Syeda Batool

TRNSPORT AND TRAFFIC IN PAKISTANI CITIES The table below shows the estimated length of all the provinces of Pakistan categorized as high type and low type roads. The total length of roads is shown to be increasing for all the provinces however Punjab is displaying the greatest increase in length among the provinces. Source: National Transport Research Center (NTRC) Source: Source: Bureau of Statistics, Government of Punjab, Lahore www.bos.gop.pk Tables below shows the estimated mode share and trip-making in Lahore by the JICA Study Team for year 2006 and MVA Asia Limited for 2005 and 2021 which is projected. The proportion of public transport mode share is showing a declining trend in favor of car and motorcycle trips. This is showing the growth of population and trip-making. Also the actual number of trips made with public transport services will increase over the next decade. On the other hand current demand is highest for the public transport for all the three years constituting 50%, 38% and 45% of the total demand in respective years 2005, 2006 and 2021. However, travel demand for car / taxi is expected to get double of 2005 by 2021 which is highest growth rate than for all other types. Source: JICA Study team As shown by the graph, the car ownership is forecast to grow from 18 % in 2010 to 29 % and 43 % by 2020 and 2030, respectively. However the share of motorcycle ownership is predicted to remain at almost similar levels as at present. Observing from the current correlation between household income and motorcycle ownership it can be seen that as the household incomes goes above certain threshold, the motorcycle ownership tends to shift towards the car ownership as a result, the proportion of motorcycle owning households would be similar to that in 2010. Source: JICA Study Team TRIP PRODUCTION RATES The graph shown below is a visualization of the trip production rates by the vehicle ownership and the purpose of the trip as predicted by JICA study team, 2010.As seen by the graph below, the trip production rates are increasing by the vehicle category for each purpose of the trip being the maximum trips for car ownership. This shows that as the car ownership is increasing the trip production rates are increasing. Source: JICA study team DISINTEGRATION BY GENDER: The below figure shows the disintegration of male and female be age group in Lahore city. There is a large proportion of both male and female in Lahore between the ages of 15 to 19 and 20 to 24 due to large inflow of students and workers in Lahore. Source: JICA study Team ROAD NETWORKS: Road network of Lahore is designed as a combination of primary and secondary roads. A primary road network serves mainly for inter-town traffic with relatively longer travel distance. Scale and characteristics of urban development are taken into consideration of network planning. On the other hand, for intra-district traffic, there is a secondary road network with relatively short travel distance. Density of urban development is taken into consideration at network planning stage. INTERCITY TRANSPORT IN LAHORE Metro Bus The central Metro Bus line runs from the northern tip of the city (Shahdara) to the (currently) southern-most town (Gajju-Matta). The buses are frequent, air-conditioned, safe and very comfortable. Lahore is an unplanned city and it is relatively very easy to get lost because of the narrow streets particularly in downtown Lahore. Walking Due to the traffic, distances, extreme heat, and hordes of goggling locals, however, most tourists will prefer to use other means of transport. Auto-rickshaws / tuk-tuks or 'Qingqi'(pronounced chingchi) are open rickshaws with (narrow) rear-facing seats, or with two seats facing forward and two backward. They are convenient for moving around in the Inner City, since it's easier to see ahead. Western road etiquette might be horrified by the chaos on the roads - but it almost seems to work. Qingqi drivers have an unbelievable sense of space, speed and angles. Rickshaws are considered the cheapest and, for women, the safest individual forms of public transport. Taxis: There is usually a scarcity of taxis on the streets of Lahore - with auto-rickshaws having cornered the market. Taxis are booked by phone. It is usually difficult to take taxis in the Inner City, as the streets are narrow and very crowded. Minivans are probably the most dangerous form of public transport, with very rash drivers. Women will find these especially uncomfortable, as they are very crowded. Often women must sit in an undersized cubicle or with the driver, to prevent harassment. Buses: Buses are usually cleaner and more comfortable than minivans, and usually a have a separate seating area for women. Saami Daewoo bus service is an air-conditioned bus service operates for different parts of the city. MODES OF TRANSPORT According to a study carried out by Sulaiman Majeed and Zahara Batool (Identification of factors affecting modal shift in Lahore) a wide range of population uses Qingqi as mode of travel across the city.The reason was that they had to wait less for Qingqui/motprcycle rickshaws instead of waiting at bus stops for long hour. As a result less passengers use public Lahore buses and other public transport modes despite of high percentage of public transport users in this area. NUMBER OF MOTOR VEHICLES REGISTERED IN PUNJAB Table below shows the number of registered vehicles with District Regional Transport Authority (DRTA), for all districts of Lahore division. Around- vehicles are registered within the Lahore district area, to be compared with only 53286 and 75819 for Kasur and Sheikhupura respectively. Motorcycles make up for more than half (65 %) of all registered vehicles, while cars represent 25% which is less than even one third of registered vehicles in Lahore.In 2014 the total vehicles were registered in Lahore District were 3.9 million as compared to 1.2 million in 2005. The high economic growth has significantly increased the income level of the middle class which has also increased the number of vehicles. The below chart shows that Lahore has the largest number of vehicles registered in four years i.e- as compared to other cities of Punjab. Vehicle Registered Type Lahore Kasur Nankana Sahib Sheikhupura Motor Cars, Jeeps and Wagons- Motorcycles- Trucks - Delivery vans- Buses- Taxis- Auto rickshaws- Tractors- Others- Total- Source: Source: Bureau of Statistics, Government of Punjab, Lahore www.bos.gop.pk Source: Source: Bureau of Statistics, Government of Punjab, Lahore www.bos.gop.pk Wagon based Public Transport in Lahore Franchised bus in Lahore TRAFFIC AND TRANSPORTATION ISSUES IN LAHORE, RAWALPINDI, MULTAN, GUJRANWALA AND FAISALABAD In Lahore, due to ever increasing traffic problems; the government constructed numerous underpasses to ease congestion and prevent the traffic jams The high rate of population growth in Faisalabad, Multan, Gujranwala and Rawalpindi has resulted in overcrowded, deteriorated environment with poor level of service provided by various modes of transportation, including the mechanical and the animal driven vehicles. There is such a diversified, mix and huge volume of traffic with other common issues such as encroachments, damaged road surfaces, poorly designed intersections, and wrong positions of utility services along roads that it becomes difficult for the existing road network and transportation facilities to handle such haphazard traffic on road. EXISTING CONDITION OF PUBLIC TRANSPORT IN PUNJAB CITIES 1. Evidently the public transport network is under-developed and there is a great gap between the demand and provision of an efficient and environment friendly public transport system. 2. Initially, the market runs in parallel with public-owned public transport. However, the availability of public transport has not grown at the same rate as the population. Therefore, a large number of small private operators were permitted to fulfil this gap in a fragmented way. As a result, a chaotic mass of individually-owned small vehicles (Wagon, Qingqi, Rickshaw etc.) operate in Lahore, competing for road space. 3. Due to rapid motorization increase in traffic volume over the last two decades, the arterial roads are seen as very much congested resulting in increased travel delays reduced bus travel speeds, implying a less competitive public transport network, especially where commercial and trading activities are concentrated. 4. Current public transport services are suffering greatly due to irregularity. On certain routes waiting times for the passengers are too long, whereas on other routes buses wait for the passengers to be filled. Such a situation prevails because of the fact that routing and licensing is not based on passenger demand analysis but based on convenience of operators and the regulator. The below graph highlights the present condition of public transport facility in Lahore. Source: JICA study team Public transport organizations have a long history of lack in professional, administrative, and financial capacity to manage public transport services. In the absence of human resources, coordination, research, and financial capacity of public transport institutions in Punjab, public transport has now become fully the privilege of the private sector. The common problems in parts of urban areas such incomplete bus routes, high fares, fewer-than-required buses, gender discrimination, and even absence of bus routes can be observed. High capacity buses rather than a multitude of smaller vehicles and other effective methods could improve public transport operations cost effectively. TRAFFIC DEMAND MANAGEMENT STUDIES Currently in Lahore, there is no concept of Traffic Demand Management (TDM) but its need would be evident as the congestion increases over time which would put extra stress over the scarce road space and poorly managed road network of Lahore through mode growth (car ownership growth is estimated to be 45 % by 2030). The vehicle growth cannot be stopped however may be reduced by sustainable and intelligent management of the people and goods movement in the city’s network. This would lead to some hard decisions such as limiting vehicle ownership, and parking limitation policies totally contrary to the current trends f meeting traffic demands at all costs. That is where TDM strategies will come in. When all benefits and costs are considered, TDM strategies would be the most cost effective in providing benefit to all people and the society. Some of the commonly applied traffic demand management measures practiced in the developed and developing countries are listed in the below table. Source: JICA study team INSTITUTIONAL SETUP OF TRAFFIC MANAGEMENT The following table shows the activities related to transportation sector in Lahore city and the institutions which are responsible for managing those activities. Gujranwala RawalpindiFaisalabad PESHAWAR Based on classified vehicle counts and vehicle occupancy surveys taken in a number of corridors during the PFS, the daily public transport market share ranges from a high of 87% in Warsak Road (Corridor 3), 77% in GT Road near the General Bus Stand (Corridor 2), 76% in Bara Road (southern section of Corridor 4) and 64% in AJK Afridi Road (southern section of Corridor 3). These public transport market share levels are high by world standards and reflect the current levels of poverty in and around Peshawar. LENGTH OF ROADS IN PESHAWAR The below graph shows the length of Roads in Peshawar divided into black topped including motorway, NHA and Pakhtunkhwa Highway roads. As it is clear from the graph, the length of roads is increasing each year due to the high transport demand and increasing population. Also the approachability and mobility are the major factors contributing to the yearly increase in road length. Source: bureau of statistics planning & development department government of Khyber Pakhtunkhwa www.kpbos.gov.pk Source: bureau of statistics planning & development department government of Khyber Pakhtunkhwa www.kpbos.gov.pk EXISTING TRAFFIC CONDITIONS IN PESHAWAR The existing traffic conditions in Peshawar has led to high amount of stress for the pubic as well as the law enforcement groups. The existing poor traffic conditions resulting from lack of drivers at U-turns and intersections has been very noticeable. In addition, existing public transport passengers are highly critical of current conditions of the existing arrangements. The current fleet, although required by Law to have a maximum age limit of 10 years, is dominated with vehicles from the 1980s and 1990’s. There is no effective Government consideration on the quality of fleet or supply against demand and the public must suffer the consequences. In contrast, the recent flyover in GT Road, the (under construction) flyover from Charsadda Road and the proposed (approximately USD$9 million) flyover at Hayatabad reflects the priority for private road transport over the needs of public passenger transport. The time for investment in this sector is long overdue. There is also a substantial demand for public passenger transport with Pre-feasibility Study screen-line surveys indicating mode shares of 60% and above at varying times of the day. Such a market is in itself justification for a more equal share of public expenditure on public transit infrastructure. It is important to retain this market so that the traffic conditions do not worsen as passengers leave their services and use private vehicles in the future. As shown in the below table, corridor 2 has the highest daily passenger demand being 509,701.The peak daily passenger flow is nearly 393,700 at the General Bus Stand in GT Road where the daily market share was 77% and the peak hour passenger demand per direction was nearly 20,750. This table shows the role played by public transport for servicing the substantial demand as well as the reduction in traffic flows on the road networks. Source: http://www.urbanpolicyunit.gkp.pk/transportation/ BUS TERMINALS IN PESHAWAR In Peshawar, all the bus terminals are managed by the Local Govt. Department except Peshawar Bus Terminal, which is operated by the Transport Department. Following is the pictorial description of the intercity and intra city transport departing from the Peshawar bus terminal. 1. Regional Rout Permit The regional route transport in Peshawar consists of stage carriage, public carrier, contact carriage, and private carrier. All these are subdivided into further categories shown below. Source: http://www.urbanpolicyunit.gkp.pk/transportation/ 2. Route permit for Peshawar Urban Areas The main categories of vehicles in Peshawar Urban Areas are mini buses, buses, station wagons, motor cab rickshaws and yellow cab taxi motor cars. As shown by the below pie chart, the highest share of vehicles is contributed by motor cab rickshaws having 16801 total number of passenger permits. Source: http://www.urbanpolicyunit.gkp.pk/transportation/ NUMBER OF REGISTERED VEHICLES: The below graph illustrates the number of vehicles registered in Peshawar in three subsequent years i.e-. The number of trucks are increasing yearly and also the buses, mini buses are increasing. However motor cars and jeeps are decreasing in 2013 as compared to 2011 and 2012. This is due to increasing trend of public transport as a major mean of transport in Peshawar. Source: bureau of statistics planning & development department government of Khyber Pakhtunkhwa www.kpbos.gov.pk TRAFFIC AND TRANSPORTATION ISSUES IN PESHAWAR 1. Lack of efficient Public Transport Set-up: Mobility in Peshawar is a major challenge. Due to ever increasing population in Peshawar, the demand for public transport is increasing time to time. The demand for public transport is met be inefficient buses and vans that omit smoke causing air pollution and are ill maintained and provide low quality service. 2. Bus Terminals in Deplorable conditions: The management, operation and maintenance of bus terminals are far below standards as most of the existing bus terminals are old fashioned and lack the basic public transport facilities. There is no information about the arrival departure times of the buses. Most of them are privately owned with no maintenance. 3. High passenger Demand: As there is lack of public transport facilities, the existing public transport such as mini buses could not cope with the high public demand and are overcrowded and subsequently are unsafe not only for those travelling in the bus but also for the pedestrians walking alongside the road especially the school going children who are coming out of the schools and walking on the service roads where the buses are travelling at high speed. 4. No gender Sensitivity: There is less number of seats for females commuters as compared to the males. Besides due to illiteracy problems, females face misconduct by the conductors and drivers. Complaints of inappropriate approaches are frequent. 5. Lack of Safe Pedestrian Infrastructure: Peshawar city lacks significant facilities for pedestrian such as foot paths, zebra crossings, lighting arrangement, underpasses, walk ways and crossing facilities which seriously restrict the accessibility and mobility of thousand people. This situation also leads to traffic collisions resulting in deaths as well as vehicle damages. Mostly children and young people are at significant risks on the roads. This situation calls for immediate improvement of road infrastructure and road safety education campaigns for passengers, pedestrians and the drivers. 6. Mix Traffic: There is a blend of pedestrians, two wheelers and three wheelers on Peshawar roads which increases traffic congestion. There are also inadequate car parks for shopping malls. The car parks are either small spaced or in congested areas. This situation arises due to lack of modern technology for the management of road infrastructure. Further the poor enforcement has led to aggressive drivers behaviors. 7. Encroachment of Public Right of Way: There are many encroachments on the major roads of Peshawar which have reduced the right of way of road traffic which leads to traffic congestion and is a major hindrance to pedestrian and vehicular traffic. Overloading of public transport Traffic congestion NEW INITIATIVES TO SOLVE TRANSPORT PROBLEMS There are number of schemes identified by the Urban Policy Unit (UPU), P&DD and the Transport Department to help resolve the traffic and urban transportation issues in Peshawar. The major schemes are listed below: Traffic Management Plan (UPU) Peshawar Mass Transit System (UPU) Private Transporters Fleet Refurbishment (Transport Department) Pedestrian Precincts and Parking Plazas (UPU) TRAFFIC MANAGEMENT PLAN: This study is undertaken to focus Peshawar city roads that actually connect the city, intersection and midblock, and affect the city performance and productivity. The study will emphasis on all the associated factors which actually contribute towards traffic problems or affect the smooth flow of traffic in any way. The study may encounter various technical and social factors, urban trends, prevailing traffic management techniques, available infrastructure arrangements and other sundry factors. The study focuses on: Conduction of macro analysis of the traffic problems of these cities. Evaluate the existing traffic handling arrangements being practiced in the city and propose various options, Develop transport plans for these cities that may ultimately address the underlying traffic problems; and suggest prioritized projects. PESHAWAR MASS TRANSIT SYSTEM The Asian Development Bank was approached by the Urban Policy Unit and the Transport Department Khyber Pakhtunkhwa, with the request to provide Technical Assistance and grant for conducting feasibility of both options. The grant request was sent to the Cities Development Initiative for Asia (CDIA), which provides Grants for such ventures, and is a trust fund under Asian Development Bank. The CDIA team had identified corridors based on physical attributes and traffic load analysis, which are as under: Corridor 1                      : Rail corridor from Chamkani to Hayatabad Corridor 2A                   : Chamkani to Karkhano via GT Road, Khyber Road and Jamrud Road Corridor 2B                   : Chamkani to Karkhano via GT Road, Sunehri Masjid Road, Sir   Syed Ahmed Road & Jamrud Road Corridor 3                      : Warsak Road to Kohat Terminal via Sadar, AK Afridi Road and Kohat Road. Corridor 4                      : Charsadda Road to Bara Road Terminus near Ring Road, via Saddar. Corridor 5                      : Inner City Circular Road & Ring Road Advanced preparatory works for the Feasibility Study are initiated. PRIVATE TRANSPORTER FLEET REFURBISHMENT The transporters in consultation with the Transport Department have finally agreed to replace old vehicles in a phased manner. 262 number of old model commercial vehicles have been off routed After inviting EOI, 55 new AC Vans for the local commuters recently introduced Old model PSVs being refurbished Dedicated 5 buses for females Introduction of Alternate Route – Ring Road PEDESTRIAN PRECINCTS AND PARKING PLAZA The major objectives of the study are: To review and analyze the available pedestrian facilities within the city To identify Pedestrian mobility and accessibility hazardous locations in the city where modal conflicts results in accidents To identify hot spots in the city where pedestrian facilities are of utmost important and necessity To propose and develop efficient pedestrian infrastructure for the people in the city.