Design of Alternate Routes for Traffic Management in

Muhammad Kamal, Muhammad Noman Department of Civil Engineering, Cecos University, Peshawar,

International Journal of Research in Civil Engineering, Architecture & Design Volume 3, Issue 1, January-March, 2015, pp. 31-40 ISSN Online:2347-2855, Print:2347-8284, DOA : 14032015 © IASTER 2014, www.iaster.com

ABSTRACT

The last few years has witnessed a dramatic increase in vehicular traffic on the roads in Peshawar. The traffic condition in Peshawar is in chaos and in its disturbed form mainly due to the ribbon development of Peshawar, inadequate road infrastructure, inefficient road networking, and security concerns. The current road network is unable to cop up with the massive amount of traffic coming through and at some points the traffic condition is even worse. The purpose of this research is thus to design alternate routes for the traffic management in Peshawar which are designed in Eagle point software. After the design procedure, the performances of the roads are analysed in 3D generating software Anadelta. Estimation of the designed routes is also carried out and found that the alternate routes are much economical and beneficial than widening and improving the existing road conditions. Modern software techniques are used to properly design these routes. This methodology tends to reduce the traffic density at high density locations and proper management will be done.

Keywords: Traffic Management; Alternate Routes; Eagle Point; Anadelta; Road Estimation; Peshawar; Pakistan.

1. INTRODUCTION

Traffic management is the planning monitoring and control or influence of Traffic. The purpose of traffic management is to maximize the effectiveness of the use of existing infrastructure, ensure reliable and safe operation of the transport addresses environmental goals and ensure fair allocation of infrastructure space. Traffic management is specially a concern in developing countries where there are less resources to cop up with the problem and hence the problem is increasing and need proper planning on a large scale to minimize the problem. Traffic congestion also leads to fatalities and according to World Health Organization, Traffic fatalities will be the 6th main cause of deaths and especially in developing countries, it will be 2nd most leading cause of disability [1]. Apart from the deaths, Traffic mismanagement also leads to more fuel consumptions and hence wastes of mineral resources. According to a study, it is estimated that about 2300 million Gallons of fuel is wasted per year and according to Texas Transportation Institute, Traffic delays cost USA around US$ 63.1 Billion per year [2]. The term limited resources in case of traffic management means less capital to invest, less land available to be used in traffic management, less technology and experience etc.

Peshawar is the capital city of the North-West province of Pakistan. It is a populous city of about 1,219,248 people. Traffic management problem in Peshawar is at its peak due to its Ribbon development, historic and unplanned nature. The main G.T road is like a backbone to the traffic in Peshawar. All of the traffic in Peshawar must pass through G.T road at some point. This is obvious due to the facts that all the important buildings, educational institutes, offices, universities;

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commercial areas are situated on this road. Besides this, G.T road is also used as a trade corridor between Pakistan and Afghanistan. The congestion alongside the road and the decrease in its capacity has forced the traffic condition into chaos Fig. 1.

Traffic management can be done through different methods and techniques that depend on the cost, area, technology. The capacity of the traffic can be managed through widening of the roads, construction of service roads, underpasses, flyovers and formation of alternate routes. Keeping in view the geographical characteristics, availability of land, ribbon development and existing conditions of roads in Peshawar, selection of alternate routes is the most feasible one.

The entry to Peshawar from other parts is through three main points which are from motorway, from Charsadda road, from Kohat road. These places are always flooded with vehicles and are very important locations in the managing of the traffic. The point where motorway connects with the Ring road , GT road, Gulbahar, Hashtnagri, Suri pul, Charsadda road, Ring road intersection with Charsadda road , Chungy intersection, Tahkal, University Town and Board are the places with extreme traffic Fig. 2. If the overall traffic flow in these areas can be improved the traffic in the whole area will be improved. There is absence of any link road between these main roads. Therefore, the formation of new link roads is inevitable and thus two new alternate routes are proposed in order to organize the traffic flow in the above mentioned areas economically.

Figure 1: A View of Traffic Mismanagement in University Road, Peshawar

Figure 2: Map of Peshawar Indicating the Different High Density Vehicle Areas

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2. CURRENT TRAFFIC AND ROAD NETWORK CONDITION IN PESHAWAR

An overview on the existing traffic and road conditions shows that the situation is in its worst form in Peshawar. The absence of proper planning, Adhocism, increased number of private vehicles, Non expansion of road network, absence of new routes has made the situation even more badly. To find the exact data about traffic in Peshawar, Information was obtained from Traffic department, Peshawar development authority, Highway department, communication and works department, Excise and registration department and it was found out that Peshawar witnessed increase in number of vehicles to about 126.4% but the total expansion in road networks is a mere 0.85% [3]. From 1971-1972 to 1984-1985, the passenger and goods traffic carried by rail and road transport increased by 156 percent and 255 percent respectively [4]. Facts and figures from the Excise & Taxation department Peshawar shows that there has been an immense and drastic increase in the number of vehicles in Peshawar shown in Fig. 3. These include vehicles registered and unregistered and also vehicles coming from other parts of the country.

On road vehicles in Peshawar 160000 140000 120000 100000 80000 60000 40000 20000 0 2006 2007 2008 2009 2010 2011 2012 2013 2014

Figure 3: On Road Vehicles in Peshawar (Bureau of Statics, Khyber Pakhtunkhwa)

More ever information gathered from road inventory record shows that there has been no increase in the roads length or width to accommodate such increase in the traffic. Fig. 4 shows the road inventory record from 1998 to 2012.

Figure 4: Road Inventory Record of Peshawar 1998-2012 (Source: Communication and Works Department Peshawar)

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Information taken from Excise and taxation department and C&W department shows that during the past years there are no such major development in road networking whereas the amount of vehicular traffic has increased enormously as mentioned that the number of vehicles increased to 124.6% while the just a mere 0.85% increase was witnessed in the road network. Fig. 5 shows the data collected from various departments showing the increase in the number of vehicles and that of road network.

70000 63500 60000 47800 50000 40000 35400 30000 20449 18605 17070 20000 12810 9764 10000 2233458.32369458.33364458.3 462.17 462.17 462.17 462.17 462.17 485.6 485.6 485.6 0

vehicles (Reg) Roads (km)

Figure 5: Increase in Vehicles Compared to Increase in Road Network (Source C&W and Excise and Taxation Office Peshawar)

All these facts and figures show that there is a dire need of proper road networking planning and formation of new roads is inevitable to accommodate and manage the traffic chaos in Peshawar. Therefore, two new routes are proposed that will produce a very positive impact on the overall traffic condition in Peshawar.

3. ROAD NO. 1: MOTORWAY TO THROUGH WARSAK ROAD AND CHARSADDA ROAD

This route will originate from the motorway and will move towards the Charsadda road. After crossing that it will pass through warsak road and finally towards Board regilalma passing behind Peshawar university area Fig. 6. This route will thus touch all the major roads and will facilitate the vehicles from all those roads to divert to the areas of their choices giving them a lot of options.

This route will enable the motorists with a variety of options. The vehicles coming from Charsadda road can turn towards Warsak road without having to pass from Bacha khan chowk and Suri pul and Chungy chowk. Also they can turn towards motorway without having to pass through the busy Hashtnagri and Gulbahar chowk. The motorists coming from Charsadda road can also go to Peshawar University or Board or Hayatabad without having to pass through Tahkal, University town, etc. The motorists coming through motorway may directly take this route and reach Warsak road and Hayatabad without having to pass through points like Gulbahar , Hashtnagri, Chungy, Tahkal , Town etc. [5]. The vehicles on warsak road can take advantage of the route because reaching to Hayatabad areas will now be easy as they will avoid the above mentioned points as well as they can take a shortcut to Charsadda road and motorway. The vehicles from Hayatabad, Karkhano, may use this route to reach Warsak road as there are a lot of high standard schools on warsak road so they may take this route and the problem of traffic on Warsak road in school days will be solved to great extent. The schooling on warsak road is the most important factor to be considered. Through this route the vehicles will have 3 options instead of passing through Chungy. They may turn towards Hayatabad

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side, they may turn towards Charsadda road side and hence due to these options a great relief will occur. This diversion of traffic will especially relief pressure on the GT road strip between Suri pul and Town. The alternate advantage is the connection of different villages in the area. Hence a proper designed route from Motorway to Hayatabad will certainly relief pressure as discussed.

The selected route is designed through Eagle point and the design considerations for Road 1 are shown in Table 1.

Table 1: Design Considerations of Road 1 Length 22 Km Width 15 m Shoulder 1 m Number of lanes 4 lanes, 2 on each side Width of the Lane 3.5 m Cross Slope 2% Design speed 90 km/h Super Elevation 4% Drains 2

Figure 6: Map Showing the Proposed Road 1

4. ROAD NO 2: WARSAK ROAD TO UNIVERSITY ROAD THROUGH PALOSI

This route will originate from Warsak road near Darmangi and is scheduled to appear in Palosi which is just behind the Agricultural university Peshawar and university of Peshawar and joining with Road 1 as shown in Fig. 7. This is just a type of a link road between two main roads and its capacity is less than Road 1. This will mainly facilitate the people of Warsak road and University users and people with schooling on Warsak road.

A great number of vehicles in the peak hours of morning and evening originates or ends at the Peshawar University and schools on Warsak road. If road options are available they will tend to avoid different points on the main University road and will prefer the alternate link road which is exactly the function of this route. Also many times some problem on the main road causes the blockage of the road. This road will serve as the alternate option for all the other roads and thus reducing pressure on our discussed points.

The selected route is designed through Eagle point and the design considerations obtained for Road 2 are shown in Table 2:

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Table 2: Design Considerations of Road 2 Length 9 Km Width 3.5 m one side Shoulder 1 m Number of lanes 2 lanes, 1 on each side Wearing coarse 5 cm Sub Base 20 cm Design speed 80 km/h Super Elevation 4%

Figure 7: Map Showing the Proposed Road 2

Total station survey is carried out in the selected regions. The Survey data from Total Station is imported to Eagle point and contours are obtained which shows the elevation characteristics of that particular area Fig. 8. After obtaining contours for the area, design procedure for Road is carried out by placing the centerline of the proposed road on the contour lines [6], and different design considerations are obtained. Long profile shows the change in elevation throughout the total length of Road [7]. The Green line shows the natural surface level (NSL) while the red line is the designed line for the road as shown in Fig. 9 and Fig. 10. The horizontal profile shows the horizontal design specifications like horizontal curve distances, design speeds, sight distance, camber, super elevations as shown in Fig. 11. The cross sections sheets shows cross section of the designed road at regular intervals which in turn shows the cut and fill area for that specific portion of the road as shown in Fig. 12 and Fig. 13.

Figure 8: Image Showing Contour for the Proposed Area

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Figure 9: Image Showing the Long Profile of Road 1

Figure 10: Image Showing the Long Profile of Road

Figure 11: Image Showing Plan View Showing a Horizontal Curve over a Particular Section With all the Desired Values

Figure 12: Image Showing a Cross Section at RD 1300 Showing all the Details of Cut Area, Fill Area, NSL and Designed Surface over that Particular Section

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Figure 13: Another Typical Cross Section of the Road

The cross section itself is generated in eagle point according to the designed data that is given to the program before running the design procedure for Cross sections. Before running the design procedure for the cross section, a typical cross section for the road is drawn which itself is based on the design that is proposed for the road according to the geology, soil type, load bearing capacity, vehicle load, traffic intensity and axle load . Therefore, a typical proposed cross section for the road is inserted in Eagle point as shown in Fig. 14 and the design procedure is carried out for the road which ultimately gives the typical cross sections at our desired points showing all the related information.

Figure 14: Image Showing Insertion of our Designed Cross Section

AnaDelta used to generate the 3D version of the designed roads and also analyzes the performance of the designed roads. It gives an overall better view of the performance of the road through its 3D generations of horizontal profiles Fig. 15, Vertical profiles Fig. 16 and cross sections.

Figure 15: Anadelta Screenshot Showing a Horizontal Profile at Certain Section

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Figure 16: Anadelta Screen Shot Showing the Vertical Profile

The estimation of the roads carried out is through Excel Spread sheets. The Cut area, Fill area, and other design specifications are found in Eagle point and thus estimation carried out Fig. 17.

Figure 17: Screenshot Showing a Part of the Estimation Spread Sheet

5. CONCLUSIONS

It is concluded from the study data collected that Peshawar is facing immense and drastic increase in traffic problems due to obvious reasons:

 Non extension of road network over the past decades.  Improper maintenance of the existing road network.  Security reasons including the security check posts at high traffic density areas.  Increasing number of private vehicles.  Absence of link roads between main roads.  Ribbon development of the city.  Absence of new roads in the city.  Absence of flyovers, underpasses and service roads on the main roads.

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6. RECOMMENDATIONS

The basic purpose of the study, to find solution for the ever increasing traffic problem in Peshawar thus recommends the formation of new alternate routes to evenly distribute the traffic volume in the city and to release pressure from the high density traffic areas as explained in the study. The main recommendations are:

1) Construction of new alternate routes:  Road 1 from M1 interchange to Hayatabad Phase 3 interchange through Charsadda road and Warsak road.  Road 2 from Warsak road to University of Peshawar through Palosi. 2) Construction of link roads between main roads. 3) The transport sector must be under control for its better management. 4) Construction of flyovers and underpasses in various high dense areas like Hashtnagri, Sher shah bridge, Warsak intersection, Tahkal, University town, Board. 5) Proper management of school timings which lead to traffic chaos especially on Warsak road. 6) Avoiding Ribbon development of Peshawar by keeping check on construction of new infrastructure along the main G.T road Peshawar. 7) Providing car parking on various locations and specially in newly constructing buildings. 8) Steps should be taken to make public transport system more decent as to avoid the ever growing numbers of private vehicles.

REFERENCES

[1] Kopits, E. and Cropper, M., (2005). “Traffic Fatalities & Economic Growth”, Page 169–178, Accident Analysis & Prevention, Elsevier Ltd. [2] Robert. M., (2006). “worst cities for traffic”, retrieved from http://www.forbes.com/2006/02/06/worst-traffic-nightmares-cx_rm_0207traffic.html (accessed 20 September, 2011). [3] Ali Z., Akhtar S., and Hussain A. (2012). “Growing Traffic in Peshawar: An Analysis of Causes and Impacts Diffusion Processes in Advanced Technological Materials”, South Asian Studies. A Research Journal of South Asian Studies Vol. 27, No. 2, July-December 2012, pp.409-420 [4] National Transport Research Center, (1985), Survival rate of motor vehicles in Pakistan, National Transport Research Center, Government of Pakistan, Islamabad. [5] Shah S. S. A., Ayaz M., Khan R., Shahzada K., Khan H., Ali Z., (2013) “Traffic Analysis of Warsak Road Peshawar Pakistan”. International Journal of applied Sciences, Engineering and Management. ISSN 2320 – 3439, Vol. 02, No. 03, May 2013, pp. 58 - 64 [6] Kanetkar T.P., Kulkarni S.V., (2000). “Surveying and Levelling” Part-1, Chapter VIII: Levelling, Topic: Contouring [7] Khanna S.K., Justo C.E.G., (2001). “Highway Engineering”, Eighteenth Edition, Chapter 5: Traffic Engineering

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