra to Abbottabad. Although the peak traffic volume occurs on Sunday for this direction the traffic volume on Sunday in the morning hours is less as compared with other days. The vehicular volume is less on Wednesday throughout the day. For traffic bound for Mansehra the two peak traffic volume occurs one is on Sunday afternoon around 1:00 PM and other is on Wednesday in the evening around 7:00 PM as shown in Fig. 4.14.

Location: Frontier medical College Direction: FMC Gate Inbound (12 Hours)

9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 Time (hr) -♦-24-09-2014 (Wednesday) 26-09-2014 (Friday) -*-27-09-2014 (Saturday)

Figure 4.11: Traffic volume pattern at FMC inbound

Location: Frontier medical College Direction: FMC Gate Outbound (12 Flours)

9:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 Time (hr) -♦-24-09-2014 (Wednesday) H^26-09-2014 (Friday) -*-27-09-2014 (Saturday)

Figure 4.12: Traffic volume pattern at FMC outbound

Location: Frontier medical College Direction: Mansehra to Abbottabad (24 Hours)

^ ^ a0sP ^ ^ ^ <>& -)*#> Time (hr) -24-09-2014 (Wednesday) -26-09-2014 (Friday) -27-09-2014 (Saturday) -28-09-2014 (Sunday)

Figure 4.13: Traffic volume pattern from Mansehra to Abbottabad

Location: Frontier medical College Direction: Abbottabad to Mansehra (24 Hours) 1200 i

^ ^ ^ a-?#5 ^ ^ <,& Time (hr) • 24-09-2014 (Wednesday) •26-09-2014 (Friday) - 27-09-2014 (Saturday) ■28-09-2014 (Sunday)

Figure 4.14: Traffic volume pattern from Abbottabad to Mansehra

4.2.1.3. Fawara Chowk Sixteen hour traffic counts were conducted at fawara chowk for different traffic directions. Fig. 4.15 shows the distribution of traffic volume for different traffic movements. The through directions from KKH to Haripur and general bus stand to KKH account highest traffic volume among all directions.

4.2.1.4. Lady Garden Fig. 4.16 shows that the highest traffic volume occurs for Mansehra to Abbottabad traffic directions and same direction possesses the morning and evening peaks and it is very realistic because major intercity traffic passes through KKH which results highest peak hour traffic for this direction.

Location: Fawara Chowk 09/25/2014 (Thursday) (16 Hours) 1400

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)

-Bus Stand to KKH(Mansehra) ■ Bus Stand to Courts —*-CourtstoHaripur H Courts to KKH W KKH to Courts -♦-KKH to Haripur

Figure 4.15: Traffic volume for different traffic movements at fawara chowk

Location: Lady Garden Intersection 09/26/2014 (Friday) (16 Hours)

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) * Bazaf to Chowk m Chowk to Bazar —i- Ahbottabad City to Mansehra M Mansehra to Abbottabad City

Figure 4.16: Traffic volume for different traffic movements at lady garden

4.2.1.5. Missile Chowk Results in Fig. 4.17 indicate that the maximum traffic flow occurs from general bus stand towards Mansehra and from Mansehra towards general bus stand. Both traffic directions lie on KKH. For other directions the traffic is very smooth throughout the day. Location: Missile Chowk 09/25/2014 (Thursday) (14 Hours) 2500

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 Time (hr)

-GBStoMansehra ^^-Mansehra to GBS Mezail Chowk to Kakul Road ^^Mezail Chowk to GBS

Figure 4.17: Traffic volume for different traffic movements at Missile chowk

4.2.1.6. Murree Chowk In Fig. 4.18 it is shown that the maximum traffic volume is for Mansehra to Abbottabad direction and same direction possesses peak traffic volume. For other directions the traffic flow is very much smooth throughout the day.

Location: Murree Chowk 09/30/2014 (Tuesday) (8 Hours)

Time (hr) -Abbottabad to Mansehra B Mansehra to Abbottabad - Abbottabad to Murree ■Murree to Abbottabad

Figure 4.18: Traffic volume for different traffic movements at Murree chowk

4.2.1.7. PMA (Kakul) Intersection The traffic counts results see Fig. 4.19 show that the highest traffic volume occurs on traffic streams which lie on KKH. For other directions, the traffic flow is very less and smooth.

Location: PMA (kakul) Intersection 09/29/2014 (Monday) (12 Hours)

9:00 1000 1100 12:00 1300 14:00 1500 16:00 17.00 18O0 Time (hr) -PMA to Ayub Medical Complex -•-Abbottabad to PMA Abbottabad to Mansehra -AMCto Abbottabad —Nawasheber to Abbonabad

Figure 4.19: Traffic volume for different traffic movements at PMA intersection

4.2.1.8. Sherwan Road At this location as shown in Fig. 4.20, traffic counting was conducted for total six directions and among them there is much variation in terms of traffic volume per hour. The peak traffic volume occurs for direction from lady garden towards shimla hill. The other direction which carries highest traffic volume is from shimla hill to general bus stand and one morning peak occurs for this direction. The variation in traffic volume is much less at different times of the day.

Location: Sherwan Road 09/25/2014 (Thursday) (16 Hours) 700

,,00

■ Co

.1 i

i" 300

200

100

X) 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) -Circular Road to Lady Garden -•-General Bus Stand to Shimla Hill -Lady Garden to Circular Road & General Bus Stand -♦♦-Lady Garden to Shimla Hill -Shimla Hill to General Bus Stand - : - Shimla Hill to Lady Garden

Figure 4.20: Traffic volume for different traffic movements at sherwan road

4.2.1.9. Thandiani Chowk Fig. 4.21 depicts that the highest traffic occurs from Abbottabad to Murree direction. The peak traffic volume also lies in the same direction.

Location: Thandiyani Chowk 09/29/2014 (Monday) (16 Hours)

8 00 9 00 1000 11:00 1200 13 00 14 00 15 00 1600 1700 18:00 1900 20:00 21:00 2200 23 00 Time (hr) -Abbottabad to Muiree ^^Abbonabad to Thandiyani -# Murree to Abbotlabad >1 Thandiyani to Abbottabad —•—Thandiyani to Murree

Figure 4.21: Traffic volume for different traffic movements at thandiani chowk

4.2.1.10. Chinar Intersection For 12 directions traffic counts were conducted at this location. The traffic directions connecting with Murree road possess highest traffic volume and peak hour traffic fall on Murree to Abbottabad road as shown in Fig. 4.22. The other directions at this location have very less and uniform traffic volume.

Location: Chinar Road Intersection 09/24/2014 (Wednesday)

.:00 12:00 13:00 Time (hr) -Abbotabad to Chinar Road -Abbotabad to Natlan -Abbotabad to Murree •^-Narlan to Chinar Road -Chinar Road to Abbotlabad -Chinar Road to Murree -Chinar Road to Narlan — Murree to Abbotabad Murree Road to Chinar Road -Murree to Narlan -Natlan to Abbotabad - Narlan to Murree

Figure 4.22: Traffic volume for different traffic movements at chinar intersection

4.2.1.11. College Road The traffic streams fall on KKH possess highest traffic volume as compared with other directions of traffic at this location as shown in Fig. 4.23.

Location: College Road 09/29/2014 (Monday) (16 Hours)

11d

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)

• KKH to New College Road ■ New College Road to KKH Mezail Chowk to Old College Road M Old College Road TO Mezail Chowk

Figure 4.23: Traffic volume for different traffic movements at college road

4.2.2. Vehicular Hourly Volume at Central Median Openings

Traffic counts were conducted at different Median Openings for 8 hours. The results are given in following subsections.

4.2.2.1. Daewoo Bus Terminal Fig. 4.24 shows that the U-turning traffic volume is more from Daewoo bus terminal towards supply chowk and maximum traffic volume occurs from 1:00-3:00 PM. After 2 PM, the traffic volume starts to decrease.

4.2.2.2. Jadoon Plaza The traffic counts at median opening near Jadoon Plaza were conducted as shown in Fig. 4.25. The trends of traffic volumes are almost same as for general bus stand location.

Location: Daewoo Bus Stand

8:00 9:00 10:00 11:00 12:00 13:00 14:00 Time (hr) >< Daewoo Bus Stand To Missile Chowk ♦ Daewoo Bus Stand To Supply Chowk

Figure 4.24: Traffic volumes for U-turning movements near general bus stand

Location: Jadoon Plaza 09/30/2014 (Tuesday) (8 Hours)

E 200

11:00 12:00 Time (hr) —Jaddon Plaza To Mansehra —iaddon Plaza To Missile Chowk

Figure 4.25: Traffic volumes for U-turning movements near Jadoon Plaza

4.2.2.3. Missile Chowk This section of the highway accounts maximum U-turing movements from Missile chowk towards supply chowk. The peak traffic occurs around 1:00-2:00 PM as shown in Fig. 4.26.

Location: Missile Chowk 09/30/2014 (Tuesday) (8 Hours)

> 300

11:00 12:00 13:00 14:00 Time (hr) -Missile Chowk To Mansehra —Missile Chowk To Supply Chowk

Figure 4.26: Traffic volumes for U-turning movements at Missile Chowk

4.2.2.4. Supply Chowk Fig. 4.27 shows that the behavior of U-turning traffic at Supply Chowk is almost same in both direction in terms of traffic volume and peak.

Location: Supply Chowk 09/30/2014 (Tuesday) (8 Hours)

i'j; is;

i; .'s;

E 200 150

9:00 10:00 11:00 12:00 13:00 14:00 Time (hr) M Supply Chowk To Daewoo Bus Stand > Supply Chowk To Havelian

Figure 4.27: Traffic volumes for U-turning movements at Supply Chowk

4.2.3. Pedestrian Hourly Volume

The pedestrian counts were conducted for 8-hour from 11:00 AM to 7:00 PM. Fig. 4.28shows the results of pedestrian counting survey at six location of Abbottabad city. The highest pedestrian volume is observed from 11:00 AM to 3:00 PM from Sarban Chow to Eid Gah. For this location there is huge drop in volume from 3:00-6:00 PM and again there is abrupt increase in volume after 6:00 PM. The pedestrian volume is almost uniform from 11:00 AM to 3:00 PM for most of the location and around 2:00-3:00 PM pedestrian volume starts decreasing.

1800 1600 1400 1200

1000 800 600 4(10 2(10

11:00AM- 12:00-1:00 1:00-2:00 2:00-3:00 3:00-4:00 4:00-5:00 5:00-6:00 6:00-7:00 12:00 PM PM PM PM PM PM PM PM Time (hour) -Gammi Adda (Canttto College Road) Gammi Adda (College Road to Cantt) - Mansehra Bus Stand (Dlstt. Council to Mansehra Bus Stand) Mansehra Bus Stand (Mansehra Bus Stand to Distt. Council) -Sarban Chowk (Eld Gah to Sarban Chowk) Sarban Chowk (Sarban Chowk to Eld Gah) Figure 4.28: Pedestrian volume at different locations for eight hours

4.3. RESULTS OF PARKING SURVEYS

Parking surveys were conducted at selected locations in all four zones for six hours from 9:00 AM to 3:00 PM. This survey was conducted to know the volume of legally and illegally parked vehicles in commercialized areas and industrial and official buildings. At all locations there were no legally parked vehicles because currently there is not existence of legalized parking places in the city. The distribution of illegally parked vehicles at selected locations in zone A is given in Fig. 4.29. Banni road, Comsats institute and Javid Shahed locations have highest number of illegally parked vehicles. It can be said that these

75 locations have maximum demand of parking facilities which needs to be provided or existing parking facilities need to be regularized.

The results of parking surveys for zone B are given in Fig. 4.30. Locations of college road, Kaghan colony road and small industries road have highest illegally parked vehicles. These results show high demand for the provision of parking facilities either in the form of parking lots or plazas to make parking legalized. Fig. 4.31 shows the distribution of illegally parked vehicles at different locations of zone C. Zone C possesses highest amount of illegally parked vehicles among four zones. In zone D, Maria tal road and Band kazi khan road locations possess highest volume of illegally parked vehicles. In this zone, some legal parking space exists near Ilaysi road and Murree road location.

Workshop road 2 ■ 2 Bill

Thandiani Road 3 3 1 1

Phul Gullab road 3 I 1 ■ 2 ■ 1 |

Musa Zai 2 ■ 2 11

Javid Shaheed 15 10 7 18 9 5

Iftikhar Janju 2 Oil 2 ■

Comsats 10 9 | 8 11 1 14 12

Banni Road 20 15 10 B 18 11 16

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 4.29: Distribution of illegally parked vehicles at different locations in zone A

Small industries road 50 mi nm 36 Officer colony

Maira tal road 4 Lamba Maira Road

Kaghan Colony road 25 15 College road

Banda Kazi Khan 3 4 1 Banda Noor Road

Banda Dilzak Road 2 3 Banda Ali Khan Road

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 4.30: Distribution of illegally parked vehicles at different locations in zone B

Sherwan road Pine view road 70 65 80 50 40 28 Main bazar road 35 Kacheri road 12 Jinnah road SGCtion-2 Jinnah road section-l GBS 23

Fa war a chowk 48 Circular road ^B^B^^BMBH^BBHHB 25 Allama Iqbal road 50 4d^^B^B^^H 25

0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

■ 9:00 AM -10:00 AM BlOiOO 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 C

Maira tal road 80 70 75 55 40 45

Lamba Maira Road 30 25 20 ■ 15 10 12

Kaghan Colony road 10 L5 8 7 10 6

College road 18 15 H 20 12 10 14

Banda Kazi Khan 65 58 75 I 60 55 40

Banda Noor Road 45 35 28 40 50 15

Banda Dilzak Road 35 30 20 25 30 10

Banda AM Khan Road 30 20 20 25 30 10

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 D

The analysis of parking survey results depict that most of the parking locations in the city are illegal and there is non-existence of regularized parking facilities. It can be said that drivers are forced to park vehicle illegally because so far local government has not made any effort to provide legalized parking places to the public.

4.4. BUS TERMINAL SURVEYS

The bus terminal survey was conducted at different locations in the city as given in chapter 3. These terminal locations included Daewoo bus, General bus stand, Hazara flying coach, PK air conditioned chowk, and spring field adda. 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. The detail of the survey’s results is presented in Annexure-II.

4.5. ROAD INVENTORY DETAILS

4.5.1. Karakoram Highway (KKH) Inventory

This road is divided into 20 sections for representation of inventory details at different location along KKH. Each section is represented by chainage. (Not on Scale)

» of LAWB8 2 ! A-B j pWY WIDTH 5.5m [T A-B I # of LANE« I 2 O/S WIDTH 1.9m # of LANES 2 CWY WIDTH! 14.3 m FP WipTH f lm l CWY WIDTH 6.25m O/S WIDTHpTsm O/S WIDTH 1.2m FR WIDTH l733mf FP WIDTH 1.7m

C! B-A -| -# # of LANES 2 CWY WIDTH 8.5m jp/S WIDTH A-B 1.5m # of CANES r 2 [FP WIDTH 1.2m | P/R WIDTH 0.9m CWYWVIDTH^.gm O/S WIDTH 2m B-A * of LAHEa T 2 CWY WIDTH 7m~" O/S WIDTH 2.2m] FR WIDTH ;T.2m Karakoram Highway

Figure 4.33: Section-1 at KKH: 0+000-0+400

£223 DEEH m IJi'.l'.'il.U'l

bxiAJH-TiTMi'.W

12^23 tijnl o:

Figure 4.34: Section-2 at KKH: 0+600-1+000

rrjfv.'i FPWIDTHTI-;^ ^WDTHTTi^

• of LANES fa ■ FP WIDTH 11.6m • of LANES D/H WIDTH I 0.6m iTT] EOBtoRE 3.3m C/M WIDTH I 0.6m

• Of LANES (2 Ois WIDTH 0.7 FPWIDTH 1.7m EOB to RE I 1.5m • of LANES 2 C/M WIDTH! 0.6m ssnrrm^-*! WIDTH loTgrn

Figure 4.35: Section-3 at KKH: 1+200-1+600

(- -A-B 1 • of LANES 2 CWY WIDTH 8.4m FP WIDTH ' 1.8m C/M WIDTH 1.2m EOB to RE 3.3m , •of LANES 2 FP WIDTH 1.8ni V / r C/M WIDTH Urn ' /// •ofUNESj 2 EOB to RE 3.8m sscnncEn /// i UAJijuJIEgB - rwiw.nny / III—- — H**—>* iy ****

B-A ' • of LANES 2 Karakoram CWY WIDTH 7.8m * of LANES] 2 0/8 WIDTH CWYWI0rH7.45in Highway 1.1m FP WlDfST 1.5m • Of LANE8T2 CWY WIDTHHES3| ["-■"•"--■"fnl

Figure 4.36: Section-4 at KKH:1+600-2+000

• of LANES 2 • of LANES 2 0/S WIDTH|BQ23 CWY WIDTH 6.85i |O^WipfH]l^si wn WDTH 11.2m I^WiDTH ST

Army Music School Road

Karakoram

A-B •of LANES 2 CWY WIDTH 7.3m 0/8 WIDTH 1.2m FP WIDTH i l^m 'M WIDTH l^m S Ul 1.32m f

Figure 4.37: Section-5 at KKH:2+200-2+400

Kakul Road

A-B 1 « of LANES CWY WIDTH 6.8in A-G O/S WIDTH 1.3m « of LANES IKS lidJ'.'/I.W 1.5m ICWYWIDTH 6.8m I C/M WIDTH 1.2m O/S WIDTH |l. ( EOB to RE 4.3m C/M WIDTH 1.2m EOB to RE 0.6m

Figure 4.38: Section-6 at KKH:2+600

L A-B « of LANES 2 1 (CWY WIDTH 6.5m b-a (O/S WIDTH 2.5m * of LANES 2 (C/M WIDTH 1.2m CWY WIDTH 7.25m fb/R WIDTH 1.4m C/M WIDTH Ea (EOB to RE 6.6m Kwrrtl EOB to RE 3.3m A-B « of LANES 2 1 " CWY WIDTH 7.3m # of LANES O/S WIDTH CWY WIDTH LLXMiurFT-il O/S WIDTH ] 3rTi 1 EOB to RE 4.2m C/M WIDTH IKES EOB to RE 9m i

Figure 4.39: Section-7 at KKH:2+800-3+200

CV¥Y Wl 5Ea C/M WIDTH [T^; IEaCSCIIEEi EOB to RE 10m

D/R WIDTH lm EOB to RE 7.7m

Karakoram Highway

A-B • of LANES 2 1 CWY WIDTH 7.1m rVl.il.U'irTrg O/S WIDTH 1.9m ^ C/M WIDTH 1 C/M WIDTH 1.2m EOB to RE I 5m D/R WIDTH 1.2m j EOB to RE 5.9m

Figure 4.40: Section-8 at KKH:3+400-3+600

» of LAwea 2 CWY WIDTH 7^3ii O/S WIDTH Tsn iLi^iLn^grgl C7M WIDTH Tirr I D/R WIDTH Q^r EOB to RE 8.9m EOB to RE 8.5m

[iriiviiii CWY WIDTHl 7.1m * of LANES O^WDTHtz^i; CWY WIDTH O/S WIDTH ej! d/r width L C/M WIDTHic^zil D/R WIDTHacszal EOB to RE 1

Karakoram t I Highway « of LANES 2 I CWY WIDTH e.asnij O/S WIDTH z-esJ C/M WIDTH 1.2m j IHHHHE2SI.71 d/r width 0.8m ( i.A.I'iJI.v.'ngYpI EOB to RE 0.6m J Bl^BKESlI mal

Figure 4.41: Section-9 at KKH:3+800-4+200

Ii.uuj.i.'.iaaagi CWY WIDTHjlr.Tiil EOB to RE 3.9m

EOB to RE 6.4m

ll'l,rij" CWY Wl

# of LANES CWY WIDTH EOB to RE flO.Sm ^K2^Dl

i'.'<.i,' i ■'■ .'■rr^il

rri>v'j| EOB to RE fe.75m

Karakoram Highway

Figure 4.42: Section-10 at KKH:4+400-4+800

^li""irril Etjygjjgy^l D/R WIDTH EOB to RE 7m 1\lh i.^'V^prnl

P i l -i -.'irnTril p.l.,i.'..'ir^T-|| « of LANES CWY WIDTHi 'i ffil O/S WIDTH jjP^I C/M WIDTH LLLMiiinrT^I EOB to RE 14.5m

[UJlIljJI m3M BA 'I Karakoram EL^iiiJKia| • of LANES 2 Highway EOB to RE 5.35m CWY WIDTH 6.9m 0/S WIDTH r2.9m C/M WIDTH 1.2m D/R WIDTH 0.95m

Figure 4.43: Section-11 at KKH:5+000-5+400

■ Mil I iLLjimj n.» PHI CWY WIDTH 6.2m O/S WIDTH 3m Missile Chowk O/S WIDTH 6.6m C/M WIDTH 1.2m C/M WIDTH" 1.2m 0/R WIDTHWIN# | Tl 1m S/R WIDTH I 0.9m EOB to RE 6.8m EOS to RE 7.2m I A-B « of LANES m I .b-a | llZilVilA.T tza « of LANES K9i ILLLILUJU2a CWY WIDTH KZI IELEOQ O/S WIDTH 1 1 C/M WIDTH [■dJ .,!. .:'! ESI 1 D/R WIDTH OR WIDTH cia B9| EOB to RE EOB to RE 6^m sl B-A PMA Unl Kaghan • of LANES I ROad IKfl Colony Road jcWY WIDTH [CWY WIDTH) 6.4m O/S WIDTHl 2T9m ^3Bl mi C/WT WIDTH 1.2m FP WIDTH 2.3m "PR WIDTH |0.95m EOB to RE 2.3m EOS to RE 5.7m , B-A U _A"® 1 « of LANES I 8 of LANES 2 CWY WIDTH 7.1m O/S WIDTH |2.55f O/S WIDTH 2.2m C/M WIDTH C/M WIDTH] Urn I P/R WIDTH FP WIDTH ( 2m Karakoram EOS to RE | Highway

Figure 4.44:Section-12 at KKH:5+600-6+200

CWY WIDTH

EOB to RE C/M WIDTH D/R WIDTH Cl^jl EOB to RE « Of LANES I 2

C/M WIDTH K&iaj EOB to RE 3m ICZEimarTTTil

^College Road EOB to RE 6.1m

» of LANES CWY WIDTH Old College Road x ' s^siEszai S/R WIDTH 22231 « Of LANES EOB to RE 7m CWY WIDTH O/S WIDTH

Karakoram EOB to RE 8.7m Highway

Figure 4.45: Section-13 at KKH:6+400-6+800

B-A • of LANES f li^TTffT ^ "l| |E^C^5r55E3 im-rmpml [L±XaLiijrTr?7 FQSHQnEa

Figure 4.46: Section-14 at KKH:7+700-7+400

» of LANES jlfif r'l^ii CWY WIDTH t2^Q rTTT^T^innB, rfl:ri K03I iLii^lAiJnrn

iLElH.'ljii O/S WIDTH 5:25m C/M WIDTH TST CWYrTrffifySI fP WIDTH Tz^T O/S 1 Blczzal C/M \ P/W WIDTH EOB to RE j 3m

* of LANES ■■■KEZr^ CWY WIDTH ^^HSesbsI I^.I'.'il.LirErSII pi.'.IV/i.ViTirTpil It^iv.i.TnntTil [UdiMJFTBI iri,i.',i.'..nnP"|l

Karakoram Highway

Figure 4.47: Section-15 at KKH:7+600-8+000

[LjtAiLiAi'rr^l

E^ES23 |l|/ii..'innnl

Figure 4.48: Section-16 at KKH:8+200-8+400

lm» f.'i jii I—i CWY WIDTH tA!"ij » of LANES CWY WIDTH iisLi^iiannn O/S WIDTH ^2^23 | EOB to RE j" 10.1m

iBSEjTijfftA nl BBQ iri' ..'«rml [Ljai^LiijrT?ri| EOB to RE Musa Zal Colony

CWYl WIDTHl l LLL^Jgrral li-Jf-i ./|. .."igT-P^! C/M WIDTH C/M WIDTH 1.2m P/R WIDTH irir il EOBto RE 3-7m rizji* i » of LANES ! 2 I A-B CWY WIDTH 7.5m « of LANES I 2 O/S WIDTH CWY WIDTHl 7.5m 1.9m C/M WIDTH 1.2m C/ D/R WIDTH 0.9m EOB to RE I 2m Karakoram Highway

Figure 4.49: Section-17 at KKH:8+600-9+200

■BMl (IL I J ..TlT^Til

Figure 4.50: Section-18 at KKH:9+400-9+800

Figure 4.51: Section-19 at KKH:10+000-10+200

# of LANES CWY WIDTH ^Sl| ItilAJALiifyr?"!

# of LANES CVVY WIDTHl 3.6m O/S WIDTH ( 1.5m # of LANES EOB to RE 11.5m I ICWY WIDTH Eal O/S WIDTH EOB to RE 3m

CWY WlDTMl5.7Sm 14 EOB to RE m Karakoram Highway

Figure 4.52: Section-20 at KKH: 0+400-10+800

4.5.2. Junctions Inventory

Figure 4.53-4.57 presents the inventory of five junctions (On Scale).

10^ 1. Junction Out * of LANES I 1 C_VVy_WmTHi3.2m ** XL**0* O/S WIDTH 2.7 |C1C«

i. Junction In # of LANES 1* cwnnwioTHlxii O/S WIDTH 13

Figure 4.53: Inventory of Thandiani Chowk

. S.JJucnOon In • ^LAWgS ' 2 /, fcHJ WIDTH 5J»n } / / | o/s WmrH ' l.j^T % | 5. Jucntfon Out I /7/ /llll // / ^ ^SSI ii , Xx x,. FP WIDTH 1.7 m

A i / • a# LANES 1 o>^

Fawara Chowk

wvmnj 2^^ | FF WIDTH 11.6m 4>

• o#LAM«S 2 0< 7.- ,so ^ ggy_wiDTH0/5 wid y.im iV^> O/P/R WIDTH™ X^Ti

Figure 4.54: Inventory of Fawara Chowk

3. Junction In # of LANES 2 V5 CWY WIDTH 7.8m" 3. Junction Out O/s WIDTH "iTi^T » of LANES 2 FP WIDTH Ts^T CWYWIP^ 8.2m C/M WIDTH 1.2m O/S WIDTH Tsm ZP WIDTH 2^ A.

/5 widTH I.Sm 0/S WIDTH i— Lady Garden Intersection

X< A J-Af I 2. Junction In ' 2. Junction 1. Junction In 1. Junction Out # of LANES I 2~ # of LANES { # of lanes] 1 # of LANES | 1 CWY^y|DTH 7^45mj ^VV7VVIDTH7 CWY WIDTH ~~4m CWY WIDTH 4m ff width ^tT O/S WIDTH O^T C/M WIDTH ~Ti2m] ^wTiAin^V

Figure 4.55: Inventory of Lady Garden Intresection

Figure 4.56: Inventory of Missile Chowk

I^EjEirriB [N'.'tiUjl.U'lgXT^H Mjii..'«grnl IBonnaiEni

IrrrrTTrrrnl jr ' i .-'iipi^l

in-i»i'|f|^ji j^'.'Vi'.'ii.'.jrff^jl

[ri.ii'.'/I.U'iqi^l

Figure 4.57: Inventory of Murree Chowk

4.5.3. Zone-A Roads Inventory

Inventory survey was conducted for different roads located in Zone-A. The inventory details are given in next figures of this section. (Not on Scale)

CWY WIDTHi 3.1m O/S WIDTH ' l.fim

CWY WIDTH 3.1m O/S WIDTH 2.9n. 'ot, ^r

**«

Figure 4.58: Comsat road inventory

A-B # of LANES cwywTdth 2m O S WIDTH 0.8m D/R WIDTH 0.3m

( B-A # of LANES T i CWY WIDTHj 2 m O/S WIDTH jO.em

Figure 4.59: Iftikhar Janjua road section-I

Street oaxa

B-A # of LANES pr~ CWY WIDTH! 2m | A-B O/S WIDTH 0.4m # of LANES | i i CWYW^DTHlYm^ ^^IDTiTlaii^ ^WiPTHQ^ IftiKhar Januja Road

Figure 4.60: Iftikhar Janjua road section-II

» Of LANES 2 CWY WIDTH, 3.5m O S WIDTH 1.4m 0/R WIDTH 0 6m

r»ofLANES^^2 fcwrwiOTW 33ai) O S WIDTH J^Sm O R WIDTH ^OiTm // /f Javed Shaheed *>%? Road

(a) Section-I: (b) Section-II:

Figure 4.61: Javed Shaheed Road

j\ 1 \ /> £ / w

\ \ \\ \ %» "t1

j A-B #ofl-ANES~| 2~ CWY WIDTH ) 4m~ D/R WIDTH 1.2m EOB to RE 5.5m

Figure 4.62: Musa Zai colony road

• of LANES CWY WIDTH 5.6m D « WIDTH 0.8m '

Figure 4.63: Phul Gulab road

! BA 1 Missile # of LANES 1 Chowk CWY WIDTH 3.8m O/S WIDTH 2m J D/R WIDTH 0.3 m PMA Link Road JCWYWIDTH 3.8m —7 jO/S WIDTH 2m ■ Javed Shaheed Road D/R WIDTH 10.3m [ / J B-A i» of LANES PMA Link Road to Missile Cht CWY WIDTH "T O/S WIDTH #OfLANES 111 [D/R WIDTH CWYWIPTW" 4.4m | -- B-A O/S WIDTH 1m J «of LANES "j j j P/ f* WIDTH 0.5m ( CWY WIDTH 12.33m 1 C A-B | 1 O/S WIDTH ,1.4m * of LANES 1 D/R WIDTH 1d.63m CWY WIDTH 2.33m B-A O/S WIDTH 0.9m # of LANES J Jd/r width 0.5m CWY WIDTH 2 33m 1 EOB to RE 3.3m O/S WIDTH 1.4m D/R WIDTH 6.63m

CWY WIDTH 3.1m

5 EOB to RE I -3m c0

(a) Section –I :

Jharaian Road / W\\

f B ) a f w B

III

A-B A-8 PMA link Road « of LANES ^of^UNES i j I CWY WIDTH CWY WIDTH 5.8m 4.8m O/S WIDTH 2m 0/SWIDTH D/R WIDTH 1m 0/R WIDTH 0.6m EOB to RE 3.2m

Murree U, © Road A PMA Road w

(b) Section-II: (c) Section-III:

Figure 4.64: PMA link road

m m

Figure 4.65: Workshop road

4.5.4. Zone-B Roads Inventory

The inventory details for road network of zone-B are given in Figures below (Not on Scale).

I22j

Banda All Khan Ro^ to K«9l««n Colooy Main Road Figure 4.66: Banda Ali khan Road

Ba Banda JalalDlizak Khan Road Road to ncfa^ j*****aia, ftoacf

A-B | # of LANES 2 CWY WIDTH 5m (D/R WIDTH 3.25irf

Figure 4.67: Banda Dilzak road

Banda Dilzak Road Banda Noor i* of LANES "[ Ahmad Road CWY WIDTH 4.€ p/R width'TTs

Figure 4.68: Banda Noor Ahmad road

Banda Qazf Khan Road to Banda All Khan Road

Banda Qazi Khan Road Banda Qaal Khan Road to College Road

A-B Banda Qazi Khan Road Banda Qazi Khan Road # of LANES to Sarban Hills to Kaghan Colony Road CWY WIDTH 6.7m D/RWIDTH 1.4m

Figure 4.69: Banda Qazi Khan road

CoMag.RMHll ! B-A ] |«of LANES r 2 College Road [CWY WIDTH 4.82m O/SWIDTHa.ss^ |b/R WIDTH 0.92m

Coll*** K<>*4 < Colooy Rood C«Ua«aRoMta Karokorom

I* of LANES | 2 |CWY WIDTH 4.82r Karakoram Highway

Figure 4.70: College road

Kaghan Colony Mam Road |(arakoram Highway

A-B # Of LANES CWY WIDTH I 3.9m O/S WIDTH D/RWlDTHi 6.37m

(a) Section-I

Kaghan Colony Main Road to Banda Ali Khan Road

Kaghan Colony Main Road to Banda Qazi Kaghan Colony Main Khan Road Road to College Road

Kaghan Colony Mam ^ Road *AS

A-B SofLANES 2 cwYwiDnTfl^ oTswiDTHlTsrir D/R WIDTH 0.37ni

(b) Section-II

Figure 4.71: Kaghan colony main road

Lamba Maira Road CVVY WIDTH,1 4.1m D/R WIDTH T¥.3m"

Figure 4.72: Lamba Maira road

Main l>l ROM „ Hlghmmy

Maira Tal Road

|» of LANES I 2 CWY WIDTHi 3.7m

Figure 4.73: Maira Tal road

Karokocomomc*r Colony Mlthway Rood to

Officer Colony Road Karakoram Highway

Ofllcor Colon* Sood to Homxo •tooot A"? # of LANES j CWrwiDTH U.3m D/R WIDTH I 0.8m

Figure 4.74: Officer colony road

- A? *« of LANES F 2 CWY WIDTH 5.7m O/S WIDTH 1.55m D/R wiDTH OAm ! Sma|| industry Road

SmoU IncKiatry Road to Karakoram Highway

// § Karakoram Highway to Small Induatry 4?

Figure 4.75: Small industry road

100

4.5.5. Zone-C Roads Inventory

Below Figures show the inventory details of road network located in zone-C (Not on Scale).

laB.v Allama Iqbal Road

B-A tol LAMES I 1 CWY Wl DTHjS.35m

• ofLANES 1 CWY WIDTH'S.3" o/s WIDTH 0.65m

Figure 4.76: Allama Iqbal road

A-B j« of LAMES 2 ~ Circular Road CWY WIDTH[7^53m FP WIDTH 0.9m

B-A * of LAMES I 2 , ^WY WIDTH 7.3m I D/R WIDTH J O.Bm (

Figure 4.77: Circular road section-I

101

A-B l# ®' LANES 1~ iCWY WIDTHK25m Circular Road O/SWIDTHTl.Sm

B-A j# of LAMES | 1 [CWY WIDTHi3.25rnJ I O/S WIDTH 1.2m

Figure 4.78: Circular road section-II

Jinnah Road

B A * of LANES I 1 CWY WIDTH|B.97m A-B O/S WIDTH |l.95m * of LANES j FP WIDTH h.45m CWY WIDTH B.97m FP WIDTH I.Bm

Figure 4.79: Jinnah road section-I

102

Jinnah Road

I* of LANES i 1~~ f / CWY w7DTH]475ni ! FP WIDTH 1m I BA J1 * of LANES '! 1 ! CWY WIDTHS4.5wTj // li FP WIDTH | ^ nmh o'''Ro^ Ro-W ,00?^ ''ni« ( // // n

Figure 4.80: Jinnah road section-II

Jinnah Road B-A LAWESH 2~ CWYWlDTTlfej^ A-B I FP WIDThT 1.31m *of LANES TZ^ CWY WIDTH T^lm O/S WIDTH 0.8m;

Figure 4.81: Jinnah road section-III

103

***<** B-A #of LANES T~ CWYWIDWi^rti 0 Kacheri Road f* **

J n d ' ^h R„!! A-B » Of lanes ] T~ cwTwioSif^giii

Figure 4.82: Kacheri road section-I

v.\

B-A # of LANES I 1 CWYWlDTHla^rri

A-B Kacheri Road » of LANES 1 " cwY^yiDma^fri

Figure 4.83: Kacheri road section-I

104

# Of LANES i 2 ( B-A 1 CWY WIDTH S.06mj I# Of LANES ri D/R WIDTH "b.44m [CWY WIDTH 3.95nf| | EOB to RE 1.2m j I

# of LANES a-B |1_ CWY WipTHj3^95rn ^EOB to RE | 7.5m j A-B pofLANK^l 2 [cWY WIDTH ^75m] O/S WIDTH 10.84m i

Figure 4.84: Pine view road

~ AB # of LANES 1 CWY WIDTH 3.2w o/s widtiT 1.2m IWrwidthI 1.3m

IHZAB i # of LANES 1 CWY WIDTH 3.2m o/s widtiT 0.8m

Figure 4.85: Police line road

105

# of LANES CWYWIDTH.a.SAm D O/S WIDTH 3.7m

Figure 4.86: Sherwan road

4.5.6. Zone-D Roads Inventory

The details of zone-D road network are given in next Figures of this section (Not on Scale).

Figure 4.87: Banni road

106

a.B # ofJJVNES ) 1 CWY WIDTH 4.23m 0/SWIDTHjl.23n, / / £ 0*

// £ ^ / / /

B-A ~n #ofJLANES~r~1~ CWYWlDTHl4.23m

'I /

Figure 4.88: Chinar road

' a-B pofLAWEsl 2 [cWT WIDTHplzTm

Figure 4.89: Choona road

107

L "• ' ■ » of LANES L 1 CWY WIDTH 1^ 2.4m 1 rp/S WIDTH 3.14inJ fD/R WIDTH T" " 6.4m| College Road

V /

_A-B # of LANES 1 CWY WIDTH 2-4m O/S WIDTH ;1.44m f/P WIDTH 1.6m

Figure 4.90: College road

College Road

Hospital Road to Col logo Road

f- - P A 1 ^ of LANES 1 CWY WIDTH 3.5m [O/S WIDTH 0.8m [om width 0.4m

| -A-P ■^r # of LANES J l' CWY WIDTH 3.5m O/S WIDTH 1.92IT

Figure 4.91: Hospital road section-I

108

* of lanes"] jH cwr WIDTH 3.75m O/S WIDTH 1m y at lanes ] i CWY WIDTH 3.75m O/S WIDTH " 1.Sm

Figure 4.92: Hospital road section-II

B f of LANES~ _[ 1 '[I CWY WIDTH 3.5m O/S WIDTH 0.8m i D/W WIDTH | 0.4m] /,

Figure 4.93: Ilaysi road section-I

C A-B I )« of LANES jlJ [cwywidth] 4m j o/s width; 0.5 m]

Figure 4.94: Ilaysi road section-II

109

D *J>fLANE8| 1 C WYJ^/I DT^TsTsm O/S WIDTiTlTjBm D^WI07>rfr02rTT

Figure 4.95: Jharian road section-I

A-B #ofLANEs] j a CWYWIDTHj 5.9m O/S WIDTH 2m

Figure 4.96: Jharian road section-II

110

Road Hosp

A-B * of LANES 1 CWYWIDTH2.25m "O/iTWIDTH 0 rSm

* B-A *of LANES 1 CWY WIDTHiziaSm D/RWlbTirjT.35m

KaraKoram Highway

Figure 4.97: Kunj road

-AB A-B tfofLANES ^ T~ CWY VyiDTH 4.37m * of LANES 1 0/8 cwnrwumif^sm WIDTH ' 4m o/s WIDTH 2.96,1

B-A * of LANES 1 # of LANES 1 ' Murree Road CWY WIDTH 4.5m CWY WIDTH 4.37m, O/S WIDTH 3m O/S WIDTH 2m ! -.rrtoramMurrMllo'dta WBNw**

Figure 4.98: Murree road section-I

111

EOB to RE 5m Si

Figure 4.99: Murree road section-II

K3EmEEa m

Figure 4.100: Murree road section-III

ra^mcE-, i-.';i'. n.^.nrxTTi ll!^lLii^i.'inc7-| I-1.- i,,i.'.;'Tm m PMA Road

^CTSETglEUa l-a a,,|.'.."ig-r» EOB to RE B.7m EOB to RE 7.2m

Figure 4.101: Murree road section-IV

112

\\ CWY WIDTH 4.3m \ O/S WIDTH 1.3m Murree Road D/R WIDTH 3m

% (a

! A-B # of laneITI T~ CWY WIDTH EOB to RE Thandiani Roa

Figure 4.102: Murree road section-V

A-B

A-B » of LANES I 1m CWY WIDTH 3.2m O/S WIDTH ~2^7rn

ThandSani Road

B-A I « of LANES T im CWY WIDTH 3.2m O/S WIDTH EOB to RE 7.5m

Murree Road \

Figure 4.103: Thandiani chowk section-I

113

AB 1 # of LANES 2 JcWY WIDTH 3.5m O/S WIDTH 1.9m f d/r width

Thandaini Road

Figure 4.104: Thandiani chowk section-II

114

5. CURRENT TRANSPORTATION PROBLEMS

5.1. DEMAND-CAPACITY GAPS

This section presents the results of demand-capacity analysis for major links and intersections for the Abbottabad 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 is software that was developed in U.S. for traffic capacity analysis, therefore, we have to flip our existing road geometry 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 level of service (LOS) for most of the traffic direction at intersection and links is F and corresponding volume-capacity ratio is above 1. This analysis depicts that most of the links and nodes of the Abbottabad city are running over capacity and major geometric improvements are required. Traffic management and enforcement plans also need to be designed in this regard.

115

Table 5.1: Results of Demand-Capacity Analysis

Timing (Sec) Level of Name of Traffic Volume Volume/Capacity Delay Level of Lane Volume/Capacity Phasing Service of Intersection (PCU) Ratio (Sec) Service Movements Ratio for Lanes R Y G Lanes

Northbound Northbound Through =548 Northbound (Through and (Through + Northbound Right) = F Northbound Right= 186 Right), (Through and Right)

= 1.44 Un-Signalized Southbound Southbound Through=384 Southbound with yield Through and Sherwan Road 2.38 401 F (Through + N/A N/A N/A Southbound Through sign at each Left = F Southbound Left= 783 Left) and Left = 2.38 movement

North North Westbound Left= 107 and North North Westbound Westbound Westbound Left and Green= 0.83 Left and North Westbound Right= 312 (Left + Right) Green= D

Eastbound Through= 858

Eastbound Left= 535 Eastbound (Through, Left Eastbound (Through, Eastbound Right= 429 + Right), Left + Right) = 17.26

Westbound Through= 967 Westbound Westbound (Through, Left (Through, Left + Westbound Left= 512 + Right) Un-Signalized Right)= 12.45

with yield Fawara Chowk Westbound Right = 645 17.26 N/A N/A Southbound N/A N/A N/A N/A sign at each Southbound (Through, movement (Through, Right + Southbound Through= 1707 Right + Left) Left)= 9.39

Southbound Left= 555 North North Westbound Westbound (Right + Additional Southbound Right = 1024 (Right + Right Turn)= 12.05 Additional North Westbound Right= 1405 Right Turn) North Westbound Additional Right turn= 946

116

Eastbound Through= 676 Eastbound Eastbound (Through, (Through, Left Eastbound Left= 151 Left + + Right) Right)= B

Eastbound Right= 521 Westbound Un-Signalized Westbound (Through, Left Westbound Through= 920 with yield (Through, + Right) sign at Left + Eastbound (Through,

Westbound Left= 87 South Right)=A Left + Right)= 0.27 North Westbound Eastbound Westbound Right= 112 and North Chinar Road N/A N/A F (Through, Left N/A N/A N/A Eastbound Westbound + Right) North Eastbound Through= 50 North (Through, (Through, Left +

Eastbound Left + Right)= 0.18 South North Eastbound Left= 535 (Through, Right)=F Westbound Left + Right) (Through, Left North Eastbound Right= 76 South + Right) Westbound

South Westbound Through= 94 (Through,

Left +

South Westbound Left= 108

Right)=F

South Westbound Right= 160

Eastbound Right= Eastbound Right= 708 Eastbound Eastbound 1.37 Right= F (Right), Un-Signalized Northbound Through= 355 with yield Northbound Northbound Northbound sign at Through= 0.11 Southbound Through= 148 Through= A College Road 1.37 77.7 F (Through), Eastbound N/A N/A N/A

Right Southbound Southbound Right= 743 Southbound Southbound Through= 0.42 Through= A (Through+

Right) Southbound Right= Southbound 0.42 Right= A Northbound Un-Signalized Northbound Through= 1291 (Through+ with yield Northbound Northbound Frontier Left) sign at Through= A Through= 0.55 Medical 1.49 6.9 A N/A N/A N/A Northbound Left= 36 South College Southbound Eastbound Northbound Northbound Left= Southbound Through= 1845 (Through+ (Left+Right) Left= A 0.14

117

Right) Southbound Southbound Southbound Right= 26 South Through= A Through= 0.79 Eastbound South Eastbound Left= 17 (Left+Right) Southbound Southbound Right= South Eastbound Right= 16 Right= A 0.41

South South Eastbound Eastbound Left= 1.49 Left= F South Eastbound South Right= 1.49 Eastbound Right= F

Northbound Through= 1507 Phase 1 (Northbound Northbound Northbound Right= 752 Through + U- 28 3 89 Through + U- Northbound

turn) Split Turn= F Through+Right+U- Northbound Northbound U-turn= 44 Turn Turn= 3.00 (Through+ Southbound Righ+U-turn) Southbound Through= 3661 Through+

Left=F Southbound Lady Garden Southbound Phase 2 Southbound Left= 1127 3.16 830.4 F Through+Left= 3.16 Intersection (Through+ (Southbound North Left) Through + 57 3 60 North Westbound Left= 579 Westbound North Westbound Left) Split Left=F Left= 1.82 North Turn North Westbound Right= 869 Westbound North North Westbound (Left+Right) Phase 3 Westbound Right=0.59 (North 23 3 94 Right=F Westbound Left Turn)

118

Eastbound Right=689 Eastbound Eastbound Eastbound Right=F Right=2.95 (Right), Northbound Through=2447

Northbound Northbound Northbound Un-Signalized Southbound Through=A Through=0.53 (Through) with yield

Missile Chowk 2.95 116.8 F sign at N/A N/A N/A Through=1671 Southbound Southbound Eastbound

(Right) Southbound Right= 664 Through=A Through=0.67 Southbound

(Through+ Southbound Southbound Right= Right) Right= A 0.67

Eastbound Left=856 Eastbound Phase 1 Eastbound Eastbound Left=2.24 (Left+ Northbound 57 3 30 Left=F Eastbound Right=570 Right) through Eastbound Phase 1 Eastbound Right=0.46 Northbound Through= 2579 Northbound Northbound Right=A (Through Left 17 3 70 Northbound Northbound Left= 410 +Left) (Protected Northbound Through+Left= 4.56 Murree Chowk 4.56 1321.2 F Turn) Through= F Southbound Through= 5334 Southbound Southbound (Through+ Phase 1 Northbound Through+Right= 4.09 Southbound Right= 615 Right) Southbound 37 3 50 Left= F Through Southbound Phase 2 Through= F Eastbound 25 3 62 Left

Phase 1 Northbound Through= 2695 Northbound Northbound 95 3 22 Northbound Northbound (Through+ through Through+ Through+ PMA Kakul Northbound Left= 944 Left) Left= F Left= 3.73 4.51 986.7 F Phase 1 Chowk Southbound Through=2637 Southbound Northbound (Through) Left 34 3 83 Southbound Southbound Southbound East = 371 (Protected Through=F Through=1.93 Turn)

119

South Phase 1 Eastbound Left =316 Eastbound Southbound 57 3 60 South South Eastbound Through Eastbound Eastbound Right=655 (Left Phase 2 South Left+Right=F Left+Right=4.51 +Right) Eastbound 17 3 100 Left

Eastbound Left=547 Eastbound Eastbound Eastbound (Left+ Right) Left+Right=F Left+Right=8.98 Eastbound Right=95 Un-Signalized Northbound Northbound Northbound with yield Northbound Through=528 (Through) Through=A Through=0.27 Thandiani sign at 8.98 2414.2 F N/A N/A N/A Chowk Eastbound Southbound Through=1006 Southbound Southbound Southbound Left+Right (Through+ Through=A Through=0.53

Southbound Right=215 Right) Southbound Southbound Right=A Right=0.42

120

5.2. INSUFFICIENT ROAD NETWORK

The road network of the Abbottabad city is currently underdeveloped and misused by the public. The unplanned land development and uncontrolled land use generate lot of traffic demand which put extra burden on major roads of the city. The high trend of private vehicle usage or auto dependency causes increase in traffic volume. Such factors tend to make a huge gap between demand and supply of road infrastructure and ultimately results traffic jams which causes increase in social and economic costs of the city. The disorder behavior of driver’s also results traffic jam as well as accidents related social problems.

The KKH (N-5) is the major arterial of the city and most of intercity traffic passes through it. Many educational and medical facilities as well as commercial areas are located along side of this KKH. The presence of such facilities attracts many people from other parts of the city as well as from other cities. Parking facilities are not present alongside of this road. The traffic from some intercity roads merge on KKH and causes traffic jam near General Bus Stand area and at other intersection. The KKH get congested at different sections due to its trip attraction tendency and intercity traffic.

It is required to enhance capacity and make some geometric improvements in KKH and other important sections of road network of Abbottabad city considering its trip generation/ attraction potential. In addition, provision of an efficient public transport service is mandatory in order to handle the increased demand of traffic volume and ensure sustainability of the city.

5.3. CURRENT PUBLIC TRANSPORT SITUATION

The current public transport system of the Abbottabad city is heavily relying on multitude of small vehicles (e.g. passenger pickups and wagons). The presence of such small vehicles in huge amount with private vehicles is one major source of increase in traffic volume on road infrastructure. Moreover, there is no planned route network which permits illegal operation of such small vehicles either on individual or company basis. Considering the worst situation of public transport facilities, it is required to put major efforts for the planning of transit facilities that must facilitate the local people. The development and improvements of transit facilities may be part of policy at every stage of traffic management plans.

121

5.4. TRAFFIC MANAGEMENT ISSUES

Currently, the city lacks with traffic management plans. Some timing constraints have been imposed on entry of heavy vehicles into the city center. However, it has not proved sufficient to manage and control the traffic volume on KKH. Most of the parking places are illegal in the whole city. Travelers park their vehicle on roads near commercial areas and official buildings which causes interruption to the main traffic. The presence of small public transport vehicles in huge amount and absence of proper bus stops and public transport terminals result improper use of road space and road side facilities. In addition, the enforcement from police is not effective in this regard.

The intersections are without any proper traffic controlling devices or most of the major intersections are un-signalized which results traffic flow congestion and accidents. The signalized intersections are also working improperly. The traffic gets choked due to U- turning movements at several location of KKH. It is required to regulate the traffic movements at intersections as well as at U-turns by deploying geometric improvements or traffic signaling system with proper phasing and timing at critical intersections. Geometric improvements at U-turns and segregation of traffic directions at intersections are also required. Below is the list of key traffic management issues in the city that needs to handle.  U-Turning traffic  Illegal parking of public transport and private vehicles  Improper working of signalized intersections  Unsignalized intersections  Management of pedestrian traffic near commercial areas  Absence of proper traffic signage  Intercity traffic management

5.5. URBAN LAND USE ISSUES

The city’s traffic generation and attraction pattern heavily depends on spatial pattern and concentration and/ or mix of different land use types in a particular area. The most of the educational and medical facilities, tourism and commercial activities are concentrated in surrounding and alongside of the KKH. This concentrated land use is a major source of traffic

122 generation and attraction for the KKH. Some areas of the city are under army control and due to traffic restrictions on certain roads located in such areas results extra traffic on KKH and other major roads of the city. Proper planning for urban land development and proper control over land use is required in order to reduce traffic congestion in the city.

5.6. INSUFFICIENT FACILITIES FOR NON-MOTORIZED TRAFFIC

At present, facilities do not exist for non-motorized traffic, e.g. foot path, pedestrian overhead or underground pass, bicycle lane, etc. The unmannered or disorder movement of non-motorized traffic causes disruption to the motorized traffic and delay at the intersection as well as at links. Due to absence of facilities, the safety of pedestrians and bicyclists is also in danger. The provision of facilities for the non-motorized modes may be part and main focus of the transport policy at the planning and implementation stage. Pedestrianized commercial and shopping areas will help to improve the environment 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 5.2 shows the details regarding different institutions and their responsibilities.

Table 5.2: Existing institutions and their responsibilities

Institute Responsibilities Regional Transport Authority  to Impose Traffic rules.  to Develop Transport policies and regulations.  to Regulate regional transport efficiently.  to Provide public transport at reasonable fares.  to Keep balance between demand and capacity of public transport.

Abbottabad Development Authority  to Plan land features of city.  to Develop Master plans for city

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showing up gradation of land features.  to Plan housing, transportation and other infrastructure.  to Improve urban road network.  to Monitor city’s land use.  to Keep in view city’s urban development and growth.  to Develop long term transport plans  to Set out strategic directions.  to Manage available resources efficiently. Traffic police department  to Ensure traffic rules enforcement.  to Regulate traffic flow smoothly.  to Play role in driver’s training.  to Play effective role during road incidents.  to Monitor driving speed on roads.  to Enforce road safety standards.

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6. DEVELOPMENT OF TRAFFIC MANAGEMENT PLANS AND STRATEGIES

6.1. OVERALL TRANSPORT POLICY

The primary focus of the local government may be to increase the demand of the transport infrastructure in order to meet the increase demand. These policies include the expansion or widening of the existing road network, provision and constructions of bypass roads to control the entry of intercity traffic in the city center, construction of flyovers and underpasses at suitable locations to make traffic flow efficient, construction of parking facilities and provision of facilities for the non-motorized traffic (e.g. pedestrian overhead bridges and under passages, footpaths, etc.). The provision of the state-of-art public transport facilities to the public may be prime focus of the planners and decision makers. The land development and use may support the efficient development and operation of transportation infrastructure. The institutional capacity building and public awareness and education related to transportation infrastructure matters may be the part of transport policies in future vision of the provincial and local government. The detail of individual transport policies is given in following subsections of this chapter.

6.2. IMPROVEMENTS OF ROAD NETWORK

It is required to enhance the capacity of the existing major and minor roads. It is required to add one more lane on KKH on both sides after acquiring the required land. Located intersections need to be channelized for segregation of through and turning movement. It will help in reducing the travel time and traffic congestion as well as accident rate. Currently, the most of U-turns are not designed properly. It is suggested to channelize the U-turning movements. Below are the some suggested improvements in the road infrastructure.

 Widening of KKH and other major roads where right-of-way is available  Channelization of U-turns on KKH

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 Provision of pedestrian overhead bridges or under passages  Provision of sidewalks  Provision of bypass roads for intercity traffic  Construction of flyovers / underpasses near general bus stand  Elevated Expressway over KKH

6.3. IMPROVEEMNTS IN PUBLIC TRANSPORT SYSTEM

Following major improvements in the public transport system are required.

6.3.1. Position of Existing Public Transport The existing transit modes need to be restricted on feeder roads of KKH and other major roads of the city. It will help to eliminate a large amount of pickups and wagons from the major roads and to reduce traffic congestion. Regularization of these para-transit vehicles is also required. It includes registration of vehicles and issuance of route permits. The entry of this vehicle may be banned on KKH and other major arteries after the provision of bus service.

6.3.2. Future Improvements/ Development Scenario It is proposed to start immediately a bus service on KKH starting from general bus stand and ending at Abbottabad Public School. A conventional type’s bus system is suggested at the initial stage which may be followed by Mass Transit Service in long-term scenario. The current transit modes need to be restricted as feeder service to this bus service in order to assure sustainability of the system. At feeder locations, terminal facilities are required to be provided for pickups and wagons or other vehicles. Integration between bus service and existing Para-transit modes is much important. It will help in reducing the accessibility and transfer issues between modes.

6.4. URBAN LAND DEVELOPMENT/ USE SCENARIOS

6.4.1. Land Use / Development Scenario The proper land development plans are required in order to reduce the traffic impacts.

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There is need to control land use along major roads of the city especially along KKH. Commercial activities need to be controlled and permit only at specific places. The proper traffic impact assessment1 (TIA) studies need to be carried out before giving permission for the construction of commercial plazas or zones. It is required to make practicable provision of sufficient parking facilities near the commercial places.

6.4.2. Provision of Pedestrianized Zones It is proposed to make sadar bazar and other shopping places as pedestrianized zones. The entry of motorized traffic may be restricted in these places with proper parking places outside the zones. People may walk from parking lots to the shopping places. Entry of delivery vehicles in these places need to be allowed only for certain time period e.g. before 11 AM and after 10 PM. All these measures and constraints would help in eliminating the vehicular traffic from these shopping areas and making them more pleasant to the public.

6.4.3. Integration of Land development with Transportation Development Integration of land development and land use pattern with the development of transportation policies is vital for the sustainability of policies and infrastructure. Land use patterns determine the traffic generation and attraction behavior of a particular zone. The travel demand forecasting studies and development plans may focus on the nature of land use of each zone. The TIA studies need to be conducted in beforehand for any particular development in urban and suburban areas to assure proper and efficient development of the road network. This collaboration between land use and transportation facilities would help in eliminating the congestion oriented problems in the city.

6.5. TRAFFIC MANAGEMENT PLANS

Along with infrastructural improvements, the traffic management plans are required. These plans may adhere with the objective of local transport policies.

1 Traffic Impact Assessment Studies for large developments are carried out to assess the impact of the generated traffic (that will either enter or exit the development) to the traffic of neighboring roads and intersections.

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6.5.1. Parking Management and Enforcement It is proposed to regularize the existing parking spaces and to construct the new parking lots or plazas at the identified places. Proper parking fee structure needs to be designed and implemented for different vehicle types. Implementation of developed regulations is required through enforcement agencies.

In future scenario with the start of public transport bus, parking facilities need to be provided near the bus stops and commercial and shopping centers in order to promote park- n-ride transport behavior. It would help to make modal shift from private vehicle to public transport and also to reduce private vehicle trips.

6.5.2. Entry Constraints on Heavy Vehicles The time constraints on entry of heavy vehicles on KKH can help in reducing the traffic jams. Such time constraints are required to be imposed during peaking hours over KKH from Haripur/ Mansehra to Abbottabad considering the traffic demand at different times of the day. It would help to reduce traffic impact during peak hours.

6.5.3. Facilities for Non-motorized Modes The management of non-motorized traffic is very important to make traffic flow smooth and prevent pedestrians and bicyclists from accidents. The mix of non-motorized traffic with the motorized traffic tends to slow down the efficiency of major roads and junctions. Provision of accessible pedestrian bridges and under passages and road side walking facilities are essential to manage the non-motorized travel demand. In the era of rapid urbanization and motorization, it is suggested to given proper attention for the planning and developing of facilities for non-motorized and sustainable travel modes.

6.6. STRENGTHENING OF INSTITUTIONAL CAPACITY

It is required to strengthen the capacity of institutions related to planning, designing, and implementation of transportation plans. The local institutes may be capable to handle the localized planning, designing and implementation issues. To improve the road infrastructure efficiency, it is required to improve the driving behavior in order to

128 develop proper road sense among public. Appropriate institutes may help for the education of public related to traffic issues and their positive solutions. Similarly, local government may focus on strengthening of enforcement bodies e.g. traffic police for proper imposition of traffic rules and regulation. Local institutional capacity building is key in solving the problems at province level as well as at district level.

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7. IDENTIFICATION OF KEY SHORT-TERM AND LONG-TERM PROJECTS

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 PMA road is having average carriageway width of 6m from Missile Chowk to PMA bypass. There is distance available between road edge and edge of building at certain locations. With this available ROW and acquisition of land, the width of the road may be increased to accommodate the traffic volume. Typical proposed widened section is shown in fig 7.1.

Karakorum Highway is a double carriageway road having an average width of 7.8m either side with a median of 0.6 m and distance from edge of building to road edge varying from 4 m to 7m on both sides. Therefore, the width of the road may be increased to accommodate the traffic volume. Typical proposed widened section is shown in fig 7.2.

7.1.2. Protected U-turns Along KKH the following dedicated U-turns at respected coordinates may be provided.

1. At 335515E, 3779923N near Gurmani road, this U-turn will provide access to hospital road and College road. 2. At 335578E, 3780129N near Allama Iqbal road, this U-turn will provide access to Allama Iqbal road and College road. 3. At 336394E, 3782333N near Sarbon colony, this U-turn will provide access to the market present on KKH. 4. At 336618E, 3782930N near Radio Pakistan, this U-turn will provide access to the market present on KKH.

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5. At 336849E, 3783548N near Suppli bazar, this U-turn will provide access to the Bazar and its surroundings. 6. At 337338E, 3784863N near Missile Chowk, this U- turn will provide access to the Old college road and surrounding markets. 7. At 337497E, 3785302N near Old College road, this U-turn will provide access to PMA link road and old college road. 8. At 337665E, 3785814N near small industrial road, this U-turn will provide access to industrial road and Comsat road. 9. At 337839E, 3786341N near Ayub Medical College, this U-turn will provide access to Medical institute and Comsat road. 10. At 337386 E, 3785001 N near Daeewo Bus Terminal, this U-turn will provide access to Daeewo Bus Terminal 11. At 337181 E, 3784442 N near Jadoon Plaza, this U-turn will provide access to Jadoon Plaza & Sui Northern Gas office.

Typical Cross- section of U-turn as per AASHTO guidelines is shown in fig 7.3. All the Figures in this chapter are on scale.

0+240 (A) PROPOSED WIDENED O ss SECTION OF PMA LINK ROAD %>• O

o o % A-B # Of LANES CWY WIDTH 5.6m C/H WIDTH at Eyes

B-A ^ of LANES 2 CWY WIDTH 5.6m C/M WIDTHH Cat Eyes

% ❖A A

0+440 (B

Figure 7.1 PMA Road Improved section

131

PROPOSED WIDENED 4+200 (S) SECTION OF KKH ABBOTTABAD INTERNATIONAL COLLEGE (10+800)

l Of LANES j ; : B-A (cwrwrnrw 10-5m' 1 # of LANES 3 0/S WIDTH, 1m Lcwywipth JlO.Soi FP WIDTH "iSm" O/S WIDTH 1m COB to RE ~4.5m" FP WIDTH iSm FOB to RE 4.5X1 C/M WIDTH 1.5m C/M WIDTH LSm|

FAWARA CHOWK (0+000)

4+000 (A)

Figure 7.2 KKH Road Improved section

132

Figure 7.3 Dedicated U-turn along KKH

7.1.3. Signalization of Intersections / Channelization of Traffic Table 7.1 elaborates the major geometric improvements and traffic management improvements at major intersections for Abbottabad city. Respective improved intersections are shown in the figures 7.4 to 7.11 below. The red dot shows the placement of signals. ANNEXURE IV shows the site plan for various improvements. (On Scale)

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Table 7.1 Abbottabad Road Junction Recommendations for Improvements Junction Name Recommendations  Remove roundabout. As much space is occupied by this roundabout so its removal will result in increased carriageway and increased number of lanes which will reduce traffic congestion. Moreover this roundabout is also providing hindrance to the traffic so its removal is recommended.

 Provision of channelization with island at the center of intersection in order to segregate the through and turning traffic.

 Typical dimensions of island are shown in the Fig.7.4

 Increase the width of carriageway by 2 lanes i.e. provide road tapering and storage lane.

 Tapered length may be at least 45m.

 Storage length may be at least 60m.

 Remove parking within junction. Parking affects traffic movements adversely especially during the peak hours. So Proper parking may be Missile Chowk provided.

 Hawkers and Encroachments may be shifted directed towards another location. The encroachments occupy most of the space on road carriageway which hinders traffic movements. So the hawkers and other shop encroachments may be provided an alternate place.

 Pavement Markings may be provided. This will help road users to see markings and also the lane usages and hence road users can make decisions accordingly. These markings can also be used to warn users regarding potential hazards.

 Provision of traffic signals at desired location as shown in Fig.7.4

 Cycle length should not be greater than 120 seconds for signalized intersection.

 The slip lanes may have a minimum radius of 15m as shown in Fig.7.4

 Roundabout may be removed.

 Provision of channelization with island at the center of intersection in order to segregate the traffic.

Fawara Chowk  Typical dimensions of islands are shown in the Fig.7.5

 Right Turning traffic from Karakorum Highway towards Jinnah Road may be prohibited.

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 The slip lanes may have a minimum radius of 15m as shown in Fig.7.5

 Pavement Markings may be provided.

 Remove parking within junction. Proper parking may be provided.

 Illegal shops fixed within junction, may be removed to enhance the width of carriageway.

 Roundabout may be removed.

 Provision of channelization with island at the center of intersection in order to segregate the through and turning traffic.

 Controlled/Dedicated U-turns may be provided on Karakorum Highway as shown in Fig.

 Typical dimensions are shown in Fig.7.6

 Dedicated U turn may have an outer radius of 10m and inner radius of 5m.

 A U-turn is proposed (2 lanes) from Karakorum Highway towards Jinnah Road in order to facilitate the traffic as shown in Fig. 7.6 Lady Garden

 Increase the width of carriageway by 2 lanes i.e. provide road tapering and storage lane.

 Tapered length may be at least 45m.

 Provision of traffic signals at desired location as shown in Fig.7.6

 Cycle length may not be greater than 120 seconds for signalized intersection.

 Pavement Markings may be provided to make traffic separating lanes apparent and visible to the road users.

 Controlled/Dedicated U-turns may be provided on Karakorum Highway as shown in Fig.

 Typical dimensions are shown in Fig.7.7

 Dedicated U turn may have an outer radius of 10m and inner radius of 5m.

Murree Chowk  Increase the width of carriageway by 2 lanes i.e. provide road tapering and storage lane.

 Tapered length may be at least 45m.

 Storage length may be at least 60m.

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 Local Street may be closed.

 Provision of traffic signals at desired location as shown in Fig.7.7

 Cycle length may not be greater than 120 seconds for signalized intersection.

 Pavement Markings may be provided to make traffic separating lanes apparent and visible to the road users.

 Controlled/Dedicated U-turns may be provided on Karakorum Highway as shown in Fig.

 Provision of channelization with island at the center of intersection in order to segregate the through and turning traffic.

 Typical dimensions are shown in Fig.7.8

 Dedicated U turn may have an outer radius of 10m and inner radius of 5m. Thandiani Chowk  Increase the width of carriageway by 2 lanes i.e. provide road tapering and storage lane.

 Tapered length may be at least 45m.

 Storage length may be at least 60m.

 Pavement Markings may be provided to make traffic separating lanes apparent and visible to the road users.

 Controlled/Dedicated U-turns may be provided on Karakorum Highway as shown in Fig.

 Provision of channelization with island at the center of intersection in order to segregate the through and turning traffic.

 Typical dimensions are shown in Fig.7.9

 Dedicated U turn may have an outer radius of 10m and inner radius of 5m. PMA kakul  Increase the width of carriageway by 2 lanes i.e. provide road tapering and storage lane.

 Tapered length may be at least 45m.

 Storage length may be at least 60m.

 Pavement Markings may be provided to make traffic separating lanes apparent and visible to the road users.

136

 Provision of channelization with island at the center of intersection in order to segregate the through and turning traffic.

College Road  Typical dimensions of island are shown in the Fig.7.10

 Pavement Markings may be provided to make traffic separating lanes apparent and visible to the road users.

 Controlled/Dedicated U-turns along may be provided on Karakorum Highway as shown in Fig.7.11

 Provision of channelization with island at the center of intersection in order to segregate the through and turning traffic.

 Typical dimensions are shown in Fig.7.11

 Dedicated U turn may have an outer radius of 10m and inner radius of 5m. Chinar Road

intersection  Increase the width of carriageway by 2 lanes i.e. provide road tapering and storage lane.

 Tapered length may be at least 45m.

 Storage length may be at least 60m.

 Pavement Markings may be provided to make traffic separating lanes apparent and visible to the road users.

The intersections for which the traffic siganls are provided ar justified by warrants 1, 2, 3 aand 8 as per MUTCD 20091. The detailed warrant analysis for Muree Chowk is provided in Annexure V of the report.

1 Manual on Uniform Traffic Control Devices

137

Wa, n**hr9

Missile Chowk I DO .0000 15,0000 34

000 4814 34 OQO 5°! # 15 000 % / to 0,3000 vs*t a* •«

GBS A

()

Figure 7.4 Improved Missile Chowk

138

✓

✓ vTl g4 Fawara Chowk

,rov

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Figure 7.5 Improved Fawara Chowk

.2000 7,800

924 0Vo A'

RIO 000 0,4594 Lady Garden 714 Intersection .3999 Ml

i C) N 7,4501

Figure 7.6 Improved Lady Garden Intersection

139

14.94 933

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Mill*** ChowK

^Jf/// L-R15,0000 *■ ^ Ta* JCT26.9074 fc.

15.0000 16. .0000 ^

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Figure 7.7 Improved Murree Chowk

140

000

5916 R5.0000 53 .8035 889 10.0000 25 909

45 GQOO 000 15.0000 * *10*

0000 000

515

C) 45 000

Figure 7.8 Improved Thandiani Chowk

141

15.921" 5.2193

5.7 984 R1D.D0D R3.0DOO 7.00 7.0000 ■ 5.77 )52B

13.387 5.5534

5.0000

Kakul / Road.

Karakonm Htahway I5A)000

7.000 7.3657 S.1 >781 A

43; 000 5.0000 N

Figure 7.9 Improved PMA Kakul

142

fo 0 Coll '*nt h, /e»o 0«i# ■ir

O/c/•Nfc o// Bhu, Old Oac# av. College n>a ux Road ■ ■ OJ o

r*Cfl

Karakoram C) Highway

Figure 7.10 Improved College Road

4. Nartan Link Road to Narian 0.000 5,0 45. r076 *002 45.0000 % R15.00D 15.0000 l—45,0000-r JiJ\— 60,112 S.Murraa Road to 15,0000 Thandlanl Road

0 To KKH () 0,000 i.CHInar Road ~-R10.0000 to Hospital 5.0000 Road

Figure 7.11 Improved Chinar Road Intersection

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7.1.4. Provision of Conventional Bus Service It is suggested to provide proper bus service along major roads of the Abbottabad city. Small pickup vans and other Para-transit vehicles may be discouraged along the KKH to avoid traffic congestion. Figure 7.12 shows the proposed route map for bus stops for bus service on KKH. It is strongly recommended to restrict the Para-transit vehicles on feeder routes to main bus service for its successful implementation and operation. Overlap between different services will result failure of the proposed bus service. It is needed to make bus service efficient by providing signal free corridor so that they may continue their smooth and uninterrupted flow on roads, thus facilitating the users. The provided facility may be capable to attract the public and some incentives can be given for this purpose.

7.1.5. Provision of One-Way Roads Jinnah road is having average carriageway width of 11.9 m from Fawara chowk to Kacheri Chowk. There is a provision of making double carriageway 5.8m each side, separated by 0.6 m wide median. Typical proposed plan of Jinnah road is shown in figure 7.13.

Murree road is having an average width of 8.5 m and an average shoulder width of 3.3m from Murree Chowk (KKH) to Chinar Intersection. There is a provision of making double carriageway 6m each side including shoulder width to main carriageway, separated by 0.3 m wide median. Typical proposed plan of Murree road is shown in figure 7.14

144

Toward* Hartpur Tswanl* ManaaTira Proposed Bus Stops

Step 029 Near AbbottaOad PuMic School (359m) Stop A39 Slop *29 Near Abbottabad Public School (301m) Step 020 Near UET Raat Houm (200m) Slap B20 Slop AZ« Stop *28 Near UET Real Houae (212m) Stop B2B StapA27 Stop 027 Naar Frontier Medical Cologa (440m) Stop B27 Slop *27 Near Frontlar Medical CeOaga (440m) Stop 020 Near Muaa Zal Colony Road (390m) Stop *28 Near Muaa Zal Colony Road (371m) stop 020 Stop MB Stop B29 Naar Hotel De Menchl (3Mm) Stop *25 Slop *25 Near Hotel On March! (400m) Slop B25 Stop 024 Naar Officer Colony Road (430m) Stop *24 Slop *24 Near Officer Colony Road (422m) Slop 023 Near Woman and Children Hoapllal (300m) Stop 024 Slop *23 Naar Woman and Children Hoepltal (330m) Stop *23 Stop 023 Slop 022 Near Ayub Mad leal Collaga Si Hoapllal (343m) Step *22 Slop *22 Naar Ayub Medical Collage 8. Heapttal (350m) Near Irfan Hoapllal EES Cantor (450ml Stop 022 Slop *21 Near Iran Hospital EEC Center (447m) Slop 021 Stop *21 Stop 020 Naar Collage Rood (352m) Stop 021 Slop *20 NearCollago Road (348m) Stop 019 Naar Daewoo Bua Tarmlnel (349ra) Stop B2Q Stop *20 Slop *10 Near Daewoo Bua Tormlnal (348m) Stop 010 Near Army Bum Hall Callage (320m) Stop B10 Slop *10 Slop *18 Near Jadeon Plaza 11 Read (320m) Stop 017 Near Hotel Abbot Cardan (dMm) Stop B18 Stop *18 Slop *17 Near Abbot Garden Hotel (420m) Stop 016 Near Sui Hortham Gas Pipe Ulmltad Office and Pearl Stop *17 Slop *16 Near Sul Northern Gas Plpa Lbnltad Olflco and Pearl Continental Hotel Near Jhangl (2SSm) Step BIT Continental Hotel Naar Jhangl (300m) Stop BIB Stop *15 Slop B19 Naar Lamba Maim Jhangl Road (407m) Stop *15 Slop *19 Near Lamba MaTra Jhangl Road (483m) Stop B1S Slop 014 Near Shallmar Hotel* Naar Jhangl (414m) Stop *1* Stop *14 Near Shallmar Motor* naar Jhangl (400m) Stop 013 Naar Mordamaga School (220m) Stop 014 Slop *13 Near Januja Street ft Modamage School (220m) — Stop *12 Stop 012 NaarCalllat Metropolitan Inetltute (20Sm) Stop B13 - Stop *12 Stop *12 Near Oalllal Metropolitan Instllvto (200m) Stop Bi2 Stop *11 Stop 011 AMmtiaa Academy & Girl* Callagn (21 Om) Stop OH Stop *10 Slop *11 Near Al ImHaz Academy ft Olrta College (200m) Stop BIO Naar Supply Bazar (51 Om) Stop BIO Slop *10 Near Al ImHaz Academy ft Obia Collage (200m) Slop BOS Naar Kakul Road (SBOrn) Stop B0 Stop *9 Stop *09 Near Kakul Road (390m) Stop 000 Naar Ghora Chowk (SBOm) Stop BO Step AB Slop AOS Near Ghora Chowk (321m) Stop AT Stop 007 Naar Combined MIHtory Hoapltal Family Wing (310m) Stop OT Slop *07 Near Combined Military Hoapllal {308m) Stop BOO Naar Muireo Road (300m) Stop BS Stop A« Slop *06 Near Murraa Road (504m) Step B05 Naar Lady Cardan Intersection (910m) Stop BS Stop *5 Slop *05 Naar Lady Garden Interaetlon (520m) atop B04 Near Cellogo Road (270m) Slop *04 Near College Road (350m) Stop B03 Near Women * CMMron'a Hospital (500m) Stop B4 Stop *4 Stop *03 Near Hospital Road ft Women Hoapltal (400m) Stop B3 Stop *3 Slop 002 Naar Fawara chowk (290m) Stop B2 Slop *02 Near Fawara Chowk (250m] Stop 001 Naar Canaral Bu* Stand Stop *2 Slop *01 Near Cenaral Bun Stand Stop B1 Stopso *1 Figure 7.12 Proposed Bus Stops along KKH

145

: i»

I E 3 11111

• 1VJ

Figure 7.13 Proposed One way section of Jinnah road

• f-1 • • 71 I 0+20

Miiiiiir,

Figure 7.14 Proposed one way section of Murree road

144

7.1.6. Time Management of Intercity Traffic A fairly easy measure to reduce the traffic congestion is the imposing of access restrictions on certain urban areas during peak hours. In most cases, the purpose of the restrictive measures is to restrict entry of specific type vehicles for certain time period in order to reduce traffic volume such as delivery vehicles, and heavy trucks. Typically, commercial vehicles are allowed to enter into city center in certain time windows only. This measure is commonly referred to as a “truck ban” (truck movement restriction). Some cities have found a practical compromise to increase logistics performance: They restrict large vehicle during the daytime and allow them into the city area at night. Considering usefulness of this measure it is recommended to control entry of heavy or intercity traffic during peak hours. To facilitate the intercity traffic even during peak hours, “even and odd registration number policy (only last digit of vehicle registration number)” may be adopted. With this policy, vehicles with even registration number (last digit only) will be allowed to enter into main city roads only during even hours (e.g. 2, 4, 6, 8, 10, 12, 14, 16, 18, 20, 22, 24) and vehicles with odd registration number (last digit only) only during odd hours (e.g. 1, 3, 5, 7, 9, 11, 13, 15, 17, 19, 21, 23). Such kinds of traffic management measures at least need to be considered for peak hours. A trial based approach can be helpful in this context (e.g. one month trial), however; heavy enforcement is required from the concerned authorities.

7.1.7. Pedestrianization of Shopping/ Commercial Area and Parking Enforcement After the provision of the parking plaza/yard in the market area, vehicle entry should be restricted in the market streets by providing barricades and warning signs. Park and ride van services may be introduced in market streets for physically challenged and aged customers. Entry constraints need to be imposed on commercial or delivery vehicles. For example, they can be allowed to enter before 9 AM or after 9 PM for delivery of products.

1. At pine view road, there is an open space available in front of Cantt plaza (well- known shopping plaza), so parking facility may be provided for the comfort of customers. This may also facilitate in order to reduce the parking problems of the adjoining markets and shopping areas.

145

2. Near Jadoon Plaza at KKH, parking facility may be provided in Army Burn Hall College for the parents within a college premises so as to facilitate the parents to drop their children’s and to pick them without creating traffic choking on KKH. 3. At Kunj road, football stadium is situated near Bund Khoo Chowk, for which parking area may be provided to facilitate the visitors to park their vehicles in that area. The parking space may be shared for the customers of the surrounding markets.

7.1.8. Driving License Reforms Driver’s license may be checked and fines may be imposed along with disabling driver’s vehicle operation if someone is found without driving license. Under age drivers may not be allowed to drive on roads because it causes traffic accidents. Proper institutions may be promoted for proper training and education of drivers to make them aware about basic traffic safety and driving rules.

7.1.9. Institutional Setup for Legalization of Public Transport and Parking Facilities There is a need to develop Transportation Planning Department which may be responsible for planning of public transport facilities e.g. planning of bus service and Para- transit routes, scheduling of services, decision for fare structure and its imposition, issuance of route permits to the operators and individuals for each public transport vehicle, etc. This will help to avoid overlapping of public transport service at any specific road and to improve the efficiency of imposed bus service.

7.1.10. Development of Public Awareness and Education Mechanism Traffic Police at local level may be responsible for public awareness and education regarding traffic rules and regulations. Public awareness and education system need to be established. The established system may include distribution of pamphlets and guidance booklets to the public; traffic seminars at schools and college level regarding traffic safety, rules and regulations. Walks can also be organized with help of civil society for public awareness.

146

It is suggested that related officials may visit public bus terminals and deliver lectures to the drivers and conductors. Gift hampers such as color boxes, ball pens, caps and badges would be given to road users, particularly to schoolchildren, after asking them questions about traffic rules and regulations. Such kind of incentives would encourage the road users to participate in traffic education and awareness programs.

7.1.11. Provision of Suzuki Pickup Stations It is suggested to provide proper station for Suzuki Pickups along KKH in Abbottabad city, as a temporary solution. Figures 7.15 (a) and 7.15 (b) show the proposed route map for stops for pickups on KKH. The provided facility may be capable to attract the public and some incentives can be given for this purpose. Twelve stops are recommended on the both sides of KKH which are 800 m apart.

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Figure 7.15(a) Locations of Pickup Stops

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»: • F* 1 • a Wi n 4»J '\i i i i /^r •rfiH® in y f. ;■• X^r. n —rrrrJC £ . \- lu It! /' •V. §« K VT ■5 •J ? S' i: } v: r 1 ■■' -.! r m fg*i % ^. »'• n %> Si >T^ % # sa '•> % E i ■ r V > A r a aao at '-- •r' ■ s L;% haV Figure 7.15(b) Locations of Pickup Stops

7.2. PROJECTS PLANNED TO BE EXECUTED IN NEAR FUTURE

7.2.1. Flyover at Fawara Chowk A flyover at Fawara Chowk is proposed by Pakhtunkhwa Highways Authority (PKHA) starting from 335180E, 3779133N to 335311E, 3779320N crossing over Fawara Intersection. This bypass will provide conflict free movement to the traffic of KKH which is highly disturbed by Jinnah and Kunj Road traffic in addition to the reduced ROW because of irregular buildings present at the junction.

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The cross section of proposed flyover is shown in figure below:

i r 7300 7JCO ,77- -l'

7ir'

3303 CKIN: .V JO revLtr:— J

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Figure 7.16 Cross Section of Fawara Chowk Flyover

7.2.2. Ring Road / Bypass Two bypasses are proposed for Abbottabad city, one on east side and other on west side of KKH. These bypasses will act as a detour to Mansehra and Murree in order to facilitate large number of vehicles.

A. Havelian Damtor Bypass

Havellian Damtor Bypass is 18.325 km long which will traverse through Eastern Side of Abbottabad so called Eastern Bypass. The Bypass will start near Langra on Karakoram Highway in KPK and ends at Murree Road which is also linked with Karakoram Highway. This bypass will help in reduction of traffic problems in Abbottabad City as the through traffic for Mansehra will use the Bypass resulting in less traffic on Karakorum

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Highway. This bypass will ease in traffic coming from Murree Road to directly move to Mansehra without interfering the traffic of Karakoram Highway and vice versa. The layout of Havellian Damtor Bypass is shown below:

■Q DERAIL VIEW OF ABBOTT ABAD BYPASS ROAD VA N F5 -Si bid -"Sr

.*•

; i, - < 'V-: ^

Leyend h ABBOI l ABAJ - MJHtb KOAL) .% ABBOTT ABAD BVPASS ROAD 18,325 KM KKH ROAD

Wfcm

Figure 7.17 Locations of Bypass

The traffic Count data for the bypass is collected from C&W dpt. Abbottabad is given below:

KKH = 6056 vpd Abbottabad Murree Road = 402 vpd Murree NathiaGali Road = 3117 vpd

B. Western Bypass A bypass is proposed to be constructed on the western side of Karakorum Highway which is proposed to be 32.4 km long. The proposed bypass will start just before Salhad at KKH and ends in Khatean da

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Galla before Mansehra on KKH. This bypass will provide ease to Abbottabad traffic as the through traffic will use this bypass instead of Karakoram Highway.

The layout of Havellian Damtor Bypass is shown below:

m m ^ - National Highway N-35 LW it? 'V -Vi-Tti ^aaaaajna mm

v - -^r -iiKV- iP*<

Figure 7.18 Location of Bypass-1

151

V r 1 •' -

rK m ae I Ti Tf National Highway -l^ N-35 1.5<: ftp v

Figure 7.19 Location of Bypass-2

C. Changla Gali-Pir Sohawa Road

The 63.50 km proposed route will join Changla Gali near Murree with Pir Sohawa near Islamabad. This route will provide access to Galiyat area mainly which is north east of Islamabad residing between Murree and Abbottabad. Presently there is no such rout available within the Khyber Pakhtunkhwa to reach Galiyat from federal capital Islamabad, except only route available from Islamabad to Galiyat via Murree Road. The existing rout is also deficient to accommodate present volume of traffic especially in summer season. The proposed route is in design stage and will be constructed afterwards. The Construction of proposed route will reduce the traffic volume on Murree road so the congestion will be reduced and Level of Service will be improved. The proposed layout of the route is shown in figure below:

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OVERALL VIEW OF ROAD FROM CHANGLA GALI TO PIR SOHAWA = 63.50 KM JK< f-",-

. 1^

sri -♦"-'53 u •-:» ■ i» a ; — ri :>v , -j m »t ^STTtl

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vi.riVi'f ■*: - ^ Figure 7.20 Location Map of Changa Gali Pir Sohawa Road

D. Havellian Bypass (E-35)

The E35 Expressway or Hazara Expressway is an under-construction long controlled-access expressway linking Hasan Abdal in Punjab province with the cities of Haripur, Havelian, Abbottabad, Mansehra, Shinkiari, Battagram, and Thakot in Khyber Pakhtunkhwa province. The project is expected to be completed towards the end of 2017 and will reduce the travel time from between Rawalpindi-Islamabad to Mansehra from 4 hours to 2 hours. The project is linked with Abbottabad Cities with two interchanges for entry and exit traffic for Abbottabad city.

 Interchange at Salhad  Interchange at Qalandrabad

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The proposed layout of the route is shown in figure below:

■ f EXIT INTERCHANGE FOR ABBOTTAB

Jii

V /, * y. * r - *

V r v.- , _ . ' isrl *■ : • fi«i9iiKitr:i* > y&

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.v: NTRY INTERCHANGE FOR ABBOTTABA ^rvEa^ir:

Figure 7.21 E-35 lignment near Abbottabad

The interchanges will allow the traffic moving towards Abbottabad while the through traffic moving towards cities north of Abbottabad will keep moving on E-35. The route will act as a bypass which will provide huge relief to traffic of Abbottabad City.

A tunnel will also be a part of E-35 which is under construction. The tunnel is approximately 1.8 km long.

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Following picture shows the views of construction of Abbottabad Tunnel

Figure 7.22 E-35 Inside View of Tunnel

I 'U L

Figure 7.23 E-35 Outside View of Tunnel

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Figure 7.24 E-35 Construction of Tunnel

7.2.4 Dualization of Murree Road

In addition to Havellian Damtor Bypass, Murree road is being dualized. The dualization will reduce the congestion and long queues on the road. The road will improve Level of Service of Murree Road intersection on KKH.

The road is an important link that joins cities including Murree, Ayubia and Nathiagali with Abbottabad on KKH. The dualization will also relief the traffic on Karakoram Highway as well as on Murree Road passing through the above mentioned cities.

7.2.5 Construction of Cantonment Parking Plaza

A parking plaza is to be constructed in cantonment area of Abbottabad which will reduce the parking problems of city to some extent if illegal parking is prohibited. The Parking Plaza is already designed having an area of 99650 square feet (18 Kanal approx.). The parking plaza will accommodate approximately 300 cars.

The layout of the plaza is shown in figure below:

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AREA = 99650.00 SET OR =18 KANALS

Approx 300 Cars Parking on one Floor X Residental Appartments Approx 25 on one Floor

Figure 7.25 Layout of Cantonment Parking Plaza

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7.3. LONG –TERM PROJECTS

7.3.1. Provision of Flyover/ Underpasses  Underpass at Missile chowk along KKH.  Flyover at Lady Garden Intersection along KKH.

MISSILE CHOWK

Figure 7.26 Underpass at Missile Chowk

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7.3.2. Mass Transit on KKH There is strong need to develop Mass Transit system especially along KKH so that effective and comfortable public transport service can be provided to the road users. This will also reduce traffic jam and traffic congestion on road and will also reduce passenger travel delays. As the current Para-transit is overloaded with passengers this situation is creating problems and is dangerous as well. Therefore, there is need of Bus rapid transit system. This system will encourage the road users to use bus service and will accommodate large number of road users and will reduce traffic congestion on roads. This Bus Rapid Transit system will provide an efficient Public transport with good quality and at relative low cost. It will also be environment friendly as large amount of smoke and other harmful emissions is emitted by heavy traffic. This system will attain equivalent levels of speed, capacity, and passenger comfort and convenience as rail-transit systems. BRT will provide city with a practical and reasonable solution to ensure that their transit systems keep pace with urban growth. As Compared to a regular bus, BRT is much faster, because it will segregate bus lanes, and passengers will 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.

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TYPICAL BRIDGE CROSS-SECTION (all dimensions in mm)

Figure 7.27 Bridge Cross-section

7.3.3. Tolling Facilities Tolling is an effective tool for funding major transport networks. It can be used to create a balance between the operation and maintenance cost of transportation networks. Tolling charges may be imposed especially on heavy trucks. The use of tolling can limit the road user’s entrance and will keep a check on vehicular entrance and exit. The tolling system will prevent the over use of the transportation facilities.

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7.3.4. Transportation Demand Management Strategies  For keeping balance between demand and capacity of traffic stream the use of private vehicles may be discouraged.  The public transport may be encouraged.  The provision of BRTS along KKH for accommodating greater passengers.  Limiting the entrance of heavy vehicles during day times on busy roads.  Road pricing (Tolling) system may be introduced.  Parking management and parking pricing.  Effective land use management.

7.3.5. Awareness and Education of Public Proper institutional setup must exist at local level that should responsible for public awareness and education regarding traffic rules and regulations. Public awareness and education system need to be established. The established system may include distribution of pamphlets and guidance booklets to the public; traffic seminars at schools and college level regarding traffic safety, rules and regulations. Walks can also be organized with help of civil society for public awareness.

It is suggested that related officials should visit public bus terminals and deliver lectures to the drivers and conductors. Gift hampers such as color boxes, ball pens, caps and badges would be given to road users, particularly to schoolchildren, after asking them questions about traffic rules and regulations. Such kind of incentives would encourage the road users to participate in traffic education and awareness programs.

7.3.6. 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

161 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. Vehicle Inspection and certification system 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.

7.3.7. Construction of Parking Plazas

 At Fawara Chowk, a vacant space is available at the junction point of the two major roads (Jinnah road and KKH), therefore parking plaza may be provided to accommodate the vehicles coming to the District Session Courts, offices, dropping their children’s at school and others allied buildings situated at Jinnah Road. This may be very helpful for free movement of traffic along the Jinnah road and within junction as it will avoid side parking on the roads.

 At Kacheri Chowk, Bus stand may be replaced by a parking Plaza, because ingoing and outgoing movement of vehicles from the bus stand causes a traffic jam on the Jinnah road and seriously affect the people’s daily routines.

7.4. EVALUATION OF MAJOR PROJECTS

7.4.1. 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. Traveling on the flyover can enjoy the panoramic view of the city.

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Expressways are very safe. Mobility is high and accessibility is limited. There are often barriers between traffic going in opposite directions. Only fast moving vehicles are allowed on expressways. They reduce the time to take to reach the destination. The more the time is short, the more the gasoline consumption decreases. From economy point of view, an average estimated cost of flyover/ elevated expressway is approximately about 1.4 million per meter length of the 4 lane bridge.

7.4.2. Evaluation of Proposed Bus Service Dedicated bus lanes for BRT buses, allows 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 kilometers traveled (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 time; with passengers across the world consistently moving through the city faster even with more time spent getting to terminals.

7.4.3. Evaluation of Short Term Projects Tentative cost estimation of short term projects is attached in ANNEXURE-III.

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7.4.4. Evaluation of Post CPEC Effects: China-Pakistan Economic Corridor (CPEC) is one of the major projects of the Belt and Road Initiative, proposed by People’s Republic of China. The China Pakistan Economic Corridor (CPEC) is a collection of projects currently under construction at a cost of $46 billion which is intended to rapidly expand and upgrade Pakistani infrastructure, as well as deepen and broaden economic links between Pakistan and the People's Republic of China. Moreover, CPEC has become the framework and platform for comprehensive and substantive cooperation between China and Pakistan. In the process of development of CPEC’s project, both sides agreed on the principles of scientific planning, step by step implementation, consensus through consultation, mutual benefit and win-win results, as well as ensuring quality and safety. Both sides agreed to promote a “1+4” pattern of economic cooperation, featuring a central role of the CPEC and four key areas including the Gwadar port, energy, transportation infrastructure and industrial cooperation, so as to achieve win-win results and common development. Projects of CEPC:

Projects which are being executed under the flagship of CPEC have four major potential areas including infrastructure development, energy sector, industrial cooperation and Gwadar port. Infrastructure projects under the support of CPEC will span the length and breadth of Pakistan, and will eventually link the Pakistani city of Gwadar in southwestern Pakistan to China's northwestern autonomous region of Xinjiang via a vast network of highways and railways. . Gwadar Port

Situated on the Arabian Sea at the southern end of CPEC, Gwadar port is an important project of the CPEC. The development of the port shall be accompanied by various other projects including the East Bay Expressway Project, the New Gwadar International Airport project, Gwadar Smart Port City Master Plan, China-Pakistan Friendship Primary School in Faqeer and Gwadar, Gwadar Hospital, Gwadar Vocational College, Gwadar Water Desalination Plant etc to name a few.

. Energy Sector:

Energy is the source of power for economic development and a key factor in the sustainable development of Pakistan’s economy. Efforts are required to speed up the construction of energy projects so as to help Pakistan relieve energy shortage and achieve sustainable development.

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. Transportation Infrastructure:

Efficient and fast transportation network is of vital importance to the economic development. CPEC shall essentially follow the North-South corridor in Pakistan. The existing road network shall be used in the beginning, developing the missing connections first, with easiest one on priority, through scientific planning. Currently, two major CPEC transportation projects have been inaugurated and are under expeditious construction, i.e. KKH Phase-II (Havelian-Thakot section) and Peshawar-Karachi Motorway. At the same time, the feasibility study of Railway Line ML1 (Peshawar-Karachi) up-gradation project has been completed and governmental framework agreement is being actively discussed.

CHINA

r v 0 93 *6 Legend

Figure 7.28 Road network of CPEC

. Industrial Cooperation:

Industrial cooperation is an important field of CPEC. It is of vital importance for the uplifting of the level of economic cooperation and expansion of the space for industrial cooperation between the two countries. It carries huge potential and a bright future. In this regard, China has advantages in experience, technology, financing and industrial capacity, while Pakistan enjoys favorable conditions in resources, labor forces and market. By carrying out industrial cooperation, both sides will achieve mutual complementarity and win-win results.

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Tuerg^e

$Kashi / i y s Havclian-Kashi New Railway. N I.OSQKm long L

^ Hongqilapu

I Construction of new line from J llavelian Dry Port: Reconstruclion of Existing Line Peshawar to Torkham US S40 million investment ML2 Short and long term: water hazard treatment, overhaul of track, signal upgrading and Landikotal/ '^j^Havcliar/ r speeding up. extension of amval- Torkhum 'êlian Dry Port ™"" departure track and eleclrifiealion. Pesgc^ slamabâ"—^ noi .♦Rawal New Railway Line (rom Quella (Boslan) to Kolla Reconstruclion of ML I Existing Railway including Jam on ML-2 via Zhob & Tank locomotive purchase, overhaul D.I,Khan (560 Km) O 4.^° - - /A K of track, signal upgrading, electrification, construction of IhobJ Faisal^ba double line, communication upgrading and speeding up the extending of arrival-departure lines and construction of Reconstruction Lpgradalion of Karachi-Kotri Double Freight Quetta-Taftan existing railway. Itan Linc. 633 km long cG ylQuetta ,Khanew 'i ^ Baatmda Zahedar Lodhran Taftan — — Jacobada 1,600 km long Gwadar to Jacobabad and Quella Karachi-Peshawar lMastung)via Besima New jU'C PDL (High Speed Railway line, 1328 km long, . rtvy Railway Line) US S4.5 billion investment Ôpukkur IRAN if INDIAN Legend

0 o.'- Enslte K;ill";iv A >J"i MirpurKhas^t^® Capacity expansion project in Hyderabad^:--® — — Barmer short term Gwadar Capacilx expansion project in Babtn middle and long terra Karachi Nr\s construction project in Alternative Scheme of middle and long term Gwadar Port Passage PDL in far future

Figure 7.29 Railway network of CPEC

China and Pakistan have reached consensus on the basis of "one corridor, multiple passages”, aiming to benefit the economic and social development of all regions in Pakistan and provide effective connectivity to Gwadar port. Right now, enormous efforts are being made to advance road connectivity in the western parts of Pakistan, and the Chinese side is cooperating with the Pakistani side to create favorable conditions for attracting investment in western and northern parts of Pakistan. With the implementation of various projects, CPEC will play an increasingly important role in promoting the economic development and uplifting living standard across different parts of Pakistan.

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CPEC Projects Likely to Affect Abbottabad City:

A few projects which are going to be executed on the platform of CPEC will have a great impact on the socio-economic features of Abbottabad City and the adjoining areas. Key among these projects are listed below: 1. Improvement and Widening of KKH (Havelian – Raikot) 2. Chitral - Gilgit Highway: 3. Havellian Dry Port:

Brief discussion of these projects is as follows:

1. Improvement and Widening of KKH (Havelian – Raikot)

Improvement and Widening of 440 Km long KKH Section from Raikot to Islamabad is in progress. The scope also includes provision of bridges, culverts and other allied facilities. This project is divided into two sections i.e. Havelian – Thakot and Thakot to Raikot Section. Thakot-Havelian is in early harvest Project category and it is in implementation phase after signing of commercial and financial agreements.

 Cost of Thakot-Havelian Section: US $ 1,366 Million  Cost of Thakot-Raikot Section: US $ 719 Million

The project alignment is shown in Figure 7.30 below:

Section –II (Thakot – Raikot) Section –I Krt.koi (Havelian -Thakot)

Indian T Occupied Kashmir

Figure 7.30 Project Alignment of Improvement of KKH

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2. Chitral - Gilgit Highway:

Chitral-Gilgit Road is 354 km in length which has been designated as N-100 and case for federalization of the said road has been initiated. The alignment passes through Booni, Mastuj, Shandur and finally terminates at Gilgit. In future this road can be used as alternative route to KKH and will provide a gateway to Afghanistan from Torkham. This project will cost approx. 45 billion Rupees. The project alignment is shown below:

Annex-B U|nii roil ■ I'.i.ii-n Sandhi Dananglf Thawoos Bar Khass Vaaln Valley Chalt Ouilofkrtmw Bar Das Chalt Karlmabad Tinch Mir Chalal Dah Qahkuch UNCTMalrOonuLTO Sum Zom NalUr Valley tktocthi O Shandur Rahlm Abad Hallongt P.Tl Dalnal Mori Payaan Gilglt Ghochhtr SarO Oshlkhandass v.-v Chhamugarh

Ayun\ Hi' - SJaglot BunJI Kumrat Valley Gabral Matlltan 1N-35 Bango N-35 Miankheel N-35 UmM Figure 7.31 Location Map of Chitral – Gilgit Road

3. Havellian Dry Port:

To meet the demand of future containerized freight traffic in connection with Pak-China Economic Corridor, a dry port will be established at Havelian by utilizing the railway land, railhead facilities, high speed / capacity stock, and potential of well- established off-dock terminal for handling bonded import / export containers. Pakistan Railway network exist up to Havelian Railway Station situated at more than 680 Kms from Khunjrab (China border). The station will become part of the Pak- China Economic Corridor. Initially it will act as dry port / container terminal for goods traffic coming through road from China through KKH. Transshipment arrangement will be provided at Havelian for loading / unloading on railway wagons. Estimated cost of the project is US $ 65 Million.

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Effects on the City:

The above mentioned project will have positive effects on Abbottabad and will help to improve socio-economic features of the city. The likely impacts will include followings:  Improved employment opportunities  Increased Tax Collection  Strengthening of Road Connectivity  Promotion of Economic Development  Improvement in Living Standards of residents

The projects however, will also bring some adverse effects for which the local and provincial governments shall have to plan and provide preventive measures in advance to tackle the same. These likely adverse effects may include:  Strain on local road infrastructure  Increase in vehicular traffic  Increase in environmental pollution

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8. IMPLEMENTATION AND ACTION PLAN

8.1. IMPLEMENTATION PLAN

The proposed geometric and traffic management improvements need to be implemented as per their requirements 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-term and long-term policies. The short-term strategies objectives may be coherent with the objectives of long-term strategies. It is recommended that short-term policies or strategies need to be implemented within 3 years of this study in order to handle the worst traffic problems up to some extent. The society will suffer with the additional social costs of traffic congestions due to any delay in the implementation. Below is the list of proposed short-term strategies.

1. Widening of roads 2. Protected U-turns 3. Signalization of intersections / channelization of traffic 4. Bus Service 5. One way roads 6. Time management of inter city traffic 7. Pedestrianisation of bazaars (bus terminal in sadar bazar) 8. Parking enforcement 9. Driving license reforms 10. Institutional setup for legalization of public transport schedule routes 11. Awareness and education of public

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The long-term strategies are recommended to be implemented within 15 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. Provision of flyover / underpasses 2. BRT on KKH 3. Elevated expressway on KKH 4. Construction of parking plazas 5. Tolling of facilities 6. Consideration of transportation demand management (TDM) and transportation system management (TSM) strategies 7. Awareness and education of public

8.1.2. Financing Program The timely implementation of the proposed short-term and long-term plans is totally dependent on financial resources available with the local government. It is required to maintain sufficient financial resources and may be provided whenever needed for any particular project. Private sector may 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 sectors. For mega projects such as mass transit projects, the financial assistance can be obtained from internationally agencies e.g. World Bank (WB) and Asian development Bank (ADB) etc. However, this assistance may be at minimum level and main focus may be on utilization of own available resources. The proper mechanism needs to be developed 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.

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8.1.3. Strengthening of Institutional Framework It is also required to identify the responsible agencies or authorities for the timely implementation of developed plans. For this purpose, strengthening of the institutional capacity may be priority of the Government. It is recommended that urban and transportation planning activities may be accomplished at one institution because proper integration and coordination is required between them. After making appropriate urban land development and transportation infrastructure plans, the implementation task of different plans can be assigned to different organizations that have the expertise in a particular area i.e. construction of road network, land development, implementation of traffic management plans, etc. The coordination between different departments and organizations is vital in this regard. 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 Public Transport Development Development Management Development Management & Department Department Department Department Operational Department

Figure 8.1: Proposed organizational structure

8.2. ACTION PLAN FOR KEY PROJECTS

This section presents action plan for some key projects that can play major role for the reduction in traffic congestion and have long-term effect.

8.2.1. Improve Public Transport System The authorities must give “go-ahead” for the improvement of existing public transportation system along KKH by implementing a conventional bus service in short term scenario. The implementation of conventional bus service may 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

172 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 may be created at the city level that may 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 near GB stand and on KKH The proposed traffic management plans at KKH and near general bus need to be implemented with full spirit and consideration. Protected U-turns, geometric improvements and installation of traffic controlling devices at concerned intersections may be part of action plan at the initial period of implementation. Delay in implementation would cause severe traffic problems along KKH and its feeder routes. Immediate action plans are required to remove the encroachments and illegal parking along major roads as well as to acquire the right-of-way or land for those roads where widening is needed. Moreover, action plans for short term strategies may be consistent with the objectives of the long-term strategies.

8.3. CONCLUSIONS

This study was conducted to prepare traffic management plans for the Abbotabad city in order to mitigate traffic congestion problems. Questionnaires were designed and field surveys were conducted with the help of survey teams and required data was collected. Various analyses were conducted on collected data. The key traffic issues were identified from the survey and analysis results. Traffic management plans were prepared to mitigate the identified problems. These plans were categorized into short-term and long- term strategies. It is recommended that the proposed traffic management strategies need to be implemented at appropriate time with sufficient financial resources in order to avoid any delay in completion. The concerned authorities need to their sincere interest for the implementation of proposed plans, so that the society may get benefits from the invested

173 money. The successful implementation of the proposed strategies will be helpful to reduce traffic congestion and other associated problems.

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ANNEXURE I

Urban Policy Unit, P & D Department, Government of the Khyber Pakhtunkhwa TRAFFIC COUNT SURVEY

Survey Site:______

Traffic Direction:______Date: ______Surveyor: ______

Time 00-15 min 15-30 min 30-45 min 45-00 min

Animal Driven

Bicycle

Motorcycle

( •>^7

Auto Richshaw /Qingqi M &

Car, Jeep

Hiace (upto 16 Seats) €j||.

Mazda, Coaster (upto 24 Seats)

Large Bus

Suzuki, Carry, Delivery Trucks

Trucks (2-axle and above)

Tractor J Urban Policy Unit, P & D Department, \\ Government of the Khyber Pakhtunkhwa Pedestrian Movement Survey Name of Observer:

Day:

Location: From: To:

Sr. Time Tally Marks Total No. From To Number

Urban Policy Unit, P & D Department, Government of the Khyber Pakhtunkhwa TURNING MOVEMENT SURVEY @ U-TURNS

Survey Site / Location: ______Date: ______Surveyor: ______

Auto Richshaw /Qingqi

Motorcycle

Bicycle i '

Car, Jeep, Pickup

Large Bus

Wagon, Suzuki, Hiace, Minibus (upto 16 Seats)

Mazda, Coaster (upto 24 Seats)

Delivery Trucks, Utility Vehicle, Ambulance

V o

Trucks (2-axle and above)

Animal Driven Urban Policy Unit, P & D Department, Government of the Khyber Pakhtunkhwa PARKING SURVEY FORM

Survey Location:______Date: ______Surveyor:______

Legally Parked Illegally Parked Sr. # Time (From) Time (To) Photo Number Photo Number Vehicals Vehicles

12 Uiban Poky Unit ROAD INVENTORY SURVEY FORM Ptjminj t Devetocmenl Oepjranent Go^erment o" PaHitunMwn 30-/', iama/uUn Afghani Road, Wwersitv Town, City: Peshawar

Road Type:

Road Name: Section Length:

1. One Way 2. Two Way Form # Survey ID:

Day: Date: Time:

Node A Coordinates Link # Node B Coordinates

X X

Y Y

2. Direction A - to - B 2. Direction B - to - A No. of Lanes # No. of Lanes # Edge of Building to Road Edge Width m Edge of Building to Road Edge Width m Footpath Width m Footpath Width m Drain Width m Drain Width m Shoulder Width m Shoulder Width m Main Carriageway Width m Main Carriageway Width m Central Median Width m Central Median Width m Coordinates Coordinates X Y X Y 3. PT Stop 3. PT Stop 1 1 Coordinates Coordinates 2 2 3 3 Node A to B S/M % of Link Length Node B to A S/M % of Link Length 1. Parallel 1. Parallel 4. Parking 4. Parking 2. 45⁰ 2. 45⁰ 3. 90⁰ 3. 90⁰ Node A to B Lane occupied % of Link Length Node B to A Lane occupied % of Link Length 1. Temporary 1. Temporary 5. Encroachment 5. Encroachment 2. Permanent 2. Permanent 3. Others 3. Others Node A to B % of Link Length Node B to A % of Link Length

1. Residential 1. Residential 2. Shop 2. Shop 6. Land use at 3. Offices 6. Land use at 3. Offices ground floor level 4. Industrial ground floor level 4. Industrial 5. School/ college 5. School/ college 6. Hospital 6. Hospital 7. Garden/ Park 7. Garden/ Park 8. Others?... 8. Others?... m N/A = Not Applicable urban Pohcy Unit Planmng ft Development Department Go^mment & Oriter PakhtunliiAQ 30-A, JsmaSuddm Afghan Road, University Town, Peshawar

Road Junction Survey Form

Junction Name:

Day:

Date:

Surveyor Name:

Coordinates Activity Within Junction X Hawkers Y Parking Within Junction Others Junction Details No. of Arms Junction Enchroachment No. of Marked Lanes In 1 Workshop/Repairs Shops No. of Marked Lanes Out 2 Food Stalls 3 Hawkers (with Handicraft)

4 Shops/Kiosks (Fixed within Junction) Node Type 5 Petrol pump 1. Signalized 6 Beggars 2. Roundabout 7 Others 3. Priority Other Features 4. Manual Control 8 Bridge 5. Uncontrolled 9 Canal Bridge 10 Nallah bridge 11 Drain Bridge 12 River Bridge 13 Railway Bridge 14 Security Check Point 15 Others Urban Pofecy Ural Ptanrang & Development Department Gcwemment of OrAer Pakhtun*Jtaq 30-fi, Jamaluddin Afghani Road, Universrty Town, Peshawar

Road Junction Survey Form

Junction Name:

Arm 1 /Road Name:

X Y

Direction Junction-In Direction Junction-Out No. of Marked Lanes In # No. of Marked Lanes In # Edge of Building to Road Edge Width m Edge of Building to Road Edge Width m Foothpath Width m Foothpath Width m Service Road Width with divider m Service Road Width m Inner Shoulder Width m Inner Shoulder Width m Outer Shoulder Width m Outer Shoulder Width m Drain Width m Drain Width m Main Carriageway Width m Main Carriageway Width m Central Median Width m Central Median Width m

Arm 2 /Road Name:

X Y

BUS TERMINAL SURVEY FORM

Survey Location:______Date:______Surveyor:______

4. Bus Services

Sr. Name of Operator Type of Vehicle Route Description Frequency

12 Urban Policy Unit, P & D Department, Government of the Khyber Pakhtunkhwa

BUS TERMINAL SURVEY FORM

Survey Location:______Date:______Surveyor:______

1. Passenger Terminal

a Waiting Area (Sq.ft)

b Seating Capacity

c Air Conditioning

d Tickting Area

e Passenger Infromation Services

f No. of Washrooms

g Washroom Condition

h Facilities in Washroom

i ATM Facilities

j Shopping Facilties

k Dining Facilities

f Fire Fighting Equipment

g Lighting arrangements @ Night

l Drinking Water Facility

m Cleaning & Waste Disposal 2. External Infrastructure

a Surfacing / Pavement

b Number of bays

c Entry Points

d Exit Points

e Bus Parking Capacity

f Fire Fighting Facilties

g Lighting arrangements @ Night

h General Security & Safety

i Sheds / Shelters

j Footpaths

k Surface Drainage 3. Connection to Public / Private Transportation

a Park & Ride Facilities

b Shuttle Services

a Vans / Hiaces parking

b Pickups parking

c Cars parking Origin / Destination Interview Survey Urban Policy Unit,P & D Department KPK

Survey Site (Location) Surveyor Survey Direction 1. Inbound /2 Outbound Date Coded by Survey Time

*Inbound: To / Outbound: From Checked by

Sample 1 Sample 2 1. Motor cycle 1. Motor cycle 2.Rickshsw 2.Rickshsw 3.Car / Taxi 3.Car / Taxi 4. Passenger pickup 4. Passenger pickup 5. Hiace Wagon 5. Hiace Wagon 6. Mini Bus 6. Mini Bus 1. Vehicle Type 7. Bus 7. Bus 8. Pick up 8. Pick up 9. Delivery truck 9. Delivery truck 10. 2-axle truck 10. 2-axle truck 11. 3+axle Truck 11. 3+axle Truck

2. Where do you come from? (Origin) 1. At home 1. At home 2. At work 2. At work 3. What was your purpose 3. At school / education 3. At school / education there? 4. Business 4. Business (Origin) 5. Private 5. Private 6. Other (specify) 6. Other (specify)

4. Where do you going to? (Destination)

1. To home 1. To home 5. What is your purpose 2. To work 2. To work there 3. To school / education 3. To school / education (Destination) 4. Business 4. Business 5. Private 5. Private 6. Other (specify) 6. Other (specify) 6. Where does your vehicle based or parked normality? 7. Who owns this 1. Individual / family 2. Company 1. Individual / family 2. Company vehicles? 3. Government 3. Government 1. Empty 2. 1/4 3. 1/2 4. 3/4 5. Full 1. Empty 2. 1/4 3. 1/2 4. 3/4 5. Full 8. Load Type-Bulk Goods 9. Main Items carried 10. Your comments about the trip, please? a. Driving comfot / Rd 1. Very good 2. Good 3. so-so 4 Bad 5. Very Bad 1. Very good 2. Good 3. so-so 4 Bad 5. Very Bad Condition b. Traffic congestion 1. Very good 2. Good 3. so-so 4 Bad 5. Very Bad 1. Very good 2. Good 3. so-so 4 Bad 5. Very Bad O&D

ANNEXURE II

Urban Policy Unit, P & D Department, Government of the Khyber Pakhtunkhwa E-001: BUS TERMINAL SURVEY FORM

Survey Location: General Bus Stand Date: 29-09-2014 Surveyor: Ehsan shah

1. Passenger Terminal a Waiting Area (Sq.ft) Aprox: 25/15 b Seating Capacity Only 6 seats c Air Conditioning None d Ticking Area In bus e Passenger Information Services Available f No. of Washrooms Four g Washroom Condition Intensive normal h Facilities in Washroom Flush system i ATM facilities None j Shopping Facilties None k Dining Facilities As l Fire Fighting Equipment None m Lighting arrangements @ Night Yes n Drinking Water Facility None o Cleaning & Waste Disposal Yes

\ \

°iiil42006

I k Waste Disposal Condition Passanger Information Office Lighting Condition

? m- yUSMU 0^9 ^i'

^wfiF

Wash Rooms In Bus Ticketing Facility General View of GBS

I Urban Policy Unit, P & D Department, \\ Government of the Khyber Pakhtunkhwa E-001: BUS TERMINAL SURVEY FORM

Survey Location: General Bus Stand Date: 29-09-2014 Surveyor: Ehsan shah

2. External Infrastructure a Surfacing / Pavement None b Number of bays None c Entry Points None d Exit Points As e Bus Parking Capacity Aprox: 30/20 f Fire Fighting Facilties None g Lighting arrangements @ Night Yes h General Security & Safety None i Sheds / Shelters None j Footpaths None k Surface Drainage None

Vuliu owjui . 1 m

Vans Parking Area General View of GBS Lighting Condition 3. Connection to Public / Private Transportation a Park & Ride Facilities None b Shuttle Services None c Vans / Hiaces parking Yes d Pickups parking None e Cars parking None Urban Policy Unit, P & D Department, Government of the Khyber Pakhtunkhwa E-002: BUS TERMINAL SURVEY FORM

Survey Location: Hazara Flying Coach Adda Date: 29-09-2014 Surveyor: Ehsan shah

1. Passenger Terminal a Waiting Area (Sq.ft) Aprox:8/6 b Seating Capacity Normal c Air Conditioning None d Ticking Area Yes e Passenger Information Services Available f No. of Washrooms Four g Washroom Condition Normal h Facilities in Washroom Flush system i ATM facilities None j Shopping Facilties Yes k Dining Facilities Yes l Fire Fighting Equipment None m Lighting arrangements @ Night None n Drinking Water Facility Yes o Cleaning & Waste Disposal None

'J.

L* Drinking Water Facility Passanger Information Area Shopping Facility

Wash Rooms Ticketing Facility Ladies Waiting Room Urban Policy Unit, P & D Department, *> Government of the Khyber Pakhtunkhwa E-002: BUS TERMINAL SURVEY FORM

Survey Location: Hazara Flying Coach Adda Date: 29-09-2014 Surveyor: Ehsan shah

2. External Infrastructure a Surfacing / Pavement None b Number of bays None c Entry Points Yes d Exit Points As e Bus Parking Capacity Aprox: 12/10 f Fire Fighting Facilties None g Lighting arrangements @ Night Yes h General Security & Safety None i Sheds / Shelters None j Footpaths None k Surface Drainage None

If I fli mt'M \ •'

Exit and Entry Points Parking Facility 3. Connection to Public / Private Transportation a Park & Ride Facilities None b Shuttle Services None c Vans / Hiaces parking None d Pickups parking None e Cars parking Yes Urban Policy Unit, P & D Department, Government of the Khyber Pakhtunkhwa E-003: BUS TERMINAL SURVEY FORM

Survey Location: PK Air Conditiond Coach Date: 29-09-2014 Surveyor: Ehsan shah

1. Passenger Terminal a Waiting Area (Sq.ft) None b Seating Capacity Normal c Air Conditioning None d Ticking Area Yes e Passenger Information Services Available f No. of Washrooms Two g Washroom Condition Normal h Facilities in Washroom Flush system i ATM facilities None j Shopping Facilties None k Dining Facilities None l Fire Fighting Equipment None m Lighting arrangements @ Night Yes n Drinking Water Facility Yes o Cleaning & Waste Disposal None

JtUofoi

■t tat. c I Water Supply Passanger Information Area Lighting Condition

Wash Rooms Ticketing Facility Waiting Area J- \ Urban Policy Unit, P & D Department, Government of the Khyber Pakhtunkhwa E-003: BUS TERMINAL SURVEY FORM

Survey Location: PK Air Conditioned Coach Date: 29-09-2014 Surveyor: Ehsan shah

2. External Infrastructure a Surfacing / Pavement None b Number of bays None c Entry Points Yes d Exit Points Yes e Bus Parking Capacity Just one after one f Fire Fighting Facilties None g Lighting arrangements @ Night Yes h General Security & Safety None i Sheds / Shelters None j Footpaths Yes k Surface Drainage None

■'' I

Entry Point Exit Point Foot Path Condition 3. Connection to Public / Private Transportation a Park & Ride Facilities None b Shuttle Services None c Vans / Hiaces parking None d Pickups parking None e Cars parking None

\ Urban Policy Unit, P & D Department, Government of the Khyber Pakhtunkhwa E-004: BUS TERMINAL SURVEY FORM

Survey Location: Spring Field Adda Date: 29-09-2014 Surveyor: Ehsan shah

1. Passenger Terminal a Waiting Area (Sq.ft) None b Seating Capacity None c Air Conditioning None d Ticking Area Aprox: 3/3 e Passenger Information Services As f No. of Washrooms None g Washroom Condition As h Facilities in Washroom AS i ATM facilities None j Shopping Facilties Available k Dining Facilities As l Fire Fighting Equipment None m Lighting arrangements @ Night As n Drinking Water Facility As o Cleaning & Waste Disposal None

POOAv'0rr'

■

a? J Dinning Facility Waiting Area Ticketing Facility Urban Policy Unit, P & D Department, *EV w Government of the Khyber Pakhtunkhwa E-004: BUS TERMINAL SURVEY FORM

Survey Location: Spring Field Adda Date: 29-09-2014 Surveyor: Ehsan shah

2. External Infrastructure a Surfacing / Pavement None b Number of bays None c Entry Points Yes d Exit Points Yes e Bus Parking Capacity None f Fire Fighting Facilties None g Lighting arrangements @ Night None h General Security & Safety None i Sheds / Shelters None j Footpaths None k Surface Drainage None

732

Entry & Exit Point Parked Vehicles 3. Connection to Public / Private Transportation a Park & Ride Facilities None b Shuttle Services None c Vans / Hiaces parking Yes d Pickups parking Yes e Cars parking Yes Urban Policy Unit, P & D Department, Government of the Khyber Pakhtunkhwa E-005: BUS TERMINAL SURVEY FORM

Survey Location: Daewoo Bus Adda Date: 29-09-2014 Surveyor: Ehsan shah

1. Passenger Terminal a Waiting Area (Sq.ft) Aprox: 25/15 b Seating Capacity Main area contain on seats c Air Conditioning Yes d Ticking Area Yes e Passenger Information Services Available f No. of Washrooms 4+4 male & female g Washroom Condition Beter h Facilities in Washroom Flush system i ATM facilities Yes j Shopping Facilties Yes k Dining Facilities None l Fire Fighting Equipment None m Lighting arrangements @ Night Yes n Drinking Water Facility Yes o Cleaning & Waste Disposal Yes 2. External Infrasrtucture

a Surfacing / Pavement Yes b Number of bays None c Entry Points Yes d Exit Points As e Bus Parking Capacity Aprox: 35/25 f Fire Fighting Facilties None g Lighting arrangements @ Night Yes h General Security & Safety Yes i Sheds / Shelters None j Footpaths Yes k Surface Drainage None 3. Connection to Public / Private Transportation a Park & Ride Facilities None b Shuttle Services None c Vans / Hiaces parking Yes d Pickups parking None e Cars parking Yes Urban Policy Unit, P & D Department, Government of the Khyber Pakhtunkhwa

E-004: BUS TERMINAL SURVEY FORM

Survey Location: SPRING FIELD ADDA Date: 29-09-2014 Surveyor: Tanveer / Faizan

Bus Services Sr. Name of Operator Type of Vehicle Route Description Frequency Picture

7:00 am To 6:00 pm 1 Spring Field Travel Services Suzuki Carry Dabba Abbotabad to Nathiagali 2 Trips per Hour

r. 7:00 am To 6:00 pm 2 Spring Field Travel Services Suzuki Carry Dabba Abbotabad to KalaBagh 2 Trips per Hour

46 Seater Shalimar One Bus at 5:00 am in 3 Spring Field Travel Services Abbotabad to Multan, Bahawalpur Coach 24 Hours

9:00 am To 4:00 pm 4 Spring Field Travel Services Hiace 15 Seater Abbotabad to Haripur 1 Trip per Hour

5:00 am To 7:00 pm 5 Mansehra Stand Hiace 15 Seater Abbotabad to Mansehra 120 Trips per 24 Hours

7:00 am To 6:00 pm 6 Sarbon Travel Service Hiace 15 Seater Abbotabad to Mansehra 80 Trips per 24 Hours Urban Policy Unit, P & D Department, Government of the Khyber Pakhtunkhwa tra (s. E-003: BUS TERMINAL SURVEY FORM

Survey Location: PK Air Conditioned Coach Date: 29-09-2014 Surveyor: Tanveer / Faizan

Bus Services Sr. Name of Operator Type of Vehicle Route Description Frequency Picture

1 Pakistan Air Condition Coach Nishi 45 Seater Abbotabad to Lahore 2 Trips per 24 Hours

2 Pakistan Air Condition Coach Daewoo 45 Seater Abbotabad to Faisalabad 2 Trips per 24 Hours rrvl Urban Policy Unit, P & D Department, Government of the Khyber Pakhtunkhwa ira

E-002: BUS TERMINAL SURVEY FORM

Survey Location: Hazara Flying Coach Adda Date: 29-09-2014 Surveyor: Tanveer / Faizan

Bus Services Sr. Name of Operator Type of Vehicle Route Description Frequency Picture

6:00 am To 7:00 pm 1 Hazara Flying Coach Coaster 25, 29 Seater Abbotabad to Rawalpindi Variable

6:00 am To 7:00 pm 2 Hazara Flying Coach Coaster 25, 29 Seater Abbotabad to Lahore 4 Trips per 24 Hours

6:00 am To 7:00 pm 3 Hazara Flying Coach Coaster 25, 29 Seater Abbotabad to Peshawar 10 Trips per 24 hours *5

5:00 am To 6:00 pm 4 New Ali Liner Coach Service Hiace 15 Seater Abbotabad to Mardan 17 Trips per 24 Hours

6:00 am To 3:30 pm 5 New Ali Liner Coach Service Hiace 15 Seater Abbotabad to Swabi 9 Trips per 24 Hours

4:00 am To 9:00 pm 6 New Ali Liner Coach Service Hiace 15 Seater Abbotabad to Peshawar 40 Trips per 24 Hours

Islamabad Express Daewoo 6:00 am To 12:00 pm 7 Daewoo 44 Seater Abbotabad to Lahore Bus Service 4 Trips per 24 Hours

8:00 am To 8:00 pm 8 Balla Gujjar Bus Service Daewoo 44 Seater Abbotabad to Karachi One at 8 pm I, A

7:00 am To 12:00 pm 9 Niazi Daewoo Bus Service Daewoo 44 Seater Abbotabad to Lahore 9 Trips per 24 Hours

I Urban Policy Unit, P & D Department, Government of the Khyber Pakhtunkhwa

E-001: BUS TERMINAL SURVEY FORM

Survey Location: General Bus Stand Date: 29-09-2014 Surveyor: Tanveer / Faizan

Bus Services Sr. Name of Operator Type of Vehicle Route Description Frequency Picture

6:00 am To 5:00 pm 1 Murree Abbotabad Service Hiace 15 Seater Abbottabad to Murree 30 Trips per 24 Hours

6:00 am To 8:00 pm 2 Islamabad Wagon Service Hiace 15 Seater Abbottabad to Islamabad 22 Trips per 24 Hours 1-

7:00 am To 6:00 pm 3 Pindi Bus Stand Coaster 35 Seater Abbottabad to Rawalpindi 5 Trips per Hour

Abbottabad Haripur Hiace 5:00 am To 9:00 pm % 4 Hiace 15 Seater Abbottabad to Haripur Service 120 Trips per 24 Hours 'Wlsb-K-

Abbottabad Mansehra 5 Coaster 35 Seater Abbottabad to Mansehra 20 Trips per 24 Hours Coaster Service

£ Urban Policy Unit, P & D Department, Government of the Khyber Pakhtunkhwa

E-005: BUS TERMINAL SURVEY FORM

Survey Location: Daewoo Bus Stand KKH Date: 29-09-2014 Surveyor: Tanveer / Faizan

Bus Services Sr. Name of Operator Type of Vehicle Route Description Frequency Picture

1 Daewoo Bus Stand Daewoo 45 Seater Abbotabad to Rawalpindi 11 Trips per 24 Hours It L i m UKIMBI 2 Daewoo Bus Stand Daewoo 45 Seater Abbotabad to Lahore 6 Trips per 24 Hours it'

3 Daewoo Bus Stand Daewoo 45 Seater Abbotabad to Peshawar 4 Trips per 24 Hours

4 Daewoo Bus Stand Daewoo 45 Seater Abbotabad to Karachi 3 Trips per 24 Hours

ANNEXURE III

FAWARA CHOWK INTERSECTION

ENGINEER'S COST ESTIMATE

GRAND SUMMARY

TOTAL AMOUNT BILL NO DESCRIPTION (Rs)

1 EARTHWORK 627,154

2 SUB-BASE AND BASE COURSES 7,477,766

3 SURFACING COURSES & PAVEMENT 16,325,051

6 ANCILLARY WORKS 2,976,181

TOTAL CONSTRUCTION COST (BILLS 1 - 10) 27,406,152 ENGINEER'S COST ESTIMATE

BILL NO. 1 : EARTHWORK

(SHEET 2 OF 18) UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

101 Clearing & Grubbing SM 2,368 25.49 60,348

104 Compaction of Natural Ground SM 2,368 27.71 65,603

106a Excavate Unsuitable Common Material CM 237 362.52 85,827

107d Granular Backfill CM 12 1,556.63 18,427

Formation of Embankment from Roadway 108a CM 71 399.41 28,368 Excavation in Common Material

Formation of Embankment from Borrow 108c CM 710 433.38 307,808 Excavation in Common Material

109a Subgrade Preparation in Earth Cut SM 789 77.01 60,774

TOTAL FOR BILL NO. 1 : (CARRIED FORWARD TO SUMMARY) 627,154 ENGINEER'S COST ESTIMATE

BILL NO. 2 : SUB-BASE & BASE COURSES

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

201 Granular Subbase CM 710 1,166.46 828,478

202 Aggregate Base Course CM 710 1,570.13 1,115,185

203 a Asphalt Base Course Plant Mix (Class A) CM 308 17,974.20 5,532,010

209b Scarification of Existing Road Pavement SM 31 67.99 2,093

TOTAL FOR BILL NO. 2 : (CARRIED FORWARD TO SUMMARY) 7,477,766 ENGINEER'S COST ESTIMATE

BILL NO. 3 : SURFACE COURSES & PAVEMENT

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

302a Bituminous Prime Coat SM 2,368 121.96 288,740

303a Bituminous Tack Coat SM 18,151 48.85 886,668

305a Asphaltic Wearing Course Plant Mix (Class A) CM 789 19,197.01 15,149,642

TOTAL FOR BILL NO. 3 : (CARRIED FORWARD TO SUMMARY) 16,325,051 ENGINEER'S COST ESTIMATE

BILL NO. 6: ANCILLARY WORKS

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

ROAD SAFETY FURNITURE

510 Dismantling of Structures and Obstructions CM 230 1,612.78 370,939 Precast Curb in Concrete Class A-1 of Size 601dii M 725 1,085.28 786,828 450x150 mm Including Bedding & Haunching 607a Traffic Road Signs Category 1 EA 2 15,328 30,656

607b Traffic Road Signs Category 2 EA 2 18,692 37,384

Pavement Marking in Reflective TP Paint for Lane 608i2 Marking (20cm)

i) Continuous M 4,350 218.95 952,433

Pavement Marking in Reflective TP Paint for Lane 608h2 Marking (15cm)

ii) Dashed M 1,305 170.72 222,790

Pavement markings in reflective TP Paint for 608j2 Each 4 2,047.76 8,191 various signs

Reflectorised Plastic Pavement Studs (Raised 609ci EA 2,000 283.48 566,960 Profile Type - Single)

TOTAL FOR BILL NO. 6: (CARRIED FORWARD TO SUMMARY) 2,976,181 LADY GARDEN CHOWK INTERSECTION

ENGINEER'S COST ESTIMATE

GRAND SUMMARY

TOTAL AMOUNT BILL NO DESCRIPTION (Rs)

1 EARTHWORK 341,617

2 SUB-BASE AND BASE COURSES 4,073,209

3 SURFACING COURSES & PAVEMENT 8,892,408

6 ANCILLARY WORKS 1,997,236

TOTAL CONSTRUCTION COST (BILLS 1 - 10) 15,304,469 ENGINEER'S COST ESTIMATE

BILL NO. 1 : EARTHWORK

(SHEET 2 OF 18) UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

101 Clearing & Grubbing SM 1,290 25.49 32,872

104 Compaction of Natural Ground SM 1,290 27.71 35,735

106a Excavate Unsuitable Common Material CM 129 362.52 46,751

107d Granular Backfill CM 6 1,556.63 10,037

Formation of Embankment from Roadway 108a CM 39 399.41 15,452 Excavation in Common Material

Formation of Embankment from Borrow 108c CM 387 433.38 167,666 Excavation in Common Material

109a Subgrade Preparation in Earth Cut SM 430 77.01 33,104

TOTAL FOR BILL NO. 1 : (CARRIED FORWARD TO SUMMARY) 341,617 ENGINEER'S COST ESTIMATE

BILL NO. 2 : SUB-BASE & BASE COURSES

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

201 Granular Subbase CM 387 1,166.46 451,280

202 Aggregate Base Course CM 387 1,570.13 607,452

203 a Asphalt Base Course Plant Mix (Class A) CM 168 17,974.20 3,013,338

209b Scarification of Existing Road Pavement SM 17 67.99 1,140

TOTAL FOR BILL NO. 2 : (CARRIED FORWARD TO SUMMARY) 4,073,209 ENGINEER'S COST ESTIMATE

BILL NO. 3 : SURFACE COURSES & PAVEMENT

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

302a Bituminous Prime Coat SM 1,290 121.96 157,280

303a Bituminous Tack Coat SM 9,887 48.85 482,977

305a Asphaltic Wearing Course Plant Mix (Class A) CM 430 19,197.01 8,252,151

TOTAL FOR BILL NO. 3 : (CARRIED FORWARD TO SUMMARY) 8,892,408 ENGINEER'S COST ESTIMATE

BILL NO. 6: ANCILLARY WORKS

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

ROAD SAFETY FURNITURE

510 Dismantling of Structures and Obstructions CM 115 1,612.78 185,470 Precast Curb in Concrete Class A-1 of Size 601dii M 488 1,085.28 529,617 450x150 mm Including Bedding & Haunching 607a Traffic Road Signs Category 1 EA 2 15,328 30,656

607b Traffic Road Signs Category 2 EA 2 18,692 37,384

Pavement Marking in Reflective TP Paint for Lane 608i2 Marking (20cm)

i) Continuous M 3,904 218.95 854,781

Pavement Marking in Reflective TP Paint for Lane 608h2 Marking (15cm)

ii) Dashed M 1,171 170.72 199,947

Pavement markings in reflective TP Paint for 608j2 Each 4 2,047.76 8,191 various signs

Reflectorised Plastic Pavement Studs (Raised 609ci EA 533 283.48 151,189 Profile Type - Single)

TOTAL FOR BILL NO. 6: (CARRIED FORWARD TO SUMMARY) 1,997,236 MURREE CHOWK INTERSECTION

ENGINEER'S COST ESTIMATE

GRAND SUMMARY

TOTAL AMOUNT BILL NO DESCRIPTION (Rs)

1 EARTHWORK 821,120

2 SUB-BASE AND BASE COURSES 9,790,477

3 SURFACING COURSES & PAVEMENT 21,374,037

6 ANCILLARY WORKS 2,133,012

TOTAL CONSTRUCTION COST (BILLS 1 - 10) 34,118,645 ENGINEER'S COST ESTIMATE

BILL NO. 1 : EARTHWORK

(SHEET 2 OF 18) UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

101 Clearing & Grubbing SM 3,100 25.49 79,012

104 Compaction of Natural Ground SM 3,100 27.71 85,893

106a Excavate Unsuitable Common Material CM 310 362.52 112,371

107d Granular Backfill CM 15 1,556.63 24,126

Formation of Embankment from Roadway 108a CM 93 399.41 37,142 Excavation in Common Material

Formation of Embankment from Borrow 108c CM 930 433.38 403,007 Excavation in Common Material

109a Subgrade Preparation in Earth Cut SM 1,033 77.01 79,570

TOTAL FOR BILL NO. 1 : (CARRIED FORWARD TO SUMMARY) 821,120 ENGINEER'S COST ESTIMATE

BILL NO. 2 : SUB-BASE & BASE COURSES

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

201 Granular Subbase CM 930 1,166.46 1,084,709

202 Aggregate Base Course CM 930 1,570.13 1,460,088

203 a Asphalt Base Course Plant Mix (Class A) CM 403 17,974.20 7,242,941

209b Scarification of Existing Road Pavement SM 40 67.99 2,740

TOTAL FOR BILL NO. 2 : (CARRIED FORWARD TO SUMMARY) 9,790,477 ENGINEER'S COST ESTIMATE

BILL NO. 3 : SURFACE COURSES & PAVEMENT

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

302a Bituminous Prime Coat SM 3,100 121.96 378,041

303a Bituminous Tack Coat SM 23,764 48.85 1,160,896

305a Asphaltic Wearing Course Plant Mix (Class A) CM 1,033 19,197.01 19,835,099

TOTAL FOR BILL NO. 3 : (CARRIED FORWARD TO SUMMARY) 21,374,037 ENGINEER'S COST ESTIMATE

BILL NO. 6: ANCILLARY WORKS

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

ROAD SAFETY FURNITURE

510 Dismantling of Structures and Obstructions CM 135 1,612.78 217,725 Precast Curb in Concrete Class A-1 of Size 601dii M 788 1,085.28 855,201 450x150 mm Including Bedding & Haunching 607a Traffic Road Signs Category 1 EA 2 15,328 30,656

607b Traffic Road Signs Category 2 EA 2 18,692 37,384

Pavement Marking in Reflective TP Paint for Lane 608i2 Marking (20cm)

i) Continuous M 3,152 218.95 690,130

Pavement Marking in Reflective TP Paint for Lane 608h2 Marking (15cm)

ii) Dashed M 946 170.72 161,433

Pavement markings in reflective TP Paint for 608j2 Each 4 2,047.76 8,191 various signs

Reflectorised Plastic Pavement Studs (Raised 609ci EA 467 283.48 132,291 Profile Type - Single)

TOTAL FOR BILL NO. 6: (CARRIED FORWARD TO SUMMARY) 2,133,012 KAKUL CHOWK INTERSECTION

ENGINEER'S COST ESTIMATE

GRAND SUMMARY

TOTAL AMOUNT BILL NO DESCRIPTION (Rs)

1 EARTHWORK 806,903

2 SUB-BASE AND BASE COURSES 9,620,970

3 SURFACING COURSES & PAVEMENT 21,003,977

6 ANCILLARY WORKS 1,666,961

TOTAL CONSTRUCTION COST (BILLS 1 - 10) 33,098,810 ENGINEER'S COST ESTIMATE

BILL NO. 1 : EARTHWORK

(SHEET 2 OF 18) UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

101 Clearing & Grubbing SM 3,046 25.49 77,644

104 Compaction of Natural Ground SM 3,046 27.71 84,406

106a Excavate Unsuitable Common Material CM 305 362.52 110,425

107d Granular Backfill CM 15 1,556.63 23,708

Formation of Embankment from Roadway 108a CM 91 399.41 36,499 Excavation in Common Material

Formation of Embankment from Borrow 108c CM 914 433.38 396,029 Excavation in Common Material

109a Subgrade Preparation in Earth Cut SM 1,015 77.01 78,192

TOTAL FOR BILL NO. 1 : (CARRIED FORWARD TO SUMMARY) 806,903 ENGINEER'S COST ESTIMATE

BILL NO. 2 : SUB-BASE & BASE COURSES

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

201 Granular Subbase CM 914 1,166.46 1,065,929

202 Aggregate Base Course CM 914 1,570.13 1,434,808

203 a Asphalt Base Course Plant Mix (Class A) CM 396 17,974.20 7,117,541

209b Scarification of Existing Road Pavement SM 40 67.99 2,692

TOTAL FOR BILL NO. 2 : (CARRIED FORWARD TO SUMMARY) 9,620,970 ENGINEER'S COST ESTIMATE

BILL NO. 3 : SURFACE COURSES & PAVEMENT

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

302a Bituminous Prime Coat SM 3,046 121.96 371,496

303a Bituminous Tack Coat SM 23,353 48.85 1,140,796

305a Asphaltic Wearing Course Plant Mix (Class A) CM 1,015 19,197.01 19,491,684

TOTAL FOR BILL NO. 3 : (CARRIED FORWARD TO SUMMARY) 21,003,977 ENGINEER'S COST ESTIMATE

BILL NO. 6: ANCILLARY WORKS

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

ROAD SAFETY FURNITURE

510 Dismantling of Structures and Obstructions CM 148 1,612.78 238,691 Precast Curb in Concrete Class A-1 of Size 601dii M 575 1,085.28 624,036 450x150 mm Including Bedding & Haunching 607a Traffic Road Signs Category 1 EA 2 15,328 30,656

607b Traffic Road Signs Category 2 EA 2 18,692 37,384

Pavement Marking in Reflective TP Paint for Lane 608i2 Marking (20cm)

i) Continuous M 2,300 218.95 503,585

Pavement Marking in Reflective TP Paint for Lane 608h2 Marking (15cm)

ii) Dashed M 690 170.72 117,797

Pavement markings in reflective TP Paint for 608j2 Each 3 2,047.76 6,143 various signs

Reflectorised Plastic Pavement Studs (Raised 609ci EA 383 283.48 108,667 Profile Type - Single)

TOTAL FOR BILL NO. 6: (CARRIED FORWARD TO SUMMARY) 1,666,961 MISSILE CHOWK INTERSECTION

ENGINEER'S COST ESTIMATE

GRAND SUMMARY

TOTAL AMOUNT BILL NO DESCRIPTION (Rs)

1 EARTHWORK 191,720

2 SUB-BASE AND BASE COURSES 2,159,066

3 SURFACING COURSES & PAVEMENT 4,713,555

6 ANCILLARY WORKS 1,359,863

TOTAL CONSTRUCTION COST (BILLS 1 - 10) 8,424,204 ENGINEER'S COST ESTIMATE

BILL NO. 1 : EARTHWORK

(SHEET 2 OF 18) UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

101 Clearing & Grubbing SM 684 25.49 17,424

104 Compaction of Natural Ground SM 684 27.71 18,942

106a Excavate Unsuitable Common Material CM 68 362.52 24,781

107d Granular Backfill CM 10 1,556.63 15,961

Formation of Embankment from Roadway 108a CM 21 399.41 8,191 Excavation in Common Material

Formation of Embankment from Borrow 108c CM 205 433.38 88,874 Excavation in Common Material

109a Subgrade Preparation in Earth Cut SM 228 77.01 17,547

TOTAL FOR BILL NO. 1 : (CARRIED FORWARD TO SUMMARY) 191,720 ENGINEER'S COST ESTIMATE

BILL NO. 2 : SUB-BASE & BASE COURSES

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

201 Granular Subbase CM 205 1,166.46 239,208

202 Aggregate Base Course CM 205 1,570.13 321,989

203 a Asphalt Base Course Plant Mix (Class A) CM 89 17,974.20 1,597,265

209b Scarification of Existing Road Pavement SM 9 67.99 604

TOTAL FOR BILL NO. 2 : (CARRIED FORWARD TO SUMMARY) 2,159,066 ENGINEER'S COST ESTIMATE

BILL NO. 3 : SURFACE COURSES & PAVEMENT

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

302a Bituminous Prime Coat SM 684 121.96 83,368

303a Bituminous Tack Coat SM 5,241 48.85 256,009

305a Asphaltic Wearing Course Plant Mix (Class A) CM 228 19,197.01 4,374,178

TOTAL FOR BILL NO. 3 : (CARRIED FORWARD TO SUMMARY) 4,713,555 ENGINEER'S COST ESTIMATE

BILL NO. 6: ANCILLARY WORKS

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

ROAD SAFETY FURNITURE

510 Dismantling of Structures and Obstructions CM 89 1,612.78 143,537 Precast Curb in Concrete Class A-1 of Size 601dii M 485 1,085.28 526,361 450x150 mm Including Bedding & Haunching 607a Traffic Road Signs Category 1 EA 2 15,328 30,656

607b Traffic Road Signs Category 2 EA 2 18,692 37,384

Pavement Marking in Reflective TP Paint for Lane 608i2 Marking (20cm)

i) Continuous M 1,940 218.95 424,763

Pavement Marking in Reflective TP Paint for Lane 608h2 Marking (15cm)

ii) Dashed M 582 170.72 99,359

Pavement markings in reflective TP Paint for 608j2 Each 3 2,047.76 6,143 various signs

Reflectorised Plastic Pavement Studs (Raised 609ci EA 323 283.48 91,659 Profile Type - Single)

TOTAL FOR BILL NO. 6: (CARRIED FORWARD TO SUMMARY) 1,359,863 OLD COLLEGE ROAD CHOWK INTERSECTION

ENGINEER'S COST ESTIMATE

GRAND SUMMARY

TOTAL AMOUNT BILL NO DESCRIPTION (Rs)

1 EARTHWORK 330,670

2 SUB-BASE AND BASE COURSES 3,723,867

3 SURFACING COURSES & PAVEMENT 8,129,743

6 ANCILLARY WORKS 1,575,803

TOTAL CONSTRUCTION COST (BILLS 1 - 10) 13,760,083 ENGINEER'S COST ESTIMATE

BILL NO. 1 : EARTHWORK

(SHEET 2 OF 18) UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

101 Clearing & Grubbing SM 1,179 25.49 30,053

104 Compaction of Natural Ground SM 1,179 27.71 32,670

106a Excavate Unsuitable Common Material CM 118 362.52 42,741

107d Granular Backfill CM 18 1,556.63 27,529

Formation of Embankment from Roadway 108a CM 35 399.41 14,127 Excavation in Common Material

Formation of Embankment from Borrow 108c CM 354 433.38 153,286 Excavation in Common Material

109a Subgrade Preparation in Earth Cut SM 393 77.01 30,265

TOTAL FOR BILL NO. 1 : (CARRIED FORWARD TO SUMMARY) 330,670 ENGINEER'S COST ESTIMATE

BILL NO. 2 : SUB-BASE & BASE COURSES

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

201 Granular Subbase CM 354 1,166.46 412,575

202 Aggregate Base Course CM 354 1,570.13 555,353

203 a Asphalt Base Course Plant Mix (Class A) CM 153 17,974.20 2,754,896

209b Scarification of Existing Road Pavement SM 15 67.99 1,042

TOTAL FOR BILL NO. 2 : (CARRIED FORWARD TO SUMMARY) 3,723,867 ENGINEER'S COST ESTIMATE

BILL NO. 3 : SURFACE COURSES & PAVEMENT

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

302a Bituminous Prime Coat SM 1,179 121.96 143,790

303a Bituminous Tack Coat SM 9,039 48.85 441,554

305a Asphaltic Wearing Course Plant Mix (Class A) CM 393 19,197.01 7,544,399

TOTAL FOR BILL NO. 3 : (CARRIED FORWARD TO SUMMARY) 8,129,743 ENGINEER'S COST ESTIMATE

BILL NO. 6: ANCILLARY WORKS

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

ROAD SAFETY FURNITURE

510 Dismantling of Structures and Obstructions CM 109 1,612.78 175,793 Precast Curb in Concrete Class A-1 of Size 601dii M 563 1,085.28 611,013 450x150 mm Including Bedding & Haunching 607a Traffic Road Signs Category 1 EA 2 15,328 30,656

607b Traffic Road Signs Category 2 EA 2 18,692 37,384

Pavement Marking in Reflective TP Paint for Lane 608i2 Marking (20cm)

i) Continuous M 2,252 218.95 493,075

Pavement Marking in Reflective TP Paint for Lane 608h2 Marking (15cm)

ii) Dashed M 676 170.72 115,338

Pavement markings in reflective TP Paint for 608j2 Each 3 2,047.76 6,143 various signs

Reflectorised Plastic Pavement Studs (Raised 609ci EA 375 283.48 106,399 Profile Type - Single)

TOTAL FOR BILL NO. 6: (CARRIED FORWARD TO SUMMARY) 1,575,803 FRONTIER MEDICAL COLLEGE CHOWK INTERSECTION

ENGINEER'S COST ESTIMATE

GRAND SUMMARY

TOTAL AMOUNT BILL NO DESCRIPTION (Rs)

1 EARTHWORK 49,652

2 SUB-BASE AND BASE COURSES 428,138

3 SURFACING COURSES & PAVEMENT 705,318

6 ANCILLARY WORKS 1,302,157

TOTAL CONSTRUCTION COST (BILLS 1 - 10) 2,485,266 ENGINEER'S COST ESTIMATE

BILL NO. 1 : EARTHWORK

(SHEET 2 OF 18) UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

101 Clearing & Grubbing SM 135 25.49 3,448

104 Compaction of Natural Ground SM 135 27.71 3,748

106a Excavate Unsuitable Common Material CM 10 362.52 3,678

107d Granular Backfill CM 10 1,556.63 15,792

Formation of Embankment from Roadway 108a CM 7 399.41 2,796 Excavation in Common Material

Formation of Embankment from Borrow 108c CM 41 433.38 17,586 Excavation in Common Material

109a Subgrade Preparation in Earth Cut SM 34 77.01 2,604

TOTAL FOR BILL NO. 1 : (CARRIED FORWARD TO SUMMARY) 49,652 ENGINEER'S COST ESTIMATE

BILL NO. 2 : SUB-BASE & BASE COURSES

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

201 Granular Subbase CM 41 1,166.46 47,335

202 Aggregate Base Course CM 41 1,570.13 63,715

203 a Asphalt Base Course Plant Mix (Class A) CM 18 17,974.20 316,068

209b Scarification of Existing Road Pavement SM 15 67.99 1,020

TOTAL FOR BILL NO. 2 : (CARRIED FORWARD TO SUMMARY) 428,138 ENGINEER'S COST ESTIMATE

BILL NO. 3 : SURFACE COURSES & PAVEMENT

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

302a Bituminous Prime Coat SM 135 121.96 16,497

303a Bituminous Tack Coat SM 812 48.85 39,646

305a Asphaltic Wearing Course Plant Mix (Class A) CM 34 19,197.01 649,175

TOTAL FOR BILL NO. 3 : (CARRIED FORWARD TO SUMMARY) 705,318 ENGINEER'S COST ESTIMATE

BILL NO. 6: ANCILLARY WORKS

UNIT RATE PAY ITEM ITEM DESCRIPTION UNIT QUANTITY AMOUNT (Rs.) (Rs.)

ROAD SAFETY FURNITURE

510 Dismantling of Structures and Obstructions CM 69 1,612.78 111,282 Precast Curb in Concrete Class A-1 of Size 601dii M 483 1,085.28 524,190 450x150 mm Including Bedding & Haunching 607a Traffic Road Signs Category 1 EA 2 15,328 30,656

607b Traffic Road Signs Category 2 EA 1 18,692 18,692

Pavement Marking in Reflective TP Paint for Lane 608i2 Marking (20cm)

i) Continuous M 1,932 218.95 423,011

Pavement Marking in Reflective TP Paint for Lane 608h2 Marking (15cm)

ii) Dashed M 580 170.72 98,949

Pavement markings in reflective TP Paint for 608j2 Each 2 2,047.76 4,096 various signs

Reflectorised Plastic Pavement Studs (Raised 609ci EA 322 283.48 91,281 Profile Type - Single)

TOTAL FOR BILL NO. 6: (CARRIED FORWARD TO SUMMARY) 1,302,157

ANNEXURE IV

ANNEXURE V

Warrants Summary Report 1: Murree Road

Intersection Information

Major Street Minor Street

Street Name KKH Murree Road Direction NB/SB WB

Number of Lanes 2 2 Approch Speed 30 30

Warrant Met? Notes

Warrant 1, Eight-Hour Vehicular Volume Yes

Condition A or B Met? Yes 8 Hours met (8 required)

Condition A and B Met? Yes 8 Hours met (8 required)

Warrant 2, Four-Hour Vehicular Volume Yes 8 Hours met (4 required)

Warrant 3, Peak Hour Yes

Condition A Met? No 0 Hours met (1 required)

Condition B Met? Yes 8 Hours met (1 required)

Warrant 4, Pedestrian Volume No

Condition A Met? No 0 Hours met (4 required)

Condition B Met? No 0 Hours met (1 required)

Warrant 5, School Crossing No

Federal 2009 1 Warrant 6, Coordinated Signal System No

Warrant 7, Crash Experience No

Traffic Volume Condition? Yes 8 Hours met (8 required)

Ped Condition? No 0 Hours met (8 required)

Warrant 8, Roadway Network Yes

Warrant 9, Intersection Near a Grade Crossing No

AWSC Warrant, Multiway Stop Application Yes

Condition A Met? Yes

Condition B Met? No

Condition C Met? No

Federal 2009 2 Warrant 1: Eight-hour Vehicular Volume 1: Murree Road

Intersection Information

Major Street Name: KKH Major Street Direction: NB/SB

Minor Street Direction: EB

WARRANT 1 MET? Yes

Details: Condition A Met? Yes 8 Hours met (8 required)

Condition B Met? Yes 8 Hours met (8 required)

Hour Major Street Vehicles High Volume Minor 100% Standard Met? 80% Standard Met? (Total of Both Approaches) Approach Vehicles Cond. A OR Cond. B Cond. A AND Cond. B

Condition A Condition B Condition A Condition B 100% 100% 80% 80% Column Column Column Column

07:00 to 08:00 4,086 1,049 Yes* Yes* Yes* Yes* Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

07:15 to 08:15 5,511 1,230 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

07:30 to 08:30 6,274 1,314 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

07:45 to 08:45 6,232 1,242 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

Federal 2009 3 08:00 to 09:00 5,362 1,211 Yes* Yes* Yes* Yes* Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

08:15 to 09:15 4,548 1,004 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

08:30 to 09:30 4,044 913 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

08:45 to 09:45 4,357 864 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

09:00 to 10:00 4,722 765 Yes* Yes* Yes* Yes*10 Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

10:15 to 11:15 4,732 811 Yes Yes Yes Yes11110 Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

10:30 to 11:30 5,080 850 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

Federal 2009 4 10:45 to 11:45 5,529 841 Yes Yes Yes Yes1111 Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

11:00 to 12:00 5,978 863 Yes* Yes* Yes* Yes*1 Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

11:15 to 12:15 6,206 890 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

11:30 to 12:30 6,363 854 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

11:45 to 12:45 5,807 849 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

12:00 to 01:00 5,260 815 Yes* Yes* Yes* Yes* Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

12:15 to 01:15 5,361 800 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

Federal 2009 5 12:30 to 01:30 5,138 835 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

12:45 to 01:45 5,504 837 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

01:00 to 02:00 5,985 830 Yes* Yes* Yes* Yes* Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

01:15 to 02:15 6,348 835 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

01:30 to 02:30 6,867 802 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

01:45 to 02:45 6,920 772 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

02:00 to 03:00 6,859 955 Yes* Yes* Yes* Yes* Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

Federal 2009 6 02:15 to 03:15 6,466 989 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

02:30 to 03:30 6,261 1,023 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

02:45 to 03:45 6,067 1,036 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

03:00 to 04:00 5,874 852 Yes* Yes* Yes* Yes* Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

03:15 to 04:15 4,491 618 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

03:30 to 04:30 2,863 385 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

03:45 to 04:45 1,440 201 Yes Yes Yes Yes Condition A Volume >= 100% Yes Volume >= 100% Yes column (500)? column (750)? Volume >= 80% Yes Volume >= 80% Yes column (400)? column (600)? Condition B Volume >= 100% Yes Volume >= 100% Yes column (750)? column (75)? Volume >= 80% Yes Volume >= 80% Yes column (600)? column (60)?

Federal 2009 7 Warrant 2: Four-hour Vehicular Volume 1: Murree Road

Intersection Information

Major Street Minor Street

Street Name - -

Direction NB/SB EB

Number of Lanes 2 2 Approch Speed 30 30

Warrant 2 Met? Yes

Details:

Notes 8 Hours met (4 required)

Low population No

Four-Hour Vehicular Volume Community Population Greater Than 10,000 and Major Street Approach Speed Below 40 mph 1. - Wafram Curve n Warranted ♦ Unwarranted ~ 1 Major. 1 Minor 1 Major. Minor 2* Major. 1 Minor 2- Major. 2* Minor ZOO

100

300 400 500 600 700 800 900 1000 1100 1200 1300 1400 Major S>—I-ToctI of Both Approaohi (VPH)

Federal 2009 9 Warrant 3: Peak Hour 1: Murree Road

Intersection Information

Major Street Minor Street

Street Name - -

Direction NB/SB EB

Number of Lanes 2 2 Approch Speed 30 30

Warrant 3 Met? Yes

Details

Low Population? No

Condition A Met? No Condition B Met? Yes

Notes 0 Hours met (1 required) Notes 8 Hours met (1 required)

Minor Approach Time Delay Condition Met? Not Met

Minor Approach Volume Condition Met? Met

Total Entering Intersection Volume Condition Met? Not Met

Peak Hour Vehicular Volume Community Population Greater Than 10,000 and Major Street Approach Speed Below 40 mph T~ 600 a.■ — Warrant Curve -Co 500 o'0 □ Warranted &. ♦ Unwarranted < 4UU c 1 Major, 1 Minor ai 1 Major, 2+ Minor E3 300 2+ Major, 1 Minor □ — 2+ Major, 2+ Minor on —Ol C ±: 200 •S <75 100 ♦ ♦ L-o 2 0 Major Street - Total of Both Approaches (VPHJ

Federal 2009 12 Warrant 8: Roadway Network 1: Murree Road

Intersection Information Major Street Name -

Major Street Direction NB/SB

Minor Street Direction WB

WARRANT 8 MET? ( A or B) Yes

Details:

Growth Rates % (per year)

NB SB WB

L 0.00 0.00

T 0.00 0.00

R 0.00 0.00

Condition A, Total Entering Volume Condition B, Non-normal Business Day

Existing Future Existing Peak Hour 7,814 Highest Hour 0 0

Years 0.00 Second Highest Hour 0 0

Future Peak Hour 7,814 Third Highest Hour 0 0

Warrant 1 in 5 Years? Yes Fourth Highest Hour 0 0

Warrant 2 in 5 Years? Yes Fifth Highest Hour 0 0

Warrant 3 in 5 Years? Yes Yearly Growth Rate (%) 0.00

Years 0.00

Condition A Met? Yes Condition B Met? No

Federal 2009 20

ANNEXURE VI

CHINAR ROAD INTERSECTION

Abbottabad

.J ^

COLLEGE ROAD INTERSECTION

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-±CJ) 4^-Co Co—J Road -V

t in uo co 0 N Q) m

FAWARA CHOWK

d) CO c 05

O-'-JOl

J | LA *-645 '■*-967 *>512

\2 Kunj Road ^.Courts

429^^

Q- C-,

FMC INTERSECTION

Co Q) co i C

f *5 t? ^5 P5 ft? CV ■o

ft?

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ANNEXURE VII

HCM Unsignalized Intersection Capacity Analysis 3: Mezail Chowk/KKH ( Mansehra) & College Road 8/15/2017

t A V i

Movement WBL WBR NBT NBR SBL SBT Lane Configurations ft 4f Volume (veh/h) 708 0 355 0 687 148 Sign Control Yield Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 770 0 386 0 747 161 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 1960 193 386 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1960 193 386 tC, single (s) *2.0 6.9 *2.0 tC, 2 stage (s) tF (s) *2.1 3.3 *1.8 p0 queue free % 0 100 58 cM capacity (veh/h) 561 822 1775 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 770 193 193 800 107 Volume Left 770 0 0 747 0 Volume Right 00000 cSH 561 1700 1700 1775 1700 Volume to Capacity 1.37 0.11 0.11 0.42 0.06 Queue Length 95th (m) 261.8 0.0 0.0 16.3 0.0 Control Delay (s) 199.8 0.0 0.0 8.2 0.0 Lane LOS F A Approach Delay (s) 199.8 0.0 7.2 Approach LOS F Intersection Summary Average Delay 77.7 Intersection Capacity Utilization 97.1% ICU Level of Service F Analysis Period (min) 15

* User Entered Value

College Road Intersection 1/12/2005 Baseline Synchro 9 Report Page 1 HCM 2010 Roundabout 3: Haripur/KKH (Mansehra) & Bus Stand & Kunj Road/Courts 8/15/2017

Intersection Intersection Delay, s/veh 6910.4 Intersection LOS F Approach EB WB NB SB Entry Lanes 2202 Conflicting Circle Lanes 1111 Adj Approach Flow, veh/h 1981 2395 0 3522 Demand Flow Rate, veh/h 1981 2395 0 3522 Vehicles Circulating, veh/h 2966 2383 2146 1608 Vehicles Exiting, veh/h 2164 2615 2801 3170 Follow-Up Headway, s 3.186 3.186 3.186 3.186 Ped Vol Crossing Leg, #/h 0000 Ped Cap Adj 1.000 1.000 1.000 1.000 Approach Delay, s/veh 9487.6 5402.8 0.0 4532.7 Approach LOS F F - F Lane Left Right Left Right Left Right Designated Moves LT R LT R L TR Assumed Moves LT R LT R L TR RT Channelized Lane Util 0.765 0.235 0.671 0.329 0.179 0.821 Critical Headway, s 5.193 5.193 5.193 5.193 5.193 5.193 Entry Flow, veh/h 1515 466 1608 787 631 2891 Cap Entry Lane, veh/h 58 58 104 104 226 226 Entry HV Adj Factor 1.000 1.000 1.000 1.000 1.000 1.000 Flow Entry, veh/h 1515 466 1608 787 631 2891 Cap Entry, veh/h 58 58 104 104 226 226 V/C Ratio 26.030 8.007 15.422 7.548 2.788 12.774 Control Delay, s/veh 11394.3 3289.0 6566.3 3025.5 849.7 5336.5 LOS FF FF FF 95th %tile Queue, veh 185 54 191 89 55 336

Fawara Chowk 2/9/2015 Baseline Synchro 9 Report Page 1 HCM 2010 Roundabout 3: Haripur/KKH (Mansehra) & Bus Stand & Kunj Road/Courts 8/15/2017

Intersection Intersection Delay, s/veh Intersection LOS Approach NW Entry Lanes 2 Conflicting Circle Lanes 1 Adj Approach Flow, veh/h 2852 Demand Flow Rate, veh/h 2852 Vehicles Circulating, veh/h 2146 Vehicles Exiting, veh/h 0 Follow-Up Headway, s 3.186 Ped Vol Crossing Leg, #/h 0 Ped Cap Adj 1.000 Approach Delay, s/veh 9322.6 Approach LOS F Lane Right Designated Moves R Assumed Moves R RT Channelized Lane Util 1.000 Critical Headway, s 5.193 Entry Flow, veh/h 2852 Cap Entry Lane, veh/h 132 Entry HV Adj Factor 1.000 Flow Entry, veh/h 2852 Cap Entry, veh/h 132 V/C Ratio 21.582 Control Delay, s/veh 9322.6 LOS F 95th %tile Queue, veh 343

Fawara Chowk 2/9/2015 Baseline Synchro 9 Report Page 2 HCM Unsignalized Intersection Capacity Analysis 3: Abbottabad/Mansehra & FMC 8/15/2017

t i ^ ^ \ Movement NBL NBT SBT SBR SEL SER Lane Configurations K V Volume (veh/h) 36 1291 1845 26 17 16 Sign Control Free Free Yield Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 39 1403 2005 28 18 17 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 2034 2799 1017 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 2034 2799 1017 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 86 0 93 cM capacity (veh/h) 282 13 239 Direction, Lane # NB 1 NB 2 SB 1 SB 2 SE 1 Volume Total 507 936 1337 697 36 Volume Left 39 0 0 0 18 Volume Right 0 0 0 28 17 cSH 282 1700 1700 1700 24 Volume to Capacity 0.14 0.55 0.79 0.41 1.49 Queue Length 95th (m) 3.6 0.0 0.0 0.0 34.0 Control Delay (s) 5.0 0.0 0.0 0.0 600.0 Lane LOS A F Approach Delay (s) 1.8 0.0 600.0 Approach LOS F Intersection Summary Average Delay 6.9 Intersection Capacity Utilization 71.6% ICU Level of Service C Analysis Period (min) 15

FMC 1/12/2005 Baseline Synchro 9 Report Page 1 HCM Signalized Intersection Capacity Analysis 3: Abbottabad/Mansehra & Bazar Road 8/15/2017

t ^ i Movement NBU NBT NBR SBL SBT NWL NWR Lane Configurations 4f Volume (vph) 44 1507 752 1127 3661 579 869 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 Lane Width 3.7 3.7 3.7 3.7 3.7 4.0 4.0 Total Lost time (s) 4.0 4.0 4.0 4.0 Lane Util. Factor 0.95 0.95 1.00 1.00 Frt 0.95 1.00 1.00 0.85 Flt Protected 1.00 0.99 0.95 1.00 Satd. Flow (prot) 3464 3605 1885 1687 Flt Permitted 1.00 0.99 0.95 1.00 Satd. Flow (perm) 3464 3605 1885 1687 Peak-hour factor, PHF 0.92 0.90 0.88 0.84 0.90 0.88 0.88 Adj. Flow (vph) 48 1674 855 1342 4068 658 988 RTOR Reduction (vph) 0 51 00000 Lane Group Flow (vph) 0 2526 0 0 5410 658 988 Heavy Vehicles (%) 2% 0% 0% 0% 0% 0% 0% Turn Type Split NA Split NA Prot Free Protected Phases 2 2 6 6 8 Permitted Phases Free Actuated Green, G (s) 28.0 57.0 23.0 120.0 Effective Green, g (s) 28.0 57.0 23.0 120.0 Actuated g/C Ratio 0.23 0.48 0.19 1.00 Clearance Time (s) 4.0 4.0 4.0 Lane Grp Cap (vph) 808 1712 361 1687 v/s Ratio Prot c0.73 c1.50 c0.35 v/s Ratio Perm 0.59 v/c Ratio 3.13 3.16 1.82 0.59 Uniform Delay, d1 46.0 31.5 48.5 0.0 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 959.9 973.6 381.0 1.5 Delay (s) 1005.9 1005.1 429.5 1.5 Level of Service F F F A Approach Delay (s) 1005.9 1005.1 172.6 Approach LOS F F F Intersection Summary HCM 2000 Control Delay 863.0 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 2.87 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 243.0% ICU Level of Service H Analysis Period (min) 15 Description: Lady Garden Phasing c Critical Lane Group

Lady Garden Intersection 1/10/2005 Baseline Synchro 9 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 3: Chinar Road/Narian Link Road & Murree Road/Abbottabad 8/15/2017

Movement EBL EBT EBR WBL WBT WBR NEL NET NER SWL SWT SWR Lane Configurations 4» 4* 4» 4» Volume (veh/h) 151 676 521 87 920 112 535 50 76 108 94 160 Sign Control Free Free Yield Yield Grade 0% 0% 0% 0% Peak Hour Factor 0.92 0.92 0.91 0.91 0.92 0.79 0.70 0.92 0.92 0.91 0.87 0.92 Hourly flow rate (vph) 164 735 573 96 1000 142 764 54 83 119 108 174 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 1142 1307 2839 2682 1021 2721 2898 1071 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1142 1307 2839 2682 1021 2721 2898 1071 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 73 82 0 0 71 0 0 36 cM capacity (veh/h) 619 536 0 13 289 0 10 271 Direction, Lane # EB 1 WB 1 NE 1 SW 1 Volume Total 1471 1237 901 401 Volume Left 164 96 764 119 Volume Right 573 142 83 174 cSH 619 536 0 0 Volume to Capacity 0.27 0.18 Err Err Queue Length 95th (ft) 27 16 Err Err Control Delay (s) 12.9 7.6 Err Err Lane LOS B A F F Approach Delay (s) 12.9 7.6 Err Err Approach LOS F F Intersection Summary Average Delay Err Intersection Capacity Utilization 178.2% ICU Level of Service H Analysis Period (min) 15

Chinar Road Analysis 2/9/2015 Baseline Synchro 9 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 3: GBS/Mansehra & Mezail Chowk 8/15/2017

> > ^ t i V Movement EBL EBR NBL NBT SBT SBR Lane Configurations nt hi Volume (veh/h) 0 664 0 2447 1671 664 Sign Control Yield Free Free Grade 0% 0% 0% Peak Hour Factor 0.92 0.87 0.92 0.90 0.98 0.84 Hourly flow rate (vph) 0 763 0 2719 1705 790 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 3007 964 2496 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 3007 964 2496 tC, single (s) 6.8 6.9 4.1 tC, 2 stage (s) tF (s) 3.5 3.3 2.2 p0 queue free % 100 0 100 cM capacity (veh/h) 11 259 186 Direction, Lane # EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 763 906 906 906 682 682 1131 Volume Left 0000000 Volume Right 763 00000790 cSH 259 1700 1700 1700 1700 1700 1700 Volume to Capacity 2.95 0.53 0.53 0.53 0.40 0.40 0.67 Queue Length 95th (m) 511.2 0.0 0.0 0.0 0.0 0.0 0.0 Control Delay (s) 915.0 0.0 0.0 0.0 0.0 0.0 0.0 Lane LOS F Approach Delay (s) 915.0 0.0 0.0 Approach LOS F Intersection Summary Average Delay 116.8 Intersection Capacity Utilization 94.9% ICU Level of Service F Analysis Period (min) 15

Missile Chowk 1/11/2005 Baseline Synchro 9 Report Page 1 HCM Signalized Intersection Capacity Analysis 3: Abbottabad/Mansehra & Murree Road 8/15/2017

> > ^ t i V Movement EBL EBR NBL NBT SBT SBR Lane Configurations r 4t IT* Volume (vph) 856 570 410 2579 5334 615 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Width 2.4 2.4 3.7 3.7 3.9 3.9 Total Lost time (s) 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 1.00 *1.00 *1.00 Frt 1.00 0.85 1.00 0.98 Flt Protected 0.95 1.00 0.99 1.00 Satd. Flow (prot) 1564 1400 3817 3866 Flt Permitted 0.95 1.00 0.51 1.00 Satd. Flow (perm) 1564 1400 1974 3866 Peak-hour factor, PHF 0.88 0.88 0.90 0.86 0.91 0.91 Adj. Flow (vph) 973 648 456 2999 5862 676 RTOR Reduction (vph) 0000110 Lane Group Flow (vph) 973 648 0 3455 6527 0 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% Turn Type Prot Free Prot NA NA Protected Phases 4 5 2 6 Permitted Phases Free Actuated Green, G (s) 25.0 90.0 57.0 37.0 Effective Green, g (s) 25.0 90.0 57.0 37.0 Actuated g/C Ratio 0.28 1.00 0.63 0.41 Clearance Time (s) 4.0 4.0 4.0 Lane Grp Cap (vph) 434 1400 1577 1589 v/s Ratio Prot c0.62 c0.39 c1.69 v/s Ratio Perm 0.46 1.00 v/c Ratio 2.24 0.46 2.19 4.11 Uniform Delay, d1 32.5 0.0 16.5 26.5 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 566.3 1.1 538.0 1400.0 Delay (s) 598.8 1.1 554.5 1426.5 Level of Service F A F F Approach Delay (s) 359.8 554.5 1426.5 Approach LOS F F F Intersection Summary HCM 2000 Control Delay 1018.2 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 3.14 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 307.7% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group

Murree Chowk 1/10/2005 Baseline Synchro 9 Report Page 1 HCM Signalized Intersection Capacity Analysis 3: Abbottabad/Ayub Medical Complex & PMA/Nawashehar 8/15/2017

t i ^ ^ \ Movement NBL NBT SBT SBR SEL SER Lane Configurations K V Volume (vph) 944 2695 2637 371 316 655 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Width 3.6 3.6 3.6 3.6 2.4 2.4 Total Lost time (s) 4.0 4.0 4.0 Lane Util. Factor 0.95 0.95 1.00 Frt 1.00 0.98 0.91 Flt Protected 0.99 1.00 0.98 Satd. Flow (prot) 3563 3543 1476 Flt Permitted 0.54 1.00 0.98 Satd. Flow (perm) 1944 3543 1476 Peak-hour factor, PHF 0.88 0.91 0.92 0.92 0.76 0.84 Adj. Flow (vph) 1073 2962 2866 403 416 780 RTOR Reduction (vph) 0090570 Lane Group Flow (vph) 0 4035 3260 0 1139 0 Heavy Vehicles (%) 0% 0% 0% 0% 0% 0% Turn Type Prot NA NA Prot Protected Phases 5 2 6 4 Permitted Phases Actuated Green, G (s) 95.0 57.0 17.0 Effective Green, g (s) 95.0 57.0 17.0 Actuated g/C Ratio 0.79 0.48 0.14 Clearance Time (s) 4.0 4.0 4.0 Lane Grp Cap (vph) 2004 1682 209 v/s Ratio Prot c0.58 0.92 c0.77 v/s Ratio Perm c1.01 v/c Ratio 2.01 1.94 5.45 Uniform Delay, d1 12.5 31.5 51.5 Progression Factor 1.00 1.00 1.00 Incremental Delay, d2 457.8 424.4 2013.6 Delay (s) 470.3 455.9 2065.1 Level of Service F F F Approach Delay (s) 470.3 455.9 2065.1 Approach LOS F F F Intersection Summary HCM 2000 Control Delay 689.2 HCM 2000 Level of Service F HCM 2000 Volume to Capacity ratio 2.61 Actuated Cycle Length (s) 120.0 Sum of lost time (s) 11.5 Intersection Capacity Utilization 254.4% ICU Level of Service H Analysis Period (min) 15 c Critical Lane Group

PMA Kakul 1/11/2005 Baseline Synchro 9 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 7: GBS/CR/Lady Garden & Shimla Hill/SR 8/16/2017

t f* i ^ \ Movement NBT NBR SBL SBT NWL NWR Lane Configurations X* 4 V Sign Control Yield Yield Yield Volume (vph) 548 186 783 384 107 312 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 596 202 851 417 116 339 Direction, Lane # NB 1 SB 1 NW 1 Volume Total (vph) 798 1268 455 Volume Left (vph) 0 851 116 Volume Right (vph) 202 0 339 Hadj (s) -0.15 0.13 -0.40 Departure Headway (s) 6.5 6.8 6.6 Degree Utilization, x 1.0 1.0 0.83 Capacity (veh/h) 560 543 541 Control Delay (s) 224.7 643.5 34.4 Approach Delay (s) 224.7 643.5 34.4 Approach LOS F F D Intersection Summary Delay 401.0 Level of Service F Intersection Capacity Utilization 138.9% ICU Level of Service H Analysis Period (min) 15

Sherwan Intersection 2/9/2015 Baseline Synchro 9 Report Page 1 HCM Unsignalized Intersection Capacity Analysis 3: Murree/Abbottabad & Thandiani 8/16/2017

t i ^ ^ \ Movement NBL NBT SBT SBR SEL SER Lane Configurations K V Volume (veh/h) 0 528 1006 215 547 95 Sign Control Free Free Yield Grade 0% 0% 0% Peak Hour Factor 0.92 0.78 0.75 0.83 0.88 0.92 Hourly flow rate (vph) 0 677 1341 259 622 103 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) pX, platoon unblocked vC, conflicting volume 1341 1809 800 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1341 1809 800 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 0 69 cM capacity (veh/h) 520 72 332 Direction, Lane # NB 1 NB 2 SB 1 SB 2 SE 1 Volume Total 226 451 894 706 725 Volume Left 0000622 Volume Right 0 0 0 259 103 cSH 520 1700 1700 1700 81 Volume to Capacity 0.00 0.27 0.53 0.42 8.98 Queue Length 95th (m) 0.0 0.0 0.0 0.0 Err Control Delay (s) 0.0 0.0 0.0 0.0 Err Lane LOS F Approach Delay (s) 0.0 0.0 Err Approach LOS F Intersection Summary Average Delay 2414.2 Intersection Capacity Utilization 77.4% ICU Level of Service D Analysis Period (min) 15

Thandiani Intersection 1/11/2005 Baseline Synchro 9 Report Page 1