IEDC-2010 Conference Proceedings (Download ... - NED University

For the Ring Road, CSTS estimated new road requirements in the southern section by quantification of
traffic passing over established screen line stations. These surveys identified that the density of the arterial
road network is relatively low in the southern suburban area which was proposed as a future urban growth
area. Moreover, CSTS had found that Lahore has a radial arterial road network with a serious deficiency
of adequate circumferential roads (TEPA and JICA 1992: 7-1). In the light of these analyses and
arguments, CSTS developed a conceptual network pattern as a planning policy. The conceptual network
pattern includes several radial Ring Roads to accommodate the future traffic demand (TEPA and JICA
1992: Figure 7.3.1, 7-8). The cross section of the Ring Road proposed by CSTS contains 4-lanes with
flyovers at the major intersections.
Lahore Ring Road Feasibility Study 1992 has also employed a fours stage model; trip generation, trip
distribution, modal split and traffic assignment as a part of UTPP for justifying the Ring Road proposal
(TEPA 1992: 20). The study used traffic counts, household, and roadside interview data collected during
CSTS. However, data such as traffic volume, speed and composition on major roads on Southern Lahore
was collected through primary sources. These data were employed for developing a ‗person trip matrix‘
though traffic modelling. The person trip matrixes were converted to a ‗vehicle trip matrix‘ in order to
provide the exact figures for vehicles numbers. However, the composition of vehicles was adjusted by
‗Passenger Car Unit (PCU) matrix‘ without considering buses, mini-buses and non-motorised transport.
The main reason for neglecting public transport in the PCU matrix was the negligible proportion in future
Ring Road traffic. In addition, population growth, future per capita GNP was also considered for
projecting future traffic (ibid: 23).
Furthermore, it was assumed that the priority section will be completed by 1996 followed by the complete
road in 2015. Therefore, it was anticipated that the Ring Road would bring significant reduction in traffic
flow in different parts of Lahore (ibid: 26). It was further argued that the main role of the Ring Road was
to provide a circumferential access for dispersion of traffic to relieve the radial roads (ibid: 18-19). On the
basis of future traffic data and emphasis on design speed of 100 km./hr., Ring Road as designed to be
limited access 6-lanes highway 8 with service lanes, and roundabouts, priority and grade-separated
junctions.
PC1 is a kind of document used to justify projects requiring finance from the federal and provincial
government. The PC1 of Niazi Chowk on the Ring Road justified the project by projecting traffic (only
motorised vehicles) volumes from 2004 to 2024. The future traffic was calculated on the basis of traffic
growth rates during past years, growth rate of fuel consumption by the transport sector and growth of
GDP (Govt. of Punjab, C&W 2004). Traffic speed was used as a prime factor for designing the lane
requirement at Niazi Chowk e.g. average speed of 90 km./hr. was used to justify a 6 lane dual
carriageway (ibid: 9).
In summary, Lahore Ring Road was initially initiated as a town planning proposal. However, it was later
justified by transport planning approach for accommodating future traffic. The central assumption is that
people are willing to spend more money on new road infrastructure to reduce travel time by alleviating
congestion and increasing speed. This assumption may be true for developed countries and for a few
travellers in the developing countries. However, the large numbers of people in developing countries
prefer to spend more time and pay less for travel (Cohen 1996: 31). Moreover, this analysis neglects nonmotorised
transport, the need to improve public transport, and the physical, social and cultural situation of
Lahore. This discussion concludes that the Lahore Ring Road project demonstrates the conventional town
planning and transport planning techniques which are used in similar ways across the world.
8 each carriageway was proposed 11.0 metres wide highway
Proceedings of IEDC 2010, 1-3 July, 2010
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Keynote Paper