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

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RMS(Root Mean Square) error rate Root Mean Square/Quadratic Mean = Sq.rt ((X 1 ) 2 +(X 2 ) 2 +(X 3 ) 2 +........+ (X N ) 2 /N) where N = Sample size (Number of scores) X = Individual score Table 3. Calibration of Present Network r 2 = 0.798 Figure 3. Calibration of Present Network Correlation coefficient indicates the strength of a linear relationship between two variables based on a probability theory. RMS (root mean square) error rate indicates the average deviation of estimated values define as the RMSD (root mean square deviation) normalized to the mean of the observed values. Calibration of the present network is shown in Table 3 and Figure 3. 3.4 Development of Future Model Basically, the future traffic demand is done by applying the conventional four step methodology; namely: trip generation and attraction model, trip distribution model, modal share model and traffic assignment model. These steps can be grouped into two steps to build models for estimating future OD matrix and for estimating traffic volumes on a network. The former step comprises of trip generation and attraction model, trip distribution model, and modal share model, and the later step includes traffic assignment model. In this study, building of the models in former step was done by Microsoft Excel and later by JICA STRADA integrated software. The future network used for forecasting future demand consists of two kind of network data set: namely, highway network, and transit network. The highway network is used to estimate traffic demand on the road while the transit network is used to estimate the number of passengers on each public transport service. The purpose of highway assignment is not only to forecast traffic demand on each link/road section but also to access performance of network alternatives by using the indicators that are representative outputs calculated in assignment methodology. The assignment was done to calibrate the models and networks (Figure 4). Proceedings of IEDC 2010, 1-3 July, 2010 201 IEDC-223-087
Figure 4. How the Future OD is Developed Considering the theory of gravity model, we adopted the following methodology to calculate the future person-trip production of Kiamari Town: Firstly, the union council‘s population data was collected from the official website of ―Statistical Review of Pakistan‖ and then we converted it into zonal population of 130 zones by merging adjacent union councils of same town. As Kiamari is the study area, hence we did not merge its union councils and considered all of its UCs as an individual zone. Secondly, we applied gravity modeling on trips produced by Kiamari Town zone to all other zones i.e. considering Kiamari as a major trip producing zones. Thirdly, we calculated population of each union council of Kiamari Town for the year 2020. For this purpose, we took average estimated population of Kiamari Town from KSDP- 2020 and divide it in all UCs of the study area. POP 1 =POP 2020 – POP 2005 Where POP 1 is the population difference between year 2005 and 2020. Finally, for obtaining future OD Matrix (Table 4), the person trip data obtained above was converted into vehicular trips. Table 4. Future OD Matrix Used in This Study Proceedings of IEDC 2010, 1-3 July, 2010 202 IEDC-223-087
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IEDC 2010 Proceedings of the Third
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CONTENTS Preface Conference Committ
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IEDC-231-023 2.3 Transportation net
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PREFACE Over the last decade, issue
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1. Mr. Afzal Ahmed Lecturer, Depart
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Surname Forenames E-mail Address Pa
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Spaceborne Remote Sensing Data for
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1.3 Karachi Metropolitan Transporta
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3. Travel Demand Modeling and Daily
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AADT , veh/day traffic count sites.
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operating cost is 19-24 cents per v
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Prioritizing Environmental Infrastr
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The rapid growth of Punjab's cities
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In Table 1 the BOD estimates have b
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The results clearly indicate that i
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An Intelligent Drainage System to P
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level. The situation caused objecti
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4.3 Electro-mechanical system requi
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Contribution of NED University in E
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were felt in some areas of Pakistan
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the USA and held meetings with the
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Figure 4. Demand response spectrum
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3.4 Vertical deformation near Karac
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Earthquake Performance of RC Struct
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Inadequate code implementation; Ina
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(a) (b) (c) Figure 2. Unsymmetrical
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(a) (b) Figure 5. Construction of o
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(a) (b) Figure 8. Splicing of colum
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Lin, J.H. (2005). ―Evaluation of
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Persons (Human) induced disaster is
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and non human resources to protect
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In case of major events and disaste
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3.2.1 Aims and Objectives of DMP at
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- Manmade disasters. 3.3 Practical
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c. Students Information Block. d. S
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- Seek assistance from University a
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Pearce, Laurie; Hightower, Henry, K
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If the location of the charge weigh
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Exterior Columns: These are designe
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If Pso is the pressure in the regul
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Height of Structure (H s ) (m) Tabl
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6. Conclusions Following conclusion
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agencies. It shares 65% of the tota
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2.2 Soils and Landforms Different l
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2.4 Land Capability Eight (8) class
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Northing (m) 3.2 Water Quality The
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Ejaz, M. S. & Bhatti, H. A. (2007).
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esearch, a semi-automated data surv
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database contain the picture code,
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imposes the erroneous data. During
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Aggregate Characterization - A Gate
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2.1 Aggregate Characterization Aggr
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Table 2. Engineering Test Results a
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and Tighe, 2004). The databases for
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the development of a comprehensive
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Satellite Image from Google Earth S
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Evaluation of Driving Comfort and S
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mobile station, and the satellite d
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PSD((m/s 2 ) 2 /Hz) PSD((m/s 2 ) 2
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The simulation data during travelin
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Yaw rate RMS(deg/s) Steering angle
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SUSTAINABLE TRANSPORTATION AND ENVI
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great centre of learning, knowledge
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2.2 Urban Development Plans - After
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The proposed alignment was made acc
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have enriched the Ring Road proposa
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project were completed under Lahore
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Therefore, the Ring Road or ‗Sout
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For the Ring Road, CSTS estimated n
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Government of Pakistan, Planning Co
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Traffic Management, A Social Concer
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5. Magnitude of problems encompassi
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SO 2 (10 -6 ) 44 38 - NO 2 (10 -9 )
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action. Movement through the levels
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STMS Government Society Figure 2. S
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Development of Guidelines for Road
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Through secondary safety measures,
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Page 160 and 161: The ending portion of Shahrah-e-usm
Page 162 and 163: Again this example is good for bett
Page 164 and 165: Environmental Impacts of Road Trans
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Page 168 and 169: Table 1. Areal Extents of the Landu
Page 170 and 171: Figure 4. Point Based Features alon
Page 172 and 173: Chokor B. A. and Odemerho F.O. (199
Page 174 and 175: ecause of complexities and connecti
Page 176 and 177: Number of accident Year of accident
Page 178 and 179: clarified that about 75% of the cri
Page 180 and 181: elative frequency Figure 10- map of
Page 182 and 183: elative frequency Most accidents ha
Page 184 and 185: Economic Evaluation of Road Traffic
Page 186 and 187: 4.3 Human Consequences An accident
Page 188 and 189: Table 1. Descriptive Statistics for
Page 190 and 191: comes to 30% whereas a small share
Page 192 and 193: Accidents Reduction (%) CBR 1.80 15
Page 194 and 195: Accident Prediction Linear Model fo
Page 196 and 197: About 15% of the drivers are owners
Page 198 and 199: Accidents in last two years Acciden
Page 200 and 201: Presence Of Cassette Player, Yes .0
Page 202 and 203: An Evaluation of Future Travel Patt
Page 204 and 205: infrastructure, public transport, a
Page 206 and 207: Table 2. Present OD Matrix Used in
Page 210 and 211: 4. Results and Discussions In trans
Page 212 and 213: The highest LOS we come across was
Page 214 and 215: Abstract A Model for Travel Decisio
Page 216 and 217: 2.1 Household description and its t
Page 218 and 219: individuals when faced same set of
Page 220 and 221: Change in Consumption Stock Need Ac
Page 222 and 223: Table 1 depicted that in almost all
Page 224 and 225: 6. Conclusion The research reported
Page 226 and 227: Design of Stated Preference Experim
Page 228 and 229: travellers and what are the determi
Page 230 and 231: 2.3 Choice of Modelling Framework A
Page 232 and 233: unattractive. The scenario hence fo
Page 234 and 235: 4.2 Simulation Test The SP design w
Page 236 and 237: framework, particularly with regard
Page 238 and 239: Assessing the Implementation of Raw
Page 240 and 241: Figure 1. Master Plan of Rawalpindi
Page 242 and 243: does not give a holistic view of th
Page 244 and 245: Figure 7. Guided Development Plan o
Page 246 and 247: Below is a comparison of the estima
Page 248 and 249: Urban Design and Integrated Transpo
Page 250 and 251: empower local communities with easy
Page 252 and 253: Figure 1. Traditional Planning Appr
Page 254 and 255: trends of sprawls and constant addi
Page 256 and 257: 7. Comprehensive Transport Artery S
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9. Conclusion Integrated transport
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Solving Transportation Network Desi
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that stochastic user equilibrium ba
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E x x 0 = a E x x 5 a a a 0 2 1 F 0
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4. Experimental Results Using the n
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that if a truncated density f x x 0
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Streamling of Road Safety Asghar Ab
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3.1 Statistics Table 1 Accident Loc
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The secondary signals provide motor
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S S P P P S P P P S S S ANNEX-A EXI
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Urban Transportation Policy Framewo
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of Karachi. In this regard, major d
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Table 2. Urgency Indices of Strateg
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4. Urban Transportation Policy Fram
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Urban Public Transport Problems for
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There‘s been an absolutely fantas
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6. Social and Behavioral Problems S
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Determination of Efficient Fare and
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2). All the gathered knowledge and
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Figure 3. Relationship between Cost
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practice as a hazard to the users.
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Table 6. Adjustments for Bus Recove
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Public Opinion towards Public Priva
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esidential area, income etc. The fi
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Table 2. Ageing of the Bus Fleet Ag
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6.1 Quality were from Shah faisal t
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facilitated through private public
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ITS Modeling and Analysis
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mostly highways or main arterials,
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of the link. If they are not on the
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Further more, 144 intersection node
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Therefore, interval of 07:00 AM - 0
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They methods proposed in this study
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the method used for estimation of t
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1 ( * T a T ) [ln( v f ) ( ) ] [ 1
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speed(km/h) speed(km/h) p cr (veh/k
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v f (km/h) p cr (veh/km/lane) a z l
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speed(km/h) a 2.5 exponent exponent
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Free-flow Travel time on the link T
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This says that travel time is equal
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The following paragraphs discuss th
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Therefore, the first two terms in t
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profile obtained for the Point-Queu
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Figure 5. 3 rd Case Travel time and
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Mun, J.-S.(2007), ―Traffic Perfor
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Activity-Based Trip Generation Mode
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area and parking area of a park, to
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educational activities are prominen
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inferred from the above results tha
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negative effect over the choice of
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Dependant Variable trips (employed
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1000 126000 0 20000 20 1 0 0 0 1 15
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Relationship between Land Use and T
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found that other factors associated
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Onipepeye 1092 1652.42 8.26 8 South
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Table 3. Correlation Coefficients b
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of transport planning into urban pl
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Standardising Transport Infrastruct
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Systematic and integrated road side
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4. Description of the Manual Standa
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4.4 Utility Corridor Utility corrid
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Punjab. The manual also provides gu
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designers and other practitioners a
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Master Plan 2020; Secondly there is
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corridor and completed the project
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9. Evaluation of Signal Free Corrid
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Causes Table 2. Comparison of Accid
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Software Architecture of a Distribu
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from one site mixed to or confused
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Figure 4. DDCS as a distributed too
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Table 1. DDCS Reliability Evaluatio
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environment was better comparativel
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Role of GIS in RTA Analysis : A Cas
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Table 1. Feature Layers Used for RT
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micro details i.e. local level info
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overall influence of RTA incidents
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The change detection in the Road Tr
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GIS Based Placement and Route Plann
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fatal road accidents in Missouri, w
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Figure 2. Spatial distribution of E
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so may be more travel time covered
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Table 3. Shows the Mode of Arrival
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100% 90% 80% 543 42 9 11 70% 60% 86
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Abstract Role of Traffic Network in
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1.2 Efficiency of GIS for Policing
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2.1.4.6 Thematic mapping of Geograp
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4.2 Spatial distribution of crimina
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5. Conclusion This study establishe
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