NATIONAL TRANSPORT RESEARCH CENTRE

MINISTRY OF COMMUNICATIONS

GOVERNMENT OF PAKISTAN

GREATER ISLAMABAD/RAWALPINDI
AREA TRANSPORTATION STUDY
(GIRATS)

EXECUTIVE SUMMARY

SEPTEMBER 1995

SCANDIACONSULT CONTRANS AB
EXECUTIVE SUMMARY

Urbanisation is a powerful trend in Pakistan and one of the vital functions in a city is
the urban transport system. It is essential that Pakistan possesses the techniques and
skills necessary for efficient urban transport planning.

The assistance provided to Pakistan by the Swedish Board for Investment And Tech-
nical Support (BITS) aims at the development of a domestic competence at the
National Transport Research Centre (NTRC). The purpose of the present project is to
set in motion an analysis and planning process of urban transport which should be
permanent. The project work was carried out between August 1994 and June 1995.
The present report, submitted in September 1995, documents this work and has also
to a large extent been designed as a textbook to be used as reference for future plan-
ners.

Transport modelling
In urban transport planning, transport models play an important role. By analysing
different land use - transportation scenarios, the planner can evaluate optional strate-
gies as well as alternative detailed solutions. If e.g. a new road is being planned, it is
possible to simulate the resulting changes in traffic flows and to evaluate the effect of
the project before implementation. This improves the setting of priorities and reduces
the risk of costly mistakes.

Transport models require high computation capacity and therefore computers are es-
sential tools in transport planning. In the present project, a specialised computer
package, designed for urban transportation planning, has been acquired and mounted
at the NTRC. The use of this system should be a continuous exercise, and NTRC
staff have been trained for this purpose. Thus, in future planning in the GIRATS
area, NTRC now has access to the necessary techniques.

Present land use and travel demand

Information of land use and population characteristics is essential for urban transport
planning. It is necessary to know where people live and work, what their socio-eco-
nomic conditions are and how they travel. Such data form the basis for the detailed
design of traffic infrastructure projects in the short term, and in the long term, they
are essential in order to make predictions of future needs.

The two urban areas included in the study area - Islamabad and Rawalpindi - are of-
ten referred to as "twin cities" but in reality have very different characteristics. The
consultants have utilised available information and made the relevant estimations in
order to describe the situation. It would have been very useful, though, if a more re-
cent census than the one from 1981 had existed.
 II

N
D11
D10

E11 E10 E9 E8
E7

F12 F11 F10 F9 F8 F7 F6

11
9
G13 G12 G11 G10 G9 G8 G7 G6
12
10

H13 H12 H11 H10 H9 H8 ZERO POINT

27 26

I12 I11 I10 I9 I8

77
75 79 78 38 40

82 39
80
81

84 93 42

86 85 74 41

89 90
87
94
88
96 95
97
43

98
46

45

44

0 - 1.000 COMMUTERS (NET) IN OR OUT

OUTGOING COMMUTERS (NET) 1.000 - 3.000 3.000 - 5.000 > 5.000

INCOMING COMMUTERS (NET) 1.000 - 3.000 3.000 - 5.000

5.000 - 10.000 > 10.000

Fig. 1 Area-wise net commuting 1994

The combined urban population has been estimated to about 1,650,000 and the num-
ber of economically active persons - forming the basis for the travel demand - to
415,000. Estimations of the movements from and to different zones have been made
accordingly and are described in Fig. 1 above.
 III

Present road network and traffic situation

The road networks in the two cities differ substantially. Islamabad is a planned city
with an extensive road network laid out in a grid structure. Although there are several
design shortcomings, the overall capacity of the system is not a basic problem.

Fig. 2 Grid structure Fig. 3 Spider net structure

(Islamabad) (Rawalpindi)

In Rawalpindi, the road network is the result of an organic development and repre-
sents a spider net structure. Both the road standard and the general traffic environ-
ment is inferior to Islamabad, and here, congestion is common and increasing.

A serious problem is the connection between the two cities which may be the result of
an underestimation of the travel demand between them.

ZERO POINT

Fig. 4 The Islamabad/Rawalpindi road network

 IV

The present public transport system

Public transport is always an important component of the total urban transport sys-
tem. This is not least the case in cities like Islamabad/Rawalpindi where the access to
a private vehicle is limited.

The present public transport system is almost totally dominated by the private sector;
only little remains of the services provided by the public sector. As in other countries,
this presents both advantages and problems. Being non-subsidised, farebox revenues
pay for the operations, and this implies that the system is not a financial burden for
the cities. However, with fragmented services carried out by a large number of indi-
vidually operated small vehicles, the system is not easily coordinated and not always
efficient from an overall perspective.

In its present shape, the public transport system can hardly be used as a tool to shape
the total urban transport system - as for example in cities like Singapore or Curitiba.
Directed towards "captive riders" without an alternative, it could be described as a
"down-market system".

The correct balance between the public and the private sector is a much debated sub-
ject all over the world when it comes to urban public transport. Today, it is generally
agreed that a constructive model should be based on a combination of both. Thus, the
public sector - the city - would have the responsibility for overall planning and su-
pervision, while the role of private sector is to provide cost-efficient operations. A
development along these lines is recommended for Islamabad/Rawalpindi and should
be initiated by the formulation of an urban transport policy.

Traffic safety and environment in urban areas

The number of persons killed in traffic in Islamabad as related to the number of motor
vehicles, is about ten times as high as in industrialised countries. Some of the main
reasons are poor road design, bad drivers, and poor supervision due to insufficient
training and resources of the Traffic Police. Improving traffic safety is a long term ef-
fort spanning over many different fields, and requiring good data and planning re-
sources.

Although much is needed in terms of changing the attitudes and awareness of the
people - which takes a long time - there are many short term improvements which can
be made in the design of roads, streets and intersections. A number of concrete pro-
posals have been elaborated during the project.

Immediate and short term traffic management actions

One of the important aspects in urban transportation is not only access to adequate in-
frastructure in the form of roads and streets, but also the efficient use of such infra-
structure. In the GIRATS project, a substantial effort has been directed towards
practical, low cost traffic management projects which can be implemented with short
notice and which can be very cost-effective.

Examples include redesign of intersections, signalisation principles, design principles

for bus stops, design of guard rails, etc. Examples of such schemes are described in
chapter 7 of the report, and also various design principles are described.
 V

POLE WITH REFLECTING MATERIAL

C
W

C 7.0 m 9.0 m
W 3.5 m 4.5 m
L 12.0 m 10.0 m

Fig. 5 Two-sided carriageway narrowing - example

This work has been done in close cooperation with the relevant authorities in the two
cities and some projects have already been initiated. It is important that this kind of
work continues as a permanent process.

WP 16 WP 17 (See also Chapter 7.9.3)

WP 18 WP 9
WP25
WP 8
WP 27
ZERO POINT
WP 7

WP22 WP 15
(See also Chapter 7.9.6)
WP29
WP30 WP24 (See also Chapter 7.9.4)
WP23 (See also Chapter 7.9.5)
WP28

WP15

Fig. 6 Key map for proposed traffic management actions

 VI

Long term scenario

INHABITANTS, MILLION
3

2
GIRATS AREA

RAWALPINDI
1

ISLAMABAD

1980 1990 2000 2010 2015

YEAR

Fig. 7 Estimated population developments

The population in the GIRATS area is estimated to reach 3 million around the year
2010, that is in 15 years from now. This estimation is based on a rather conservative
assessment of present trends, and could well be surpassed. It is difficult to assess the
percentage of economically active people, but the assumption is that this will not
change dramatically during the time period.

For Islamabad, the growth directions are fairly well defined within the framework of
the planned area. For Rawalpindi, future development is less strictly defined, but it is
anticipated that the main growth direction will be in the west. The planned bypass
road will therefore be a useful project.

Although the two cities will retain their specific characteristics, they are likely to de-
velop more and more into a common labour market. This calls for attention to the
connections between the two cities as well as within them.

It is assumed that car ownership in Islamabad will continue to increase at a faster rate
than in Rawalpindi, and over a 15-20 year period it might reach the level of 200 cars
per 1000 inhabitants. Even so, and more so in Rawalpindi, the majority of people
will still have to rely on public transport.

Urban traffic and transportation strategies

In many developing cities throughout the world, traffic problems have accelerated to
a stage where the problem is out of control. This is not due to lack of resources but
rather to lack of clear policies and political determination.

Pakistani cities now have the opportunity to study and learn from the experiences -
positive or negative - of other countries and to formulate a development strategy well
adapted to Pakistani conditions. Some of the aspects of the formulation of such a
 VII

strategy are described in Chapter 9. Basically, it is recommended that attention is

given to the increase of car traffic so that restriction measures can be taken if neces-
sary. But it is also essential that public transport, bicycles and pedestrians are given
proper attention and not left out of the planning process.

Future transport solutions

The road and street network needs to be further developed in both cities. In Islam-
abad, however, it is mostly a matter of improved design and of solving some of the
intersection problems which occur when avenues and service roads meet.

In Rawalpindi, a road reconstruction plan (the "MM Plan") has been approved and
should be implemented.

Regarding the connections between the cities, the planned bypass will have a positive
effect but there are also other important improvements to be made. For example,
Khyaban-i-Sir-Saiyid should be designed as an efficient traffic distributor between
the road networks in the two cities.

ZERO POINT

FAIZABAD

RAILWAY
MASS TRANSIT LINE

Fig. 8 Possible mass transit system configuration

 VIII

As for public transport, there appears to be a great interest in mass transit solutions,
especially rail based systems, and some attention has therefore been given in the
GIRATS project to the possibility of introducing such systems. Two optional future
public transport systems have been discussed, namely i) a bus only system and ii) a
mixed light rail system/bus system.

It is important to realise, however, that the issue of public transport is not only a
matter of different technologies but at least as much a matter of organisation and fi-
nancing. Ultimately, if Islamabad/Rawalpindi wants a modern and attractive public
transport system for the future, it is unavoidable that the public sector must be in-
volved. It is unlikely that the private sector, through BOT schemes or otherwise,
would be able or interested in providing a mass transit system.

Urban traffic and transportation planning - work task and organisation

A well functioning and efficient organisation for analysis and planning of urban
transportation is essential. In particular, it is important that land use planning goes
hand in hand with transportation planning since the two are closely related.

Urban transport planning units should be established in the major cities in Pakistan,
including Islamabad and Rawalpindi. However, since considerable time and re-
sources will be required to accomplish this, it is recommended that the Urban
Transport Wing at the NTRC be further developed to form a centre for urban trans-
port planning in Pakistan. The role of NTRC could be to assist various cities with
techniques and experience in order to maintain urban transport planning at a high pro-
fessional level.

Recommendations
A list of recommendations has been prepared as the final chapter of the report. In the
final analysis, of course, the problem of urban transportation must be dealt with by
local authorities and decision-makers. This requires a permanent effort for analysis
and planning of urban transport and many of the recommendations are formulated as
guidelines for further planning which has to be the responsibility of Pakistani ex-
perts.