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

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designers and other practitioners a complete package of geometric design for the urban roads and other infrastructure services. Environmental considerations for such development projects in the transport sector are of significant importance and can be the way forward for future research and development initiatives. Implementation of geometric design standards would enable the quick integration and linking of road infrastructure and utility corridors data with Punjab Geographical Information System; a way forward for transportation and infrastructure asset management in the Punjab. 8. Acknowledgments Authors are particularly indebted to Urban Sector and Policy Management Unit (The Urban Unit) team for their valuable input and contribution in this research work. 9. References Baboucarr, C. (2008) ―A Developing Nation: Why Standardisation Matters‖, CMGT 564, Research paper Dainichi, C. (2008) ―Urban Transport Policy Study for Five Cities of Punjab Province‖, Final Report, Urban Sector Policy and Management (The Urban Unit), Planning and Development Department, Punjab Deprizon., Amiruddin., Atiq, R., Karim.A.O (2008) ― Expert system for highway geometric design using GIS‖ EASTS International Symposium on Sustainable Transportation (MUTRFC08), Malaysia Hauer, E. (1999) ―Safety in Geometric Design Standards‖ Department of Civil Engineering, University of Toronto, Canada Imran, M. (2009) ―Public Transport in Pakistan: A Critical Overview‖ Journal of Public Transportation, Vol. 12, No. 2, pp 53-83 Jamie, E.L. Spinney., Darren, M.S., Newbold, K.B. (2009) ―Transport mobility benefits and quality of life: A time-use perspective of elderly Canadians‖ MVA Asia Ltd. (2007) ―Institutional Development of Traffic Management Unit for Ferouzepur Road Pilot Project‖, Draft Final Report, Urban Sector Policy and Management (The Urban Unit), Planning and Development Department, Punjab PDS. (2007) ―Punjab Development Statistics‖ 2007 Report, Bureau of Statistics, Government of the Punjab PER. (2007) ―Punjab Economics Report (2007)‖, Punjab Economics Research Institute, Government of the Punjab PGDM. (2009) ―Punjab Geometric Design Manual for Urban Roads‖, Urban Sector Policy and Management Unit (The Urban Unit), Planning and Development Department, Punjab. PTTM. (2008) ―Punjab Traffic and Transport Manual, Volume-I: Signs, Signals and Pavement Markings‖, Government of the Punjab PWD. (1986) ―Arahan Teknik (Jalan) 8/86: A Guide on Geometric Design of Road‖ Roads Branch, Public Works Department, Malaysia Contents Proceedings of IEDC 2010, 1-3 July, 2010 377 IEDC-422-055
An Appraisal of Signal Free Corridor in Karachi via Empirical Study of Road Accidents and Pedestrian Movement Concerning Road Crossing Ravindar Kumar (Assistant Professor, Department of Architecture & Planning, NED University of Engineering & Technology, Karachi, Pakistan) Mir Shabbar Ali (Professor and Chairman, Department of Urban & Infrastructure Engineering, NED University of Engineering & Technology, Karachi, Pakistan) Afzal Ahmed (Lecturer, Department of Urban & Infrastructure Engineering, NED University of Engineering & Technology, Karachi, Pakistan) Abstract The concept of signal free corridor is a very recent theoretical and practical contribution in urban transportation planning and design in Karachi, Pakistan. There is no theoretical underpinning available regarding the phrase ‗signal free corridor‘ within the cities around the globe both in ‗MEDC‘s (More Economically Developed Countries) or ‗LEDC‘s (Least Economically developed countries). This paper aims to make a scientific attempt for an appraisal of a signal free corridor constructed in Karachi. Especially; how it has affected the pedestrian movement concerning road crossing from both sides of corridors and the impacts on public safety and road accidents. The methodology of this paper includes review of literature concerning emerging concepts in urban transportation planning, design, and management. The study of signal free corridors as propagated by CDGK and the learning from Transport Sector Report of Karachi Master Plan 2020; Secondly there is an empirical study of road accidents along Signal Free Corridor 01 linking Shahrah-e-Faisal to Site industrial area from September 08, 2006 to February 08, 2007 and February 09, 2007 to July 09, 2007 (five months before and after its inauguration). This empirical study is conducted with the help of Road Traffic Injury Research & Prevention Centre (RTIR & PC) Karachi. The scope of findings includes the appraisal of the Signal Free Corridor 01 constructed in Karachi with road accidents and pedestrian movement as its main determinants. Keywords Signal Free Corridor, Urban Roads; Road Accidents, Road Crossing, Pedestrians 1. Introduction The concept of signal free corridor is a very recent theoretical and practical contribution in urban transportation planning and design in Karachi, Pakistan. There is no theoretical underpinning available regarding the phrase ‗signal free corridor‘ within the cities around the globe both in ‗MEDC‘s or ‗LEDC‘s. It is a reality that the so called phrase ‗signal free corridor‘ is coined for the first time in Karachi Pakistan by the City District Government Karachi (CDGK). The aim of this paper is to make a scientific attempt for an appraisal of a signal free corridor constructed in Karachi. Especially; how it has affected the pedestrian movement concerning road crossing from both sides of corridors and the impacts on public safety and road accidents. The methodology of this paper includes review of literature concerning emerging concepts in urban transportation planning, design, and management. The study of signal free corridors as propagated by CDGK and the learning from Transport Sector Report of Karachi Proceedings of IEDC 2010, 1-3 July, 2010 379 IEDC-4351-110
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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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and fatal injuries while road users
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The ending portion of Shahrah-e-usm
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Again this example is good for bett
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Environmental Impacts of Road Trans
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Lagos was the capital of Nigeria un
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Table 1. Areal Extents of the Landu
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Figure 4. Point Based Features alon
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Chokor B. A. and Odemerho F.O. (199
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ecause of complexities and connecti
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Number of accident Year of accident
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clarified that about 75% of the cri
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elative frequency Figure 10- map of
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elative frequency Most accidents ha
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Economic Evaluation of Road Traffic
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4.3 Human Consequences An accident
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Table 1. Descriptive Statistics for
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comes to 30% whereas a small share
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Accidents Reduction (%) CBR 1.80 15
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Accident Prediction Linear Model fo
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About 15% of the drivers are owners
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Accidents in last two years Acciden
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Presence Of Cassette Player, Yes .0
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An Evaluation of Future Travel Patt
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infrastructure, public transport, a
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Table 2. Present OD Matrix Used in
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RMS(Root Mean Square) error rate Ro
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4. Results and Discussions In trans
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The highest LOS we come across was
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Abstract A Model for Travel Decisio
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2.1 Household description and its t
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individuals when faced same set of
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Change in Consumption Stock Need Ac
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Table 1 depicted that in almost all
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6. Conclusion The research reported
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Design of Stated Preference Experim
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travellers and what are the determi
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2.3 Choice of Modelling Framework A
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unattractive. The scenario hence fo
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4.2 Simulation Test The SP design w
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framework, particularly with regard
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Assessing the Implementation of Raw
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Figure 1. Master Plan of Rawalpindi
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does not give a holistic view of th
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Figure 7. Guided Development Plan o
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Below is a comparison of the estima
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Urban Design and Integrated Transpo
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empower local communities with easy
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Figure 1. Traditional Planning Appr
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trends of sprawls and constant addi
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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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Page 334 and 335: Free-flow Travel time on the link T
Page 336 and 337: This says that travel time is equal
Page 338 and 339: The following paragraphs discuss th
Page 340 and 341: Therefore, the first two terms in t
Page 342 and 343: profile obtained for the Point-Queu
Page 344 and 345: Figure 5. 3 rd Case Travel time and
Page 346 and 347: Mun, J.-S.(2007), ―Traffic Perfor
Page 348 and 349: Activity-Based Trip Generation Mode
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Page 352 and 353: educational activities are prominen
Page 354 and 355: inferred from the above results tha
Page 356 and 357: negative effect over the choice of
Page 358 and 359: Dependant Variable trips (employed
Page 360 and 361: 1000 126000 0 20000 20 1 0 0 0 1 15
Page 362 and 363: Relationship between Land Use and T
Page 364 and 365: found that other factors associated
Page 366 and 367: Onipepeye 1092 1652.42 8.26 8 South
Page 368 and 369: Table 3. Correlation Coefficients b
Page 370 and 371: of transport planning into urban pl
Page 372 and 373: Standardising Transport Infrastruct
Page 374 and 375: Systematic and integrated road side
Page 376 and 377: 4. Description of the Manual Standa
Page 378 and 379: 4.4 Utility Corridor Utility corrid
Page 380 and 381: Punjab. The manual also provides gu
Page 384 and 385: Master Plan 2020; Secondly there is
Page 386 and 387: corridor and completed the project
Page 388 and 389: 9. Evaluation of Signal Free Corrid
Page 390 and 391: Causes Table 2. Comparison of Accid
Page 392 and 393: Software Architecture of a Distribu
Page 394 and 395: from one site mixed to or confused
Page 396 and 397: Figure 4. DDCS as a distributed too
Page 398 and 399: Table 1. DDCS Reliability Evaluatio
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Page 402 and 403: Role of GIS in RTA Analysis : A Cas
Page 404 and 405: Table 1. Feature Layers Used for RT
Page 406 and 407: micro details i.e. local level info
Page 408 and 409: overall influence of RTA incidents
Page 410 and 411: The change detection in the Road Tr
Page 412 and 413: GIS Based Placement and Route Plann
Page 414 and 415: fatal road accidents in Missouri, w
Page 416 and 417: Figure 2. Spatial distribution of E
Page 418 and 419: so may be more travel time covered
Page 420 and 421: Table 3. Shows the Mode of Arrival
Page 422 and 423: 100% 90% 80% 543 42 9 11 70% 60% 86
Page 424 and 425: Abstract Role of Traffic Network in
Page 426 and 427: 1.2 Efficiency of GIS for Policing
Page 428 and 429: 2.1.4.6 Thematic mapping of Geograp
Page 430 and 431: 4.2 Spatial distribution of crimina
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5. Conclusion This study establishe
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